[{"data":1,"prerenderedAt":-1},["ShallowReactive",2],{"classement-motos-les-plus-puissantes":3},{"data":4,"type":705,"total":706},[5,202,361,527],{"id":6,"marque":7,"modele":8,"annee":9,"categorie":10,"cylindree":11,"puissance":12,"puissance_num":13,"couple_num":14,"poids":15,"poids_num":16,"permis":17,"bridable_a2":18,"prix_neuf":19,"avis_presse":20,"translations":64,"photo":198},"e8fc8e14-aad7-4cbe-a40d-997e95e47c5b","KTM","890 Duke R",2024,"roadster",889,"121 ch (89 kW) @ 9 250 tr/min",121,99,"166 kg (à sec) / ~183 kg (tous pleins faits, estimé)",166,"A",false,12999,{"meta_score":21,"meta_score_note":22,"sources_notes":23,"citations":49},87,"Score estimé sur la base du consensus qualitatif de la presse internationale. Aucune note chiffrée publiée par les sources consultées ; estimation basée sur les avis unanimement positifs concernant le châssis et le moteur, pondérés par les critiques récurrentes sur le coût des options et la fiabilité KTM.",[24,30,35,39,44],{"source":25,"note":26,"note_max":26,"date":27,"url":28,"verdict":29},"MCN (Motorcycle News)",null,"2023-02","https://www.motorcyclenews.com/bike-reviews/ktm/890-duke-r/2020/","L'un des meilleurs roadsters sportifs du marché, au comportement quasi unique, mais cher compte tenu des options nécessaires.",{"source":31,"note":26,"note_max":26,"date":32,"url":33,"verdict":34},"Bennetts BikeSocial","2020-10","https://www.bennetts.co.uk/bikesocial/reviews/bikes/ktm/ktm-890-duke-r-2020-review-price-spec","Un vrai modèle R avec un moteur stellaire et un châssis de rêve, pénalisé par des aides électroniques en option payante malgré un prix élevé.",{"source":36,"note":26,"note_max":26,"date":32,"url":37,"verdict":38},"Rider Magazine","https://ridermagazine.com/2020/10/02/2020-ktm-890-duke-r-road-test-review/","Nouveau standard orange dans la catégorie middleweights : moteur, châssis et freins excellent, seul le coût des options est regrettable.",{"source":40,"note":26,"note_max":26,"date":41,"url":42,"verdict":43},"Motorcycle.com","2020-09","https://www.motorcycle.com/manufacturer/ktm/2020-ktm-890-duke-r-first-ride-review.html","Le Super Scalpel tient ses promesses : plus puissant, plus précis et mieux freiné que le 790, un vrai bonheur en canyon.",{"source":45,"note":26,"note_max":26,"date":46,"url":47,"verdict":48},"Cycle News","2020-05","https://www.cyclenews.com/2020/05/article/2020-ktm-890-duke-r-review-2/","Un châssis exceptionnel porté par des composants premium et un moteur joueur, mais l'absence de quickshifter et du mode Track de série est frustrante.",[50,55,58,61],{"source":51,"date":27,"url":28,"langue_originale":52,"fr":53,"en":54},"MCN","en","Si vous vous êtes déjà demandé ce que procure une moto de course de haut niveau dans les virages, la KTM est une fenêtre teintée orange sur ce monde.","If you've ever wondered what a top-level race bike feels like in the corners, the KTM is an orange-tinted window into that world.",{"source":31,"date":32,"url":33,"langue_originale":52,"fr":56,"en":57},"La 890 Duke R est clairement pensée pour se mesurer à la Triumph Street Triple RS. Mais ces deux modèles sont vendus à prix de base, avec des options à ajouter.","The 890 Duke R is clearly aimed at the Triumph Street Triple RS. But these are both base model prices with options to upgrade.",{"source":36,"date":32,"url":37,"langue_originale":52,"fr":59,"en":60},"KTM a livré un vrai modèle R, avec un moteur stellaire, un comportement routier brillant, des freins géniaux et une électronique excellente.","KTM has delivered a true R model, with a stellar engine, brilliant handling, awesome brakes and an excellent electronics package.",{"source":40,"date":41,"url":42,"langue_originale":52,"fr":62,"en":63},"La 890 gagne des points non seulement pour la puissance supplémentaire, mais aussi pour la façon dont elle est exploitable et accessible au quotidien.","The 