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Aprilia Shiver 750, test (city and highway driving)
Aprilia Shiver 750, test (city and highway driving)
Anonim

Once again we have had the collaboration of Vespa Gijón, who kindly gave us a unit of the Aprilia Shiver 750 very particular since as some of the most astute readers will have noticed, the color does not match those offered in the Aprilia catalog.

Specific this unit has been painted white, both the area of ​​the dome and the tank and the tail. And even the tank stickers that show your brand have a finish that does not match those of the original motorcycle, as if they were worn, achieving a nice effect that further highlights its particular aesthetic.

Aprilia Shiver 750: behavior in the city

Aprilia Shiver 750

We turn the ignition key and wait for the motorcycle to carry out the pertinent check control. Once finished, we press the start button (it is not necessary to press the clutch as in most motorcycles) and the twin comes to life with the hoarse sound characteristic of this type of engine. It is not especially noisy with the standard exhausts although at all times you know that it is there, you understand me.

The clutch, hydraulically operated And with an adjustable handle in four positions, it has just enough hardness so as not to end up exhausting in the city, such as some with cable pull, much harder. Together with the change it is fast to actuate and precise although the unit had barely 100 total kilometers and lacked running-in.

We go through the first few meters observing that the engine bounces well below 2,500 rpm, forcing us to take the clutch caught to this regimen. We will be forced many times to go down to first gear to avoid continually pulling the clutch if the speed is reduced in heavy traffic. Once the road clears, your optimal city marches are second and third. Above it is not advisable again since the engine lowers a lot of turns and no longer turns so round.

Playing with the clutch I observed that the gear indicator stop showing us the gear engaged as soon as we touch the clutch a bit, which sometimes misleads because if we press the clutch and then look at the frame, we will not know in which gear we were driving. Suppose we go in third (and we do not know) and we want to reduce one, but we doubt if we will not be circulating in second and we want to avoid going down to first. Well, if we do not look before, we will be blind and it will be as if it did not have it installed.

Aprilia Shiver 750

Between cars, the height of the handlebars and the mirrors is perfect, and allows us to sneak in while the line is stopped without major problems. As it is also quite low seat, almost all sizes reach the ground with relative ease to paddle with the feet at low speed and help maintain balance. Although we must anticipate the maneuvers since its turning radius is relatively small and we can find ourselves with the problem of stopping and forcing ourselves to do one more maneuver than we had thought.

Before we hit the road, we will discuss the three power curves available on the Aprilia Shiver 750. All of them are activated from the same start button a few seconds after having the engine idling or running, while we are not accelerating. In addition, the configuration remains memorized when we start the motorcycle again.

The most restrictive, called Rain (R on the display) greatly limits power, while leaving a large dead travel on the throttle that prevents sudden power inputs when we go from closing to opening the throttle. The next on the power scale would be Touring (T on the display) that although it has 95 CV, it delivers them in a very linear way and maintains a lot of dead travel on the accelerator. These two modes are ideal for driving around the city, depending on the conditions and our tastes at the same time that they are also on the road when it obviously rains or we are calm since this way the Aprilia Shiver 750 it's a little less gas jerky.

Aprilia Shiver 750: on the road in its environment

Aprilia Shiver 750

Outside the urban area, it is time to test the Aprilia Shiver 750 in an environment more conducive to a naked media. In the first kilometers we leave the engine in "T" mode but then we go to mode Sport "S" to see what the Italian that we are dealing with this week is capable of doing. Indeed, with this power curve, the connection between the throttle and the engine is direct, with hardly any dead travel. We continue to increase the pace as we approach a corner area. We started to negotiate them and after a dozen of them we have to change the chip and do it in one gear less.

The first missed one is me, since it is a 750cc two-cylinder engine that I was hoping it was fuller downstairs. However, despite having a small push at approximately 4,500 laps, the really good does not come until 6,500 - 7,000 laps. There would be no bigger problem if it weren't for the fact that at 9,500 everything ends, and the power drops to cut past 10,000 rpm. The motor is very sharp, with a really good zone of only 3,000 laps, 4,000 at most, and that forces us not to drop the engine too much in slow corners.

Aprilia Shiver 750

But be careful, this also has a negative effect on the reductions, and that is that many times we will be forced to reduce high laps to second and even at some hairpin, we will be tempted to go first. And in a two-cylinder with this retention, as we are not too sweet releasing the clutch, we'll get some tremendous rebounding on the rear wheel. And we don't have to braking into the kitchen, just touching the front brake a little.

Talking about the brakes, despite being relatively simple they brake very well. The pump is axial with the lever also adjustable in four positions such as the clutch and radial calipers. Yesterday they asked me that compared to the Triumph Street Triple, which one has better brakes. Well, honestly they are very similar, although perhaps a little worse those of the Aprilia in terms of touch. The more the less lever travel we have is accused. For example, I always carry it very far apart because I have very big hands and this time, I had to adjust it to position two because in position one it was too spongy. But in terms of power, they are very similar, although of course, the Aprilia Shiver 750 has the advantage of having its calipers radially anchored.

Once the character of the engine is known, we can concentrate on the suspensions. The inverted fork perfectly fulfills its function, no more is needed as long as we stay within a logical pace on the road. Back however, the lack of progressivity of the cantilever anchor it is noticeable in curly asphalt or bumps located in support. At those times, in the rear of the Aprilia Shiver 750 shows that it lacks a bit of precision. On it I had the feeling that it lacked a bit of rebound since did not copy the irregularities correctly off the road, detracting from confidence.

For today nothing else, we have to take a brief pause before taking the highway and going for our passenger.

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