Comparison test Aprilia SL 750 Shiver against BMW F 800 S

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Comparison test Aprilia SL 750 Shiver against BMW F 800 S

Charm meets balance

Enjoy life. This works particularly well with two cylinders. And 100 hp is always enough. BMW showed the way with the F 800. Aprilia counters this with the charming Shiver.

It finally happens. After the rather mediocre idea of ​​summer, autumn has its big appearance. Pours its rays of sun into every corner of the country and covers the days with warming, fragrant autumn air. Tea hills and slopes of the Swabian Alb glow brightly with colorful foliage. Golden October, a worthy season finale.

And ideal conditions for the brand new AT.prilia Shiver waiting in the garage to show off her skills. So let’s get out of town. The touchstone: the Teutonic authority in matters of mid-range twin, BMW F 800 S. Already the first kilometers of city traffic show that Aprilia and BMW are approaching the subject from completely different angles ?? at least as far as the driver’s accommodation is concerned. The F 800 is more sporty, with the handlebar just above the fork bridge, the notch height has a sporty note, the driver has to stretch a little to get to the handlebars. On the other hand, the sitting posture on the Shiver, which is intended to serve as the basis for several models based on the modular system (see page 12), is damned relaxed. Casual knee angle, the distance to the wide, tapered aluminum handlebars, so the driver sits loosely and upright. And threads its way nimbly with the Shiver through the morning rush hour, while the BMW makes its way slightly wobbly at low speed because of the tough steering damper.

Tea entrance to the curve paradise of the Alb leads first over a short stretch of motorway, not the preferred area of ​​the two. But they also handle dull straight bolts with flying colors. The Shiver always seems a little nervous about the steering. But that is more due to the driver, who hangs from the handlebars like a sail in the wind from a speed of 160 km / h due to the lack of disguise. On the other hand, the BMW arrows stable and full on the track. Finally, the exit. Curves devour until sunset. Are you kidding me? Are you serious when you say that. First comes disillusionment. The Aprilia drives like on eggs around the corner, wobbly, nervously, imprecisely, pushes over the front wheel. That can not be? Short stop, chassis check, aha. The rear spring is pretensioned far too far, the rebound stage is mercilessly closed, everything that the chassis offers in terms of adjustment options has been used in excess. So a short correction, plus the air pressure in the Dunlop Sportmax increased to the value for two-person operation. And holla, it’s running.

Like a whirlwind, the Shiver is now sweeping over the twisting, winding strip of asphalt that meanders over the Alb like a carelessly thrown rope. A slight steering impulse is all it takes to get the Italian from one lean angle to the next. On the other hand, the BMW wags rather delicately through the curve sequences and requires significantly more power when turning. But pulls another ace up your sleeve. Because once in an inclined position, it pulls its course like clockwork and unswervingly. The neutrality of the BMW in an inclined position is splendid, even tripping hazards in the asphalt do not throw it off its feet. While Aprilia always needs a minimum of a leading hand to stay on course. Not really annoying, but it does not come close to the neutrality of BMW. Above all in a great sloping position, the Shiver is still a last remnant of prancing, nervous wobbly, which, however, does not make itself seriously noticeable, at least on perfectly flat surface.

Comparison test Aprilia SL 750 Shiver against BMW F 800 S

Charm meets balance

Middle class struggle

Artist

Two to enjoy: the Aprilia SL 750 Shiver and the BMW F 800 S after an informative test ride.

There it shines despite the mediocre appealing fork with its tight, somewhat too tight chassis set-up at the rear. The BMW is tuned to be much more comfortable, which ensures movement in the chassis when braking properly and quickly turning it over. Nevertheless, she keeps up with the cheerful Halali without complaint.

It not only offers more differentiated information about the contact between the front tire and the road, but also a richer, more earthy driving experience overall and, thanks to the good balance, appears more reliable in its line selection. Suddenly the pilot on the Aprilia turns on the indicator, a gas station is approaching. Already low tide in the tank? Not quite. Even if the Shiver, with its higher speed level, tips itself a good half a liter more behind the throttle valve, which significantly reduces its range in connection with a liter less tank volume compared to the BMW. No, the seat meat demands relaxation because it is badly maltreated by the two hard edges in the bench. No comparison to the comfort sofa from BMW. The fuel barrels are full to the brim again, let’s continue, a small, dreamy serpentine route through the yellow and red glowing autumn forest up the Albtrauf. The paper version certifies the Shiver ten HP more pressure than the BMW, not the test bench. There is practically a stalemate on the role.

However, the Aprilia comes out of the starting blocks livelier, livelier and more revving, cracks really nicely with vigor and looks lively even just before the limit. At around 9500 rpm, it turns gently against a rubber wall. The ignition current is not cut there; rather, the ride-by-wire system gently reduces the throttle valve opening. Until then, the V2 proves to be pleasantly low in vibration. The Aprilia also opens the throttle valve for the first time without annoying jerks. So everything could be fine. But it is not. Because the ride-by-wire, the electronic throttle valve control, does not act as sensitively as the throttle hand would like. It seems as if the throttle valves do not open evenly, but rather in rough steps. The performance does not come in finely dosed, but in bursts. This is less of a problem when swinging over the country roads at medium speeds, but it is annoying when you get out of tight corners and at low speeds or when you apply the throttle at a great angle.

Final spurt test

Artist

The charming Italian scores not only with her appearance.

To do this, the engine continues to run briefly when the throttle valves are closed. It’s a shame, because that spoils the joy of the powerful V2, whose full rumble turns into angry hammering under load. After all, Aprilia has already recognized this shortcoming. The BMW stands out better. Not acoustically.