890 gets a nod not only for the extra power, but also for how usable and accessible it is.",[65],{"id":66,"fiches_motos_id":6,"languages_code":52,"slug":67,"description":68,"points_forts":69,"points_faibles":70,"meta_title":71,"meta_description":72,"faq":73,"essentiel":98,"synthese_presse":99,"ergonomie_description":100,"avis_entretien":101,"puissance":102,"couple":103,"poids":104,"consommation":105,"intervalle_entretien":106,"type_moteur":107,"transmission":108,"consommation_reelle":109,"autonomie_estimee":110,"moteur_detail":111,"chassis_detail":115,"ergonomie":122,"electronique":126,"entretien_detail":143,"coloris":147,"rappels":150,"concurrentes":156,"avis_presse":186},"a176ce80-a506-4b1a-8441-4ff7c1b385c5","ktm-890-duke-r-2024","## What exactly is the KTM 890 Duke R?\n\nBorn in 2020 as the radical evolution of the 790 Duke, the 890 Duke R carries KTM's \"Super Scalpel\" nickname. The name fits perfectly: this is a precision instrument, not a sledgehammer. Its 889cc parallel twin produces 121 hp and 99 Nm — figures that won't intimidate anyone on paper against larger roadsters. But stuff that engine into a bike weighing just 166 kg dry, and the power-to-weight ratio of 0.73 hp/kg puts it squarely in 600cc sportbike territory.\n\nFor 2024, the 890 Duke R stays true to the formula that made it popular since launch. KTM didn't mess with the fundamentals, because there wasn't much to fix. The model has been continuously refined since 2020, with notable input from former GP racer Jeremy McWilliams who helped develop the chassis. This is the final evolution of the LC8c platform before the 990 Duke takes over in displacement, though without the R's radical edge.\n\n## What's the engine like in daily use?\n\nThe LC8c twin is one of the best parallel twins in the business. Its 270-degree firing order (uneven, like a V-twin) gives it a character and soundtrack that regular-firing twins simply don't have. The exhaust note is gruff and almost gravelly at low revs, transforming into an angry snarl as you approach 9,000 rpm. It pulls strong from the mid-range and spins eagerly to the redline.\n\nCompared to the 790 it evolved from, the engine received a larger bore and stroke (90.7 x 68.8 mm), compression bumped to 13.5:1, bigger valves (37 mm intake, 30 mm exhaust), and a more aggressive camshaft profile. The crankshaft is 20% heavier, improving low-rpm smoothness and cornering stability. Lightened forged pistons partially offset this extra rotating mass. The ride-by-wire mapping (managed by a dedicated Dell'Orto ECU with individual manifold pressure sensors per cylinder) is excellent: throttle response is smooth and predictable across all riding modes.\n\nIn concrete terms, the 0-100 km/h sprint takes roughly 3.3 seconds, and the quarter mile falls in 11 seconds flat at 207 km/h terminal speed. That's seriously quick for a mid-size naked. But it's the roll-on acceleration from 80 to 160 km/h that really impresses: in third or fourth gear, you have instant cavalry under your right hand.\n\nFair warning: the bike ships with three modes (Rain, Street, Sport). Unlocking Track mode, the bidirectional quickshifter, engine brake control (MSR), and launch control requires purchasing the optional Tech Pack. This is the main sticking point for reviewers: at this price, those features should be standard. Especially since the cheaper 790 Duke gets them out of the box.\n\n## How good is the chassis?\n\nThis is where the 890 Duke R truly earns its keep. The tubular chrome-moly steel trellis frame uses the engine as a stressed member, gaining rigidity while saving weight. The cast aluminium subframe doubles as the airbox housing — no additional plastic covers or brackets, everything integrated into two connected pieces. The short wheelbase (1,482 mm) and aggressive steering geometry (65.7-degree head angle) make the bike extraordinarily quick to turn in.