BEAUTIFUL lines, a punchy 750cc V-twin engine and a seating position to cover mile after mile – Aprilia is on a winner with its Shiver. Naked middleweights have always had a sort of ‘cheap’ tag put on them. This has all too often turned riders away from the class. Sure the cash-strapped and the commuters went for them in droves but the enthusiasts tended to keep their distance. And while this is entirely unfair to the majority of bikes in this class it was reality.Now the choice is better than ever, especially with the inclusion of Aprilia’s Shiver. And it handily adds a much needed decent mid range road model to Aprilia’s lineup, something which has been blatantly missing and no doubt lost them sales.

The bike

On looks alone it has to be one of the prettiest (although we’re not sure about the gold frame) but it’s much more than just looks. Here is a middleweight naked bike that puts out around 95 horsepower from its liquid-cooled 90-degree V-twin engine so it honks along very nicely than you. But the handling is also top notch, as are the brakes.

The main feature of the engine package is the fly-by-wire throttle. Two throttle cables come out of the twistgrip and down to a black box which decides how far to open the twin 52mm throttle bodies, which incidentally are opened separately and accounts for the fuel injection’s excellent manners around town.

According to Aprilia literature it lets factory engineers play with the settings in a much more controlled way, and improved throttle response, emissions and slightly reduced engine braking. Now we doubt you can ask for major settings changes at the next service but the ability is there.

The frame is an interesting mix of steel trellis and cast alloy using the engine as a stressed member and linking it to the alloy swingarm is a single sided shock, situated on the right hand side of the machine. This is something that’s becoming more common from the Euros. BMW did it 20 odd years ago but it’s making a comeback in recent times.

Wheels are very trick looking alloy units with incredibly thin spokes. Substantial upside down forks and brakes (radially mounted at the front) complete the package. It’s a nicely rounded out motorcycle, and these extras give it that bit of an edge. Another interesting side note is the brake calipers, which look very much like Brembos, are actually made in Taiwan.

For the rider it’s a very comfortable position, much like a supermoto only you sit in it more than on top. The reach to the ’bars and ’pegs are nigh on perfect, even for taller riders, and the seat is one of the best around.

There is a three stage power control unit which allows the rider, at the push of a button, to select the desired power curve to suit varying conditions. You can notice the difference in power so they obviously work.

The cockpit is well equipped and there’s a gear position indicator so you should never be left wondering what gear you’re in.

Tucked away under the seat is a pair of mufflers. Our test bike was fitted with a set of LeoVinci aftermarket items which emitted a very pleasant note without being anywhere near offensive. The original mufflers look much prettier than the aftermarket items so if you were happy with their note you would be inclined to leave them on.

The ride

The best zone for power is in the 6-9000rpm range although it’s hardly asthmatic under that. It will easily rev all the way to 10,000 where the limiter cuts in. Like most V-twins it’s easy to underestimate how much power is on tap as the Shiver thunders along without the frantic feel of a 600cc inline four. You can get the impression you’re not going fast but a look at speedo tells you otherwise.

During the test we somehow managed to pit the Shiver up against a new 1000cc sportsbike along a nice windy road we know very well. You might be surprised to know the Shiver actually showed a clean pair of heels to the big banger, such is the ease at which you can ride it quickly, rather than its power. The mix of 43mm Showa forks and Sachs shock made for precise handling, even though the forks are non-adjustable. In tight bends the steering is quick and the bike always feels light and nimble, no doubt helped by its low weight.

Only one real fault could be found when punting hard, and that was the brakes which lacked some initial bite and felt spongy when worked hard. Mind you we are talking about riding the bike at its limits here, rather than cruising along. Gearbox ratios helped quite a bit in the windy stuff also, the closely spaced ratios making it easy to bang down through the six gears without losing momentum or unsettling the bike.

Even though you might think the Shiver is good for Sunday rides or travelling to work it would also make a very competent long distance hauler, especially if you plonk on the factory accessory screen and mount some sort of rack and bag arrangement. The only downside here is the plastic tank cover which makes it hard to put on a magnetic tank bag, although there are strap on aftermarket items available.

The last word

It’s hard to fault Aprilia’s move into the middleweight market with the Shiver. It’s reasonably priced at $14,990, goes well and is a hoot to ride. It really has no vices to speak of, looks trick and will set you apart from the throng of middleweight nakeds. n