AT A GLANCE

hen it was introduced way back in 2007, the Aprilia Shiver 750 was the first bike to get several new motorcycle technologies rolling. It was the first bike with a ride-bywire throttle, and therefore the first to offer several throttle ‘‘maps’’ that the rider could select for the prevailing road conditions. It was also a bit of a packaging champion, managing to cram a 90-degree V-twin engine into a compact wheelbase by mounting the rear shock absorber on the side, just like the old muchmisunderstood Suzuki TL1000S.

All the Shiver’s high technology came cloaked by some sharp-looking clothes, and the end result was very appealing. Yet the original Shiver failed to send goosebumps throughout the motorcycle market. It would go on to sell in decent enough numbers to survive in the marketplace to this day, but several flaws prevented it from having the impact that Aprilia might have hoped for. When Triumph released the Street Triple 675, it instantly became the Shiver’s nemesis by shooting down the Aprilia in the just about every motorcycle mag comparison test conducted worldwide. Few bikers want to ride a loser.

Foremost of these niggles was the sensitivity of the early electronic throttle, and the jerky response that often resulted when the rider gave it a twist. These days, you’ll find some hints of those early bugs when operating the Shiver in the ‘‘Sport’’ throttle mode, where the engine doesn’t appreciate being held at a steady cruising speed and the throttle will constantly open and close a little to maintain that speed. However the ‘‘Touring’’ and

Engine:

749.9cc liquid-cooled dohc 8v 90-degree V-twin stoked by fuel injection to develop 97kW (71bhp) at 9000rpm and 82Nm of torque at 7000rpm.

Transmission:

Six-speed sequential gearbox, chain final drive.

Frame:

Steel-tube/cast alloy trellis frame with aluminium swingarm, Unadjustable 43mm inverted Sachs telescopic forks with 120mm of travel, rear Sachs monoshock adjustable for spring preload, and compression/ rebound damping with 130mm of travel.

$13,995 (ABS equipped: $14,995).

Shiver’s 90-degree V-twin engine is smoother than narrower-angle V-engines from Aprilia; the bugs are now ironed out of the ride-by-wire throttle; well-rounded performance.

Exhaust generates excessive heat around the rider’s legs on hot days; 15-litre tank might cause range anxiety on longer rides; feels heavier than the 189kg mentioned in the specs.

Price:

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‘‘Rain’’ modes are now wonderfully glitch-free and smooth-as, and their selection is only a couple of pushes on the bike’s starter button away, and can be done on the fly.

Other recent changes to the Shiver amount to a slight cosmetic upgrade, and a sportier looking seat, and both are welcome additions, along with the new petal-profiled disc brakes. Speaking of the latter, you can now order ABS for the Shiver for the cost of adding an extra $1000 to the price and around five extra kilograms to the 189kg mass of the bike. Whether the ABS is justified really depends on the riding skillset of the potential Shiver 750 owner. I personally had no issue with the lack of ABS on the test bike, the braking systems felt well set up, providing progressive stopping power in response to measured rider input in a manner that made any wheel lock-up either the result of a deliberate riding strategy or highly unlikely. Some bikes need ABS more than others, and the Shiver is one that probably doesn’t, despite the resilient strength of the braking package that Aprilia fitted.

All the refining and polishing that Aprilia has done to the Shiver 750 over the past eight years rates has resulted in a worthwhile improvement to the product, but the best thing about the latest incarnation of the Shiver is its positioning in the New Zealand marketplace. At $13,995, you can buy a Shiver 750 for a grand less than the entry model of the Triumph Street Triple range in this country, or enjoy the ABSequipped version for the cost of the cheapest ABS-less Street Triple. That’s quite a compelling proposition for someone like me, who considers the Shiver to be at least the Triumph’s equal rather than its inferior.

In some ways the Aprilia has the wood on the Trumpy, and I’d instantly prefer the lusty rumble of the Shiver’s V-twin engine as it warms up in the morning instead of the incessant cam-chain whine of the Street Triple. As for performance, this is a tale of two deliveries, as the Aprilia generates more torque at the bottom of rev range and can cruise around with Harley-like effortlessness at low speeds if the rider is feeling equally chilled. Up top however, the benefits of the extra rev-happiness of Street Triple’s engine and the Triumph’s slightly lower mass allow the British rival to accelerate in a slightly more intense manner than the Aprilia can manage, although there really isn’t much in it. Both bikes are careful with their use of fuel, which is just as well for any long-distance touring aspirations harboured by Shiver owners, as there’s only 15 litres of tank capacity.

There’s a slightly old-school feel to the Shiver’s handling in that the frame, steering head and rear swingarm all feel more rigid to more contemporary designs. You notice this in the way that it doesn’t feel quite as composed when approaching full lean through bumpy bends, a situation where bikes have to rely on the controlled flex engineered into their frames as the suspension can no longer fully absorb the bumps due to the leaned-over attitude of the bike. That said, this is a highly-engaging bike to ride. The beefy front forks are well dialled in despite their lack of adjustment, the steering feels intuitive and agile in all but the tightest bends, and there’s an integrity to the chassis that makes it a fine companion to the well-fettled powertrain and brakes.

Add in the spacious ergos, decent mirrors, and legible and informative instruments, and you have a well-rounded middleweight athlete for less than 14 grand. The Shiver might have debuted in 2007, but 2015 finds it hitting its best form.