\n\nThe fully adjustable WP APEX suspension is top-tier kit for this segment: 43 mm inverted fork with split-function compression and rebound damping, rear shock with hydraulic preload, high and low speed compression, and rebound. Suspension travel is 140 mm front, 150 mm rear — enough to absorb road imperfections without sacrificing high-speed stability. The lightweight alloy wheels (finished in signature R orange) reduce unsprung mass and improve turn-in response.\n\nOn bumpy backroads, the 890 R stays planted and confidence-inspiring. On track, it allows committed riding without showing any weakness. This dual personality is what impresses the press most: many bikes that work well on the road go soft on circuit, and vice versa. The 890 R does both.\n\nThe Brembo Stylema brakes with MCS radial master cylinder (with adjustable lever ratio!) are borrowed from the 1290 Super Duke R. Feel is exceptional, modulation precise, and power more than adequate for track use. The MCS master cylinder lets you adjust the lever ratio — and therefore the brake feel — between progressive and aggressive. The Bosch 9.1 MP Cornering ABS with 6-axis IMU provides an intelligent safety net that accounts for lean angle. Supermoto mode disables the rear ABS for those who enjoy controlled slides.\n\n## Who is it for?\n\nThe 890 Duke R clearly targets sporty riders who want to have fun on backroads and occasional track days. Its tall seat (834 mm), committed riding position, and complete lack of wind protection make it poorly suited for long highway stints. Passenger comfort is virtually non-existent — the single-seat cowl comes standard, pillion pegs are optional through the PowerParts catalogue.\n\nIt's also an excellent progression bike for riders stepping up from a 600cc or A2-class machine who want more power without jumping straight to an intimidating litre bike. The light weight and agility make the 121 hp very approachable.\n\nIf you want a versatile road/touring machine, the standard 890 Duke or even the 990 Duke would serve you better. But if you want the sharpest, most engaging naked in the mid-size segment, the R is hard to beat. Only the Triumph Street Triple RS can credibly challenge it, offering a more powerful triple-cylinder engine but in a slightly heavier package.\n\n## The bottom line\n\nThe KTM 890 Duke R 2024 remains one of the most rewarding machines in its class. It makes no effort to hide its sporting nature, and that's precisely what makes it so addictive. Provided you're willing to invest in the Tech Pack to fully unlock the electronics, you get a roadster capable of embarrassing much bigger and more expensive machines through the corners. The Super Scalpel still cuts deep.","- Benchmark chassis and suspension in the segment, equally capable on road and track\n- LC8c twin full of character, with usable torque from the mid-range onwards\n- Brembo Stylema brakes borrowed from the 1290 Super Duke R: outstanding feel and power\n- Exceptional lightness (166 kg dry) delivering a formidable power-to-weight ratio\n- Comprehensive electronics with 6-axis IMU and Cornering ABS\n- Michelin Power Cup II tyres performing well on both road and track\n- Lightweight signature orange R alloy wheels reducing unsprung mass","- Tech Pack (quickshifter, Track mode, MSR, launch control) as a paid option despite the premium price\n- Limited comfort: tall and firm seat, zero wind protection, no pillion seat as standard\n- Modest range (~250-280 km in sporty use) with the 14-litre tank\n- KTM reliability still not bulletproof based on community feedback (camshaft cover gaskets, thermostat, warped discs reported)\n- Gearbox a step behind Japanese competition in shift quality\n- Cruise control as a separate option (not included in Tech Pack)","KTM 890 Duke R 2024: Specs, Review & Price","KTM 890 Duke R 2024: 121 hp, 166 kg dry, Brembo Stylema. Full specs, press reviews, FAQ & pricing from EUR 12,999.",[74,77,80,83,86,89,92,95],{"q":75,"a":76},"Is the KTM 890 Duke R eligible for the A2 licence?","No. At 121 hp (89 kW), the 890 Duke R exceeds the 70 kW threshold and cannot be restricted for the A2 licence. You need a full A licence. If you're looking for an A2-eligible Duke, consider the 790 Duke (95 hp, restrictable to 47.5 hp).",{"q":78,"a":79},"What is the KTM Tech Pack and is it worth buying?","The Tech Pack bundles the bidirectional quickshifter, Track mode, Motor Slip Regulation (MSR), and launch control. If you plan to ride on track or simply want the quickshifter for daily use, it's considered almost essential. Most reviewers call it a must-have purchase.",{"q":81,"a":82},"What's the difference between the 890 Duke and the 890 Duke R?","The R adds 6 hp (121 vs 115 hp), fully adjustable WP APEX suspension (non-adjustable on standard), Brembo Stylema brakes (vs KTM-branded), sporty Michelin Power Cup II tyres, lighter alloy wheels, and a more aggressive riding position with a seat 14 mm higher.",{"q":84,"a":85},"Is the 890 Duke R suitable for track days?","Absolutely. It's one of its strongest selling points. Adjustable suspension, superbike-grade brakes, semi-sport tyres from the factory, and Cornering ABS with Supermoto mode make it an excellent track day weapon without major modifications. Just invest in the Tech Pack for Track mode.",{"q":87,"a":88},"Should I worry about KTM reliability?","The 890 has fixed several issues from the 790, but some minor niggles persist (thermostat, camshaft cover gaskets). Regular maintenance and a good dealer make the difference. The community is generally satisfied with the mechanicals; it's the small details and finishing that get debated.",{"q":90,"a":91},"What is the 890 Duke R's main competitor?","The Triumph Street Triple RS is the most commonly cited direct rival. It offers 130 hp from a more melodious triple and arguably better build quality, but weighs more. The Yamaha MT-09 SP is also in the mix — cheaper but with a less refined chassis.",{"q":93,"a":94},"What's the real-world fuel consumption of the 890 Duke R?","In mixed road/city use, expect around 5 to 5.5 L/100 km. Spirited backroad riding can push that to 6 L/100 km. On track, owners report up to 7-7.5 L/100 km. Gentle riding can see figures below 4 L/100 km.",{"q":96,"a":97},"Does the KTM 990 Duke make the 890 Duke R obsolete?","Not really. The 990 Duke is more comfortable and versatile with 123 hp, but it lacks the premium suspension, Brembo Stylema brakes, and ultra-sporty focus of the R. For an all-rounder roadster, take the 990. For the ultimate sporty toy in the segment, the 890 R remains the benchmark.","The KTM 890 Duke R is the \"Super Scalpel\": a mid-size naked designed to carve corners with surgical precision. Packing 121 hp into just 166 kg dry, with Brembo Stylema brakes and fully adjustable WP suspension, it targets riders who want a sport toy equally at home on backroads and track days. It's the bike that turns any twisty road into a playground.","## What does the international press say?\n\nThe motorcycle press is near-unanimous on the 890 Duke R: it has one of the best chassis money can buy in this price range. MCN, Britain's leading motorcycle publication, compares the cornering experience to that of a top-level race bike. Their tester Michael Neeves, a former Ron Haslam Race School instructor, emphasises that the WP APEX suspension works as well on bumpy Yorkshire backroads as it does on a smooth circuit. This dual road/track ability is the thread running through virtually every review.