The Aprilia Shiver hasn’t been quite the success the Italian manufacturer had hoped for, largely due to a bland color scheme according to the motorcycle’s importers. While Ducati is pushing Monsters like hot cakes, Aprilia haven’t had the same success with its Shiver, which was launched in 2007.
I must admit that I’ve agreed with the importers about the bike’s appearance, and what a change in that respect the 2010 Aprilia Shiver 750 ABS is. Italian racing red tubular frame and more thought into an eye-catching set of decals has sort of already done it for me.But that’s not all–Aprilia has made changes to the Shiver ergonomics, too, with a narrower more comfortable seat and re-positioned foot-pegs. The handlebar position has been altered as well. It is comfortable, as I discovered on a beautiful stretch of road in the south of France. I spent half the day on the Shiver and the rest on the Dorsoduro Factory and there’s a major difference in comfort to the Shiver’s benefit. In addition to being more comfortable, the Shiver is now more sport-oriented. The pegs and handlebar has been adjusted to give the bike more front-end feel with more weight over that front.The mixed steel-trellis and aluminum-plate frame is the most desirable feature on the Shiver. That’s what gives the Shiver a sporty feel over all other features. The Shiver rides great through the corners. And, despite having, for Aprilia, basic suspension, the feel is great. The Shiver is a bike that loves corners due to that quality chassis from Noale. Despite being heavier than the top competitors Shiver feels solid and easy to throw through the corner combinations. The brakes have been upgraded with wavy discs for the 2010 model and the ABS system works well.The Aprilia Shiver features the most powerful version of the 750cc V-twin engine–it produces 95 horsepower @ 9000 rpm. I still have to use the six-speed gearbox like a laboring ant, but on these southern French roads its only fun. The Shiver 750 has more emphasis on the top-end power than the Dorsoduro so at the top-end revs things happen quickly and I found myself wanting more over rev capacity for the fastest corners. In Sport mode, the throttle is aggressive and not the smoothest throttle in the world. In Touring mode, though there’s not a hiccup reaching the top-end through a much smoother midrange. I didn’t try Rain mode as it’s only for, yes you guessed it, a rainy day. It’s easy to select modes, but as you use the starter button the engine must be running for you to change them. You can change the riding mode while riding, but only with a closed throttle.The 2010 Shiver is now a lot more "Italian" and doesn’t share the same dull silver grey paintjob from Piaggio’s scooter range. The ergonomics are better on both the comfort and the sport side. Midrange is decent enough but fairly high in the revs for a V-twin.The brakes are great even with ABS and the Shiver handles better than the engine can do. All in all, the Aprilia Shiver 750 is a great intro into Italian bikes and V-twins.
APRILIA Shiver 750 – 2010
Aprilia V90 four-stroke longitudinal 90° V-twin engine, liquid cooled, double overhead camshaft with mixed gear/chain timing system, four
valves per cylinder.
Bore and stroke
92 x 56.4 mm
Total engine capacity
Maximum power at crankshaft
95 hp at 9,000 rpm
Maximum torque at crankshaft
8.25 kgm at 7,000 rpm
Ride by Wire integrated engine control system.
Digital electronic ignition integrated with injection system.
2 into 1 exhaust system in 100% stainless steel with three-way catalytic converter and lambda probe
450 W at 6,000 rpm
6 speeds, drive ratio:
1st 36/14 (2.57)
2nd 32/17 (1.88)
3rd 30/20 (1.5)
4th 28/22 (1.27)
5th 26/23 (1.13)
6th 25424 (1.04)
Multiplate wet clutch, hydraulically operated
Straight cut gears, drive ratio: 60/31 (1.75)
Chain. Drive ratio: 16/44
Modular tubular steel frame fastened to aluminium side plates by high strength bolts. Removable rear subframe.
Upside down fork with Æ 43 stanchions. Wheel travel 120 mm.
Aluminium alloy swingarm; with swingarm stiffener brace.
Hydraulic shock absorber with adjustable rebound and preload. Wheel travel 130 mm.
Front: Dual Ø Æ320 mm Wave stainless steel floating discs. Radial callipers with four pistons.
Metal braided brake pipe.
2-channel Continental ABS system
Rear: Wave stainless steel disc Æ 240 mm. Single piston calliper Metal braided brake pipe.
Front: 3.50 X 17" Rear: 5.5 x 17"
Radial tubeless tyres;
front: 120/70 ZR 17
rear: 180/55 ZR 17
Max. length 2,265 mm
Max. width 810 mm (at handlebar)
Max. height 1,135 mm (at instrument panel)
Saddle height 800 mm
Centre to centre distance 1,440 mm
Trail 109 mm
Steering angle 25.7°