Compared to the full-bodied expressions of life of the Italian, her pressed pettling seems rather listless. But the power input of the mechanically rougher running inline twin cylinder can be dosed smoothly and finely. The only thing left in the soup: some play in the drive train. After all, as with the Aprilia, the gears snap accurately. Whereby the Shiver offers the somewhat crisper and, above all, quieter gear changes. The horizon slowly creeps up to the autumn sun. And the damp coolness of the evening creeps up from the meadows. But now make your way home. The brakes of the BMW are playfully finished even at accelerated speed and grip with enormous bite.

The controllability could be better, however, because with increasing pull on the lever, the delay does not increase linearly, but progressively. On the other hand, an undisputed plus is the optional ABS. Aprilia will only be able to offer this from summer 2008. Its four-piston calipers, screwed on radially, do not provide a racing-like, but always sufficient, well-adjustable delay. You only need a firm hand when you are really challenged at a faster pace or with a passenger. However, the Aprilia occasionally irritated when braking with a heavily rattling fork. Nevertheless, the concept of the handy Shiver with its lively engine has great potential. It just takes some loving coordination work to bring this to bear. We really enjoyed the autumn day with her.

Data Aprilia SL 750 Shiver

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, toothed-wheel / chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 52 mm, regulated catalytic converter, 450 W alternator, Battery 12 V / 10 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Boron x stroke 92.0 x 56.4 mm

Cubic capacity 750 cm3

Compression ratio 11.0: 1
Rated output 70.0 kW (95 PS) at 9000 rpm
Max. Torque 79 Nm at 7250 rpm

landing gear
Steel tubular frame with screwed cast aluminum parts, upside-down fork, Ø 43 mm, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four- piston fixed calipers, disc brake at the rear, Ø 245 Single piston floating caliper.
Cast aluminum wheels 3.5 x 17; 6.0 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the TestDunlop Sportmax Qualifier
mass and weight
Wheelbase 1440 mm, steering head angle 65.2 degrees, caster 109 mm, spring travel f / r 120/130 mm, seat height * 830 mm, weight with a full tank * 217 kg, load * 183 kg, tank capacity / reserve 15.0 / 2.5 liters.

Warranty two years

Service intervals every 10000 km

Colors: blue, orange, black, silver, white

Price 7,999 euros

additional costs 270 euros

Data BMW F 800 S

engine
Water-cooled two-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 46 mm, regulated catalytic converter, 400 W alternator, 12 V / 14 Ah battery, mechanically operated multi-disc oil bath clutch, Six-speed gearbox, timing belt.

Bore x stroke 82.0 x 75.6 mm

Displacement 798 cm3

Compression ratio 12.0: 1
Rated output 62.5 kW (85 PS) at 8000 rpm
Max. Torque86 Nm at 5800 rpm

landing gear
Bridge frame made of aluminum, telescopic fork, Ø 43 mm, steering damper, single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 265, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the TestContinental Sport Attack
mass and weight
Wheelbase 1466 mm, steering head angle 63.8 degrees, caster 95 mm, suspension travel f / r 140/140 mm, seat height * 830 mm, weight with a full tank * 209 kg, payload * 196 kg, tank capacity / reserve 16.0 / 4.0 liters.

Warranty two years

Service intervals every 10000 km

Colors: red, yellow

Power variant 25 kW (34 PS)

Price 8660 euros

Price test motorcycle ** 10,651 euros

Additional costs 269 euros

How? ‘Or’ What performance chart

The full load performance curves do not really reflect the perceived driving experience. Behind the exemplary straight line of the Shiver there is a revving motor, but it does not implement gas commands satisfactorily. And the undulating, but more powerful torque curve of the BMW is by no means reflected in a blatant advantage in pulling through, as the Shiver compensates for its torque disadvantage with a well-fitting gear ratio.

How engine

The Aprilia-V2 offers the most powerful, lively performance characteristics. And its probably dampened load change reactions are also quite pleasing. But the half-baked response to gas commands prevents a partial victory in the engine chapter despite the fine running culture. Because in terms of performance and cold start behavior, the BMW twin is one step ahead.

Winner engine: BMW

How chassis

Compared to the lively Shiver, the F 800 looks like a cozy excursion steamer in winding passages. Goal also just as confident. Greater neutrality, more feedback from the front wheel and the much more comfortably tuned chassis bring plus points, while the Shiver leaves springs because of the hard-tuned shock absorber.

Chassis winner: BMW

How everyday

The fact that BMW wins this chapter is not only due to the wind protection. Despite the sporty driver posture, it offers more long-distance comfort and an enormous range. Sitting on the Aprilia is far more harmonious. But the hard bench with two pronounced edges spoils the seating comfort considerably. Payload? Luggage transport? Very limited.

Winner everyday life: BMW

How security

Aside from the ABS advantage, the BMW also offers the brakes that are much more upright. Shiver’s handlebars tend to twitch on bumpy roads. The BMW has a steering damper that largely prevents this.

Safety winner: BMW

How price-performance

The BMW is certainly not a special offer. But their overall more balanced qualities are enough to earn the better grade compared to the Aprilia, which is around 2600 euros cheaper.

How cost

BMW Advantage. Mobility guarantee and lower consumption make the difference.

Winner costs: BMW

MOTORCYCLE test result

Artist

This is where the test winner shines: BMW F 800 S.

1st place: BMW F 800 S.
Of course, the BMW scores with ABS and wind protection, but apart from that, it is mainly its balance and safe driving characteristics that bring it victory.

Place 2: Aprilia SL 750 Shiver
The concept of the Shiver turns on. And their great looks anyway. What is missing is the fine-tuning of the chassis and injection? and an ABS.

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