\n\nBennetts BikeSocial, another authoritative UK voice, positions the 890 Duke R as a direct competitor to the Triumph Street Triple RS at similar money. Their verdict: the KTM wins on chassis dynamics and cornering feel, while the Triumph retains an edge in outright power and perceived build quality. The Austrian twin engine is described as linear and efficient, almost Honda-like — which is very much a compliment in this context.\n\nFrom the American side, Rider Magazine is effusive about the engine-chassis-brakes package. Their dyno test recorded 111 hp at the rear wheel at 9,500 rpm and 67 lb-ft at 7,000 rpm — figures consistent with manufacturer claims after transmission losses. Motorcycle.com particularly praises the quality of the fuel injection mapping: mid-corner throttle adjustments produce no lurches or hesitation, a critical point for sporty riding. Cycle News echoes these sentiments, adding that the Brembo braking setup is identical to the flagship 1290 Super Duke R — a remarkable spec for a mid-size naked.\n\n### Points of consensus\n\nExceptional chassis and suspension for the money. A characterful engine with usable torque everywhere. Brembo Stylema brakes that set the benchmark across the middleweight segment. Lightweight construction that fundamentally transforms the sporty riding experience. Michelin Power Cup II tyres that work equally well on dry road and track.\n\n### Recurring criticisms\n\nThe cost of the Tech Pack (quickshifter, Track mode, MSR) comes up in almost every review: these features are standard on the cheaper 790 Duke, making KTM's pricing strategy commercially inconsistent. Brand reliability still raises questions, though feedback on the 890 engine block appears more positive than the 790's track record. The gearbox, while improved over the 790 with a shortened shift throw, still falls short of Japanese smoothness according to several testers. Finally, the limited range from the 14-litre tank and the complete absence of wind protection are cited as the concessions you accept in exchange for this exceptional chassis.","## What's the riding position like?\n\nThe riding position is clearly sport-oriented. The tapered aluminium handlebars sit low and forward, the footpegs are raised compared to the standard 890 Duke. The result is a committed position that loads weight onto the front end, ideal for attacking corners with confidence.\n\nThe seat sits at 834 mm, 14 mm higher than the standard Duke. That's deliberate: the extra height provides more cornering clearance. Riders under 170 cm will struggle to flat-foot. KTM offers a lowering kit as an accessory.\n\nThe single-piece seat is firm, designed for support during spirited riding rather than long-distance comfort. On a 200 km run through twisty backroads, it works well enough. On the motorway, the lack of screen and the forward lean will quickly remind you this isn't a GT.\n\nThe handlebars offer three rotational positions and four fine-tuning settings on the triple clamp, allowing you to tailor the ergonomics to your build. That's a genuine plus on a bike at this level.","## Is the 890 Duke R reliable and expensive to maintain?\n\nThe LC8c twin requires an oil change every 15,000 km or once a year, and valve clearance checks every 30,000 km. These are reasonable intervals for such a high-performance engine. The 520 X-Ring chain needs checking every 1,000 km and regular lubrication.\n\nOn the reliability front, the 890 has addressed several issues from the 790, but the community still reports some recurring niggles: thermostat housing leaks (minor drips when cold), premature brake disc wear, and weeping camshaft cover gaskets. Nothing catastrophic, but the KTM dealer network doesn't have the density or pricing of Japanese brands.\n\nA dealer oil change runs approximately 250-400 EUR depending on location. The Michelin Power Cup II tyres aren't cheap (~250 EUR per set) and wear relatively quickly in sporty use. Brembo brake pads also cost more than the segment average.