Aprilia Shiver 900 .......... . . . . .
V-twin capacity hiked to 896cc for more grunt Traction control and three engine modes Capable – but lacking charisma
IT’S HARD TO believe that Aprilia’s Shiver has been around for ten years, so little impact has the naked Italian V-twin made on sales charts and public consciousness alike. While its muscular big brother the Tuono bullied its class rivals and oozed star quality, the Shiver 750 dressed sensibly, worked well but unspectacularly - and was largely ignored as a result.
But Aprilia has not given up on the Shiver, which now gets an update and a new name, the Shiver 900, courtesy of an increase in capacity to 896cc. This comes from a longer stroke rather than the simpler route of a bigger bore, partly because Aprilia had no intention of increasing the maximum output of 94bhp. That’s the limit from which a bike can be restricted to 47bhp for A2 licence holders. So instead, the Shiver gets more grunt at the low end, with peak torque up to 66lb.ft at 6500rpm and a lighter-action clutch.
The main visual differences are revamped air intakes, red steel frame tubes and cylindrical silencers of the revised (and now Euro4 compliant) high-level exhaust system. Climb aboard, and the slightly raised one-piece handlebar sits alongside a colourful TFT display.
The electronic upgrade also includes new three-way traction control to go with the Shiver’s three riding modes. Most chassis parts are retained but the Kayaba forks are thinner, lighter and adjustable for preload and rebound damping. New cast wheels save weight to leave the 900 a couple of kilos lighter, at 218kg.
On the road, the story is much as before, as an enjoyable trek over some twisty Dolomite passes confirms. Fuelling is very good; so much so that after trying the softer Rain and Touring modes, I stick to Sport even after a storm has soaked the roads. There’s plenty of punch from 5000rpm or below but, as before, the Aprilia feels slightly breathless by about 8000rpm. The Shiver remains rider-friendly as it accelerates out of hairpins and occasionally rumbles to threefigures, its midrange encouraging short-shifting.
The chassis works well too, initially seeming slightly vague when the pace picks up but responding well to some extra shock preload plus a few clicks of damping at each end. The radial four-piston front brakes require a fairly firm squeeze but get the bike stopped efficiently enough. There’s plenty of ground clearance and the Dunlop Qualifier tyres cause no drama.
I finish an enjoyable day in the Dolomites, convinced that the Shiver 900 is a handy upgrade on the previous model. The sensible naked Italian is stylish, capable and subtly better than its predecessor. It’s only real drawback is just that there are several alternatives.