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Aprilia Shiver 750, test (characteristics and curiosities)
Aprilia Shiver 750, test (characteristics and curiosities)
Anonim

We started with a new test this week. In this case and after the challenge I gave you last Thursday, after several doubts and the odd one that we managed to fool into thinking that it was a Ducati, the fastest to respond correctly was Nacho Mozo. It is indeed about the Aprilia Shiver 750, which we already tested for you a few years ago and which has been renewed. Let's see it in detail.

The Aprilia Shiver 750 it is situated in the complicated segment of the naked medium displacement. There are literally cakes here for being the queen of the category and she enters the fight directly with the Triumph Street Triple that we tested a few weeks ago. Aprilia has separated itself from the traditional And as we will see, it offers a different product, both in concept and in philosophy. But, will this difference allow him to compete from you to you anyway?

Aprilia Shiver 750: mixed chassis, minimalist design

Aprilia Shiver 750

The frame of the Aprilia Shiver 750 it directly inherits the knowledge acquired with its RXV and SXV field models. It is formed in its upper part by a network of steel tubes that are connected to each aluminum plates using high-strength bolts.

The removable subframe is also anchored to these plates, below which the exhausts run. The aluminum swingarm has the peculiarity that it moves the shock absorber to the right side, allowing the exhaust manifolds to run through the central part of the motorcycle towards the tail.

Refering to bodywork, it is completely minimalist. Leave all the prominence to the chassis and the engine. Both the fuel tank and the seat and the small side covers barely go down the sides of the bike. Despite this, you can see the European touch in the design, especially on the sides of the tank, with very nice angular shapes.

What I may not have liked so much is the lighthouse. If the rest of the bike is unprecedented and easily recognizable, the front is not so much and has a certain resemblance to that of the Yamaha XJ6 or the Suzuki GSR saga. Who copied who? What came first the chicken or the egg? All of these models appeared in their first generation in 2009 so it's hard to tell …

Aprilia Shiver 750: 90º twin cylinder and lots of technology

Aprilia Shiver 750

The engine of the Aprilia Shiver 750 It has been completely developed by the Italian brand. It is a 90º twin cylinder that develops a maximum power of 95 hp at 9,000 laps and a maximum torque of 81 Nm at 7,000 rpm. The distribution system is mixed by means of chain and gears, which are in charge of moving the four valves per cylinder actuated by two camshafts. It is the same system that was used in the V60 of the Aprilia RSV 1000R and that allows to reduce the dimensions of the engine and improve the duration of the distribution system.

As we saw in the Aprilia Tuono V4 R APRC, the Aprilia Shiver 750 mounts electronic throttle (Ride-by-Wire). The engine speed, the gear engaged, the opening and closing of the throttle valve and the relative speed, temperature and atmospheric pressure are taken into account by the control unit to decide which is the optimal opening of the throttle in each circumstance.

Again injection allows us three configurations, depending on our tastes or the needs of the road. In this case, we can choose between R (Rain), T (Touring) or S (Sport) modes. We will see the differences between each of them later.

Aprilia Shiver 750: simple but complete cycle part

Aprilia Shiver 750

Whenever we talk about the cycle part of a European motorcycle (suspensions, brakes, rims) we know that in most cases they won't let us down. It is very rare that we find a motorcycle born in the old continent that falters in some of these points, unlike its Japanese competitors, which is easier to find one or another but here.

The Aprilia Shiver 750 is very simple in terms of the components of its cycle part. It is logical that if you want a product with a competitive final price, you cannot go to suspensions or black leg brakes, but it does not mean that you have to save and put what you have left over at the bottom of a shelf in the workshop.

The hairpin is inverted with 43mm bars and does not have any type of regulation. Behind, the shock absorber mounted as we said in lateral position It has a cantilever system since it does not have links for its progressivity. It has adjustment in preload and extension. The tours are 120 and 130 mm respectively.

Regarding the brakes, in front he rides a four-piston radial gear with 320 mm discs identical to those of the Aprilia RSV 1000R and Tuono R and, of course, metal hoses as standard. Behind, the caliper is single piston and the disc is 240mm.

Aprilia Shiver 750: complete dashboard

Aprilia shiver

In the Aprilia Shiver 750 again we meet a very complete dashboard, similar to that of the Aprilia Tuono V4 R APRC. On the left side we have an analog dial for the rev counter while on the right, a digital screen shows us a lot of information. Above it, several luminous witnesses that complete two others that are to the left completely.

If we start talking about these witnesses, we have the normal ones that mark us turn signals (one for each side), high beam, overspeed warning (adjustable), neutral, extended side stand and ABS warning light for the versions that have it, in addition to the warning of the entry of the reserve (it does not have a level indicator).

Refering to digital screen, shows the gear engaged, the time and the outside temperature, engine temperature, chosen engine configuration, speed and the functions of the on-board computer, which are in all cases double (total kilometers, partial kilometers, average consumption, instantaneous, average speed, maximum and operating time).

Finally we can access a menu to configure various parameters and if occasionally we entered the circuit with the Aprilia Shiver 750, change the time at the top of the screen to a chronometer to take lap times. This chronometer has a history that stores the laps and we can consult it later.

All functions are controlled from the mode knob located on the left hand side, very comfortable and intuitive to actuate.

This is where the chit-chat part comes, it's time to tie the helmet and start the “real” part of the test. We started.

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