\n\nOn the positive side, the manufacturer warranty is 2 years with unlimited mileage in Europe. Some markets (North America) only offer one year on R models, so check with your dealer.","121 hp (89 kW) @ 9,250 rpm","99 Nm (73 lb-ft) @ 7,750 rpm","166 kg (dry) / ~183 kg (wet, estimated)","4.7 L/100 km (WMTC cycle)","Oil change: 15,000 km / 1 year — Valve check: 30,000 km","Parallel twin, 4-stroke","6-speed, chain drive","4.5-6.0 L/100 km (real-world, mixed road/track use)","235-310 km (estimated, 14 L tank / ~4.5-6.0 L/100 km consumption)",{"alimentation":112,"distribution":113,"demarreur":114},"Dell'Orto fuel injection, ride-by-wire, dual 46 mm throttle bodies","DOHC, 4 valves per cylinder (37 mm intake, 30 mm exhaust)","Electric",{"type_cadre":116,"fourche":117,"amortisseur":118,"frein_avant":119,"frein_arriere":120,"abs":121},"Tubular chrome-moly steel trellis, engine as stressed member","WP APEX 43 mm USD, adjustable compression and rebound, 140 mm travel","WP APEX monoshock, adjustable preload, high/low speed compression and rebound, 150 mm travel","Dual 320 mm floating discs, Brembo Stylema radial 4-piston calipers, Brembo MCS radial master cylinder","240 mm disc, Brembo single-piston floating caliper","Bosch 9.1 MP Cornering ABS 2-channel + Supermoto mode (rear ABS disable)",{"position_conduite":123,"confort_passager":124,"protection_vent":125},"Sporty and committed, flat and forward handlebars, raised footpegs","Limited","None (fully naked, no screen fitted)",{"modes_conduite":127,"quickshifter":131,"ecran":132,"connectivite":133,"cruise_control_note":134,"autres":135},[128,129,130],"Rain","Street","Sport","Bidirectional (optional, included in Tech Pack)","4.3-inch colour TFT","KTM MY RIDE (Bluetooth, music, calls, basic navigation)","Available as an option (PowerParts)",[136,137,138,139,140,141,142],"6-axis Bosch IMU","Cornering ABS","Supermoto ABS mode","Engine Brake Control (optional, Tech Pack)","Launch Control (optional, Tech Pack)","Motor Slip Regulation (optional, Tech Pack)","Track mode (optional, Tech Pack)",{"chaine_km":144,"cout_revision_moyen":145,"garantie_km":146},"Check every 1,000 km, 520 X-Ring chain","Estimated 250-400 EUR (dealer oil change)","Unlimited",[148,149],"Orange","Black",[151],{"date":152,"reference":153,"description":154,"url":155},"2020-08","KTM TB2013","Incorrect engine oil filled at factory on certain 890 Duke R MY2020 units. Oil and filter change required.","https://www.ktm.com/en-us/service/Safety.html",[157,163,169,175,181],{"marque":158,"modele":159,"annee":9,"prix_neuf":160,"puissance":161,"poids":162,"slug":26},"Triumph","Street Triple RS",12850,"130 hp","189 kg (wet)",{"marque":164,"modele":165,"annee":9,"prix_neuf":166,"puissance":167,"poids":168,"slug":26},"Yamaha","MT-09 SP",11099,"119 hp","193 kg (wet)",{"marque":170,"modele":171,"annee":9,"prix_neuf":172,"puissance":173,"poids":174,"slug":26},"Ducati","Monster SP",14590,"111 hp","188 kg (wet)",{"marque":176,"modele":177,"annee":9,"prix_neuf":178,"puissance":179,"poids":180,"slug":26},"Kawasaki","Z900 SE",10999,"125 hp","213 kg (wet)",{"marque":7,"modele":182,"annee":9,"prix_neuf":183,"puissance":184,"poids":185,"slug":26},"990 Duke",14949,"123 hp","179 kg (dry)",{"sources_notes":187},[188,190,192,194,196],{"source":25,"note":26,"note_max":26,"date":27,"url":28,"verdict":189},"One of the finest-handling road bikes money can buy, but pricey once you factor in the necessary options.",{"source":31,"note":26,"note_max":26,"date":32,"url":33,"verdict":191},"A true R model with a stellar engine and dream chassis, let down only by paid electronic aids that should be standard.",{"source":36,"note":26,"note_max":26,"date":32,"url":37,"verdict":193},"New orange standard in the middleweight class: stellar engine, brilliant handling, awesome brakes, only the cost of options is