Aprilia Shiver GT - Motorbikes Reviews, News & Advice

After first riding the Shiver naked bike last year, I flirted with the idea of buying one after being seduced by its performance and handling -- true blue Aprilia traits.

It didn't happen, but that was more a function of household budgetary constraints than anything else. In performance terms, the 750cc Shiver delivered more than enough grunt to get my kicks, and in close combat, twisty action it was agile and gave plenty of feedback with its light and neutral steering.

It was like the Triumph Street Triple in terms of hard work and diligence, but only a 90-degree V-twin instead of a triple.

Alas, the Shiver has now been replaced by the Shiver Sport, but the changes are only minor in the scheme of things. The real hatchet job is likely to come with a major update in the next year or two, where I reckon we will even see technology like traction control.

But let's move away from the Sport to the Shiver GT, which is simply the standard Shiver with a new suite of fresh acquisitions: a screen, half fairing and ABS brakes.

In terms of a sportstouring stimulus package, those three additions are a great place to start, and the accessories catalogue also includes a centrestand, Akrapovic slip-on mufflers, forged wheels, a tank cover and series of luggage options. No heated hand grips, though.

Click on the following link to download the full accessories catalogue for the Shiver GT.

As far as the rest of the GT is concerned, it's business as usual: ride by wire technology on the 749cc fuel injected mill, three different engine maps, an aluminium composite chassis, radial brakes, upside-down 43mm Marzocchi non-adjustable forks, and Sachs side-mounted shock.

Colours are red or black and the price on the GT is $14,990, $2000 more than the Shiver Sport.

At those prices, I'd be happy enough just to go with the Sport, but in the middleweight sports touring stakes the GT will certainly challenge the likes of BMW's F 800 ST and even the new Yamaha FZ8S.

As far as the GT additions are concerned, the only real aspect worth noting at length is the non-switchable two-channel Continental ABS system.

Aprilia, like most manufacturers (although BMW's the leader) does braking very well these days, and the GT's set-up is representative of that.

The conventional radial brakes already have a fair amount of bite, so there's plenty of braking to be had before the system actuates. A real thumbs up, as the brakes are obviously at the lower end of the radial scale in terms of cost.

And the rear is good too, if not for anything more than for relying on for stability during tricky u-turns.

Then add in the ABS, which has a good level of feel and modulation with unobtrusive fast-paced pulsing periods. It's not too sensitive either, which is a sign that plenty of time has been spent fine-tuning the system - most of it probably around Mugello race track. Lucky buggers.

But what really came home to roost on the GT test was how much I admire the engine. It's just so willing across the board, and about the only criticism is the slight fluffiness below 3000rpm. It's not doughy per se, but just lacks a little in throttle response, which is a little surprising considering its ride-by-wire and fuel injection technology.

Otherwise the engine is a ripper, and the analogue tacho dial surges all the way to the 10,000rpm rev limiter. Add in an agile chassis, and that's when the balancing act between revs and finding the right amount of grip comes to the fore. And that's when the real fun kicks in.

Another shortcoming is the 16lt tank, which really is about 2lt less than what should be the minimum. But it's not just Aprilia, and riders continue to be short-changed by a number of manufacturers in this area.

The engine produces claimed 95hp at 9000rpm and 81Nm of torque at 7000rpm.

There is plenty of forgiveness in the GT frame (a combination of cast-aluminium and steel-tube trellis) and suspension, which certainly punches above its weight.

The package, certainly in the case of the suspension, isn't sophisticated, but you could be forgiven for thinking otherwise. It really works well, with a genuine sporting capability - that end of the sportstouring spectrum which really appeals to me.

But the GT is universally good, which makes it a superb for everything from day-to-day use to the aforementioned country carve-up. That's a boon for a wide cross-section of riders.

Click on the following link if you would like a test ride on the Shiver GT or any other bike in the Aprilia range.

SPECS APRILIA SHIVER GT
ENGINE
Type: Liquid-cooled, four-stroke, four-valve, 90-degree V-twin
Bore and Stroke: 92 x 56.4mm
Displacement: 749cc
Compression ratio: 11:1
Fuel system: Electronic fuel-injection

TRANSMISSION
Type: Six-speed, constant-mesh
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Steel trellis/aluminium castings
Front suspension: 43mm upside-down fork, non-adjustable
Rear suspension: Monoshock, adjustable for preload and rebound
Front brakes: Twin 320mm discs with radial-mounted, four-piston calipers
Rear brake: Single 245mm disc with twin-piston caliper

DIMENSIONS AND CAPACITIES
Dry weight: 189kg
Seat height: 810mm
Fuel capacity: 16lt

PERFORMANCE
Max power: 95hp at 9000rpm
Max torque: 8.25kg-m at 7000rpm

OTHER STUFF
Price: $14,990
Colours: Red or black
Test bike supplied by: John Sample Automotive (www.aprilia.com.au)
Warranty: 24 months, unlimited kilometres

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