Aprilia Shiver 900 2019 — Specifications

Having missed the mark once with the Shiver 750, that’s not a reason to abandon the field. Aprilia knows this, and the brand from Noale has chosen to respond to criticism not with excuses, but with additional cubic centimeters. The Shiver 900 therefore arrives in 2019 with a clear program: to return to the battle of mid-size roadsters against rivals who occupy the sales podiums, the Yamaha MT-09 and the Kawasaki Z900 leading the way.

The engine deserves attention, because the 900 figure can be misleading. We remain with a 896 cm3 V-twin, and the 95 horsepower developed at 8,750 rpm have not increased by a single horsepower compared to the previous generation. What has changed is the piston stroke, lengthened by 11 mm without changing the bore, to push torque to 90 Nm available from 6,500 rpm. In concrete terms, the engine gains in flexibility and responsiveness rather than in brute power. It’s a smart choice for a versatile roadster, even if enthusiasts of outright sensations will have to compromise with this V-twin with a smoother than aggressive character. Ride-by-wire returns in a lighter and improved version, accompanied by traction control and a new engine management unit. For those passing the A2 license, a restriction kit exists, making the Aprilia Shiver 900 A2 a serious option from the first years of riding, including on the used market.

The bodywork has undergone a welcome dose of modernization. Farewell to the overly sharp angles of the 750, making way for redesigned flanks with ventilation ducts, a more generous engine guard, and those famous red valve covers that contrast with the dark overall tone. The result is more mature, more muscular, without falling into gratuitous aggression. The TFT screen borrowed from the RSV4 and Tuono V4 provides readability and a wealth of information that is not always found in this price range. At €8,449, the Aprilia Shiver 900 price positions itself consistently against German and Japanese competition, even if it remains slightly more expensive than some direct rivals.

The chassis retains the backbone that made the strength of the previous version: a steel tubular trellis structure associated with aluminum lateral castings. The 41 mm Kayaba inverted fork replaces the previous unit, adjustable in rebound and preload, and gains 500 grams in the process. The new three-spoke rims reduce unsprung masses by a total of 2.2 kilos, or 900 grams at the front and 1,300 grams at the rear. This gain, modest on paper, is felt in the steering and in the way the bike responds to changes in lean angle. The brakes retain two 320 mm discs at the front with radial four-piston calipers, a 240 mm rear disc and ABS as standard. An honest equipment, without excess or deficiency.

It is nevertheless difficult to present this Aprilia Shiver 900 test without highlighting what remains the main obstacle for the Italian brand in this segment. Faced with the MT-09 and its reputation for being an affordable beast, or faced with the Z900 and its perceived reliability as a given, the Shiver still has to convince over the long term. The question of Aprilia Shiver 900 reliability regularly appears on forums and among dealers, and potential buyers of used Aprilia Shiver 900s are right to be vigilant about the maintenance of available examples. The Aprilia Shiver 900 accessory catalog has expanded, with luggage options and even an Aprilia Shiver 900 screen for long journeys, but the ecosystem remains less comprehensive than that of the Japanese.

This roadster is primarily aimed at an intermediate rider looking for a Latin alternative to Japanese standards, someone who is willing to pay a little more in exchange for a different character and a less smooth engine. The maximum speed of 220 km/h is more than sufficient for road use, and the 218 kilos full of fuel remain manageable with a seat at 810 mm. The Shiver 900 has not solved everything, but it has clearly progressed where it counts.