regrettable.",{"source":40,"note":26,"note_max":26,"date":41,"url":42,"verdict":195},"The Super Scalpel delivers: more powerful, more precise and better-braked than the 790, a genuine joy through canyons.",{"source":45,"note":26,"note_max":26,"date":46,"url":47,"verdict":197},"An exceptional chassis backed by premium components and a playful engine, but the absence of quickshifter and Track mode as standard is frustrating.",{"id":199,"width":200,"height":201},"ae726e61-2f45-4c5d-a087-da5dfe20bea6",1536,1024,{"id":203,"marque":158,"modele":204,"annee":9,"categorie":10,"cylindree":205,"puissance":206,"puissance_num":207,"couple_num":208,"poids":209,"poids_num":210,"permis":17,"bridable_a2":18,"prix_neuf":211,"avis_presse":212,"translations":246,"photo":359},"36e1e688-0cfd-4f31-abdf-049304852a4d","Street Triple 765 R",765,"120 ch (88,3 kW) @ 11 500 tr/min",120,80,"189 kg (tous pleins faits)",189,10795,{"meta_score":213,"meta_score_note":214,"sources_notes":215,"citations":232},85,"Score estimé sur la base du consensus presse. MCN a attribué le prix de Moto de l'Année 2023 au Street Triple 765 (RS). La version R est unanimement saluée pour son rapport qualité-prix et son châssis. Seul le combiné d'instrumentation est critiqué.",[216,220,223,226,229],{"source":51,"note":26,"note_max":26,"date":217,"url":218,"verdict":219},"2023-03","https://www.motorcyclenews.com/bike-reviews/triumph/street-triple-765-r/2023/","La R offre quasiment les mêmes sensations que la RS pour près de 2 000 GBP de moins. Bike of the Year 2023 pour la gamme Street Triple.",{"source":31,"note":26,"note_max":26,"date":217,"url":221,"verdict":222},"https://www.bennetts.co.uk/bikesocial/reviews/bikes/triumph/street-triple-765-2023-review","Triumph a réussi à rendre la Street Triple nettement plus vive que ce que les chiffres de puissance laissent penser, grâce à un rapport de boîte court.",{"source":45,"note":26,"note_max":26,"date":217,"url":224,"verdict":225},"https://www.cyclenews.com/2023/03/article/2024-triumph-street-triple-765-r-and-rs-review/","La Street Triple est la moto la plus importante de Triumph. Le moteur 765 construit son couple dès 3 000 tr/min et ne s'arrête jamais.",{"source":36,"note":26,"note_max":26,"date":217,"url":227,"verdict":228},"https://ridermagazine.com/2023/03/21/2024-triumph-street-triple-765-r-rs-first-ride-review/","La combinaison d'un moteur sonore et palpitant, d'un poids léger, d'une électronique remarquable et d'un caractère joueur place la Street Triple au sommet.",{"source":40,"note":26,"note_max":26,"date":217,"url":230,"verdict":231},"https://www.motorcycle.com/manufacturer/triumph/2024-triumph-street-triple-765-r-rs-review-first-ride.html","Les améliorations de la chambre de combustion et du taux de compression rendent le moteur plus percutant en milieu de plage, là où ça compte au quotidien.",[233,236,239,242],{"source":36,"date":217,"url":227,"langue_originale":52,"fr":234,"en":235},"La combinaison d'un moteur grisant, d'un poids plume, d'une électronique aboutie et d'un tempérament joueur place la Street Triple tout en haut de ma liste de motos de route les plus désirables.","The combination of a sonorous and thrilling motor, low weight, admirable electronics, and a playful character places the Street Triple near the top of my most desirable streetbikes.",{"source":45,"date":217,"url":224,"langue_originale":52,"fr":237,"en":238},"Le segment des roadsters middleweights est celui où tous les constructeurs concentrent leurs efforts. La Street Triple est la moto la plus importante du catalogue Triumph.","The middleweight naked-bike class is currently where most of the development from the leading manufacturers is going. The Street Triple is the most important motorcycle in Triumph's lineup.",{"source":31,"date":217,"url":221,"langue_originale":52,"fr":240,"en":241},"Triumph a tiré de la technologie Moto2 une évolution significative du moteur : pistons usinés, taux de compression relevé, cames plus agressives. Le résultat dépasse largement les 2 ch de plus annoncés sur le papier.","Triumph pulled off the trick of making the Street Triple feel much livelier than its on-paper power suggests, thanks to Moto2-derived engine updates and shorter gearing.",{"source":51,"date":217,"url":243,"langue_originale":52,"fr":244,"en":245},"https://www.motorcyclenews.com/bike-reviews/triumph/street-triple-765-rs/2023/","Quand on regarde les performances, l'équipement, la technologie et la qualité de fabrication au regard du prix, c'est un rapport qualité-prix phénoménal.","When you look at the performance, equipment, tech and build quality you get for the money, it's stonking value.",[247],{"id":248,"fiches_motos_id":203,"languages_code":52,"slug":249,"description":250,"points_forts":251,"points_faibles":252,"meta_title":253,"meta_description":254,"faq":255,"essentiel":280,"synthese_presse":281,"ergonomie_description":282,"avis_entretien":283,"puissance":284,"couple":285,"poids":286,"consommation":287,"intervalle_entretien":288,"type_moteur":289,"transmission":290,"consommation_reelle":291,"autonomie_estimee":292,"moteur_detail":293,"chassis_detail":296,"ergonomie":303,"electronique":306,"entretien_detail":317,"coloris":320,"rappels":323,"concurrentes":324,"avis_presse":347},"0e732664-4e3e-4393-863a-5a94855f1ec5","triumph-street-triple-765-r-2024","## Why does the Street Triple 765 R command so much respect?\n\nSince 2007, the Street Triple has been the darling of sporty riders who prefer their wrists intact. For the 2024 model year, Triumph applied its Moto2 know-how across the board: the 765 cc triple received significant internal changes drawn straight from the programme that supplies spec engines to MotoGP's feeder series.\n\nSpecifically, the pistons are now machined from billet rather than cast, the connecting rods and wrist pins are strengthened, the compression ratio jumps from 12.65:1 to 13.25:1, and new cams provide greater valve lift. The result is 118 hp at 11,500 rpm — only 2 hp more than the outgoing model, but delivered 500 rpm lower. On paper it seems modest. On the road, the difference is unmistakable through the midrange where you spend most of your riding time.\n\n## How does it perform on the road?\n\nThe Street Triple R's party trick is making you feel faster than you actually are. Its 59 lb-ft of torque builds from 3,000 rpm and never lets up until the rev limiter intervenes. Shortened gear ratios amplify this sensation of urgency. The standard up-and-down quickshifter works cleanly on upshifts, though downshifts require a deliberate prod to avoid false neutrals.\n\nThe aluminium twin-spar frame is a masterclass in precision. The 41 mm Showa SFF-BP inverted fork and Showa piggyback-reservoir shock are fully adjustable and strike a superb balance between comfort and cornering grip. It's not quite at RS level with its Ohlins rear shock, but for roughly $2,600 less, the gap only shows under hard track riding.\n\n## Is it practical as a daily rider?\n\nAt 417 lbs wet and with a 32.5-inch seat height, the Street Triple R is one of the most manageable bikes in its class. The slip-and-assist clutch dramatically reduces lever effort, and the ride-by-wire throttle is silk-smooth in Rain or Road mode. Four riding modes let you dial in the character to match your mood.\n\nCorner-sensitive ABS with an inertial measurement unit (IMU) is a genuine safety bonus: it adjusts braking pressure based on lean angle, forgiving many mid-corner braking errors. The optimized traction control works on the same principle with four levels of adjustment.\n\n## Where does the R version fall short?\n\nThe universal criticism from the press centres on the dashboard. While the RS gets a full-colour 5-inch TFT with multiple layouts and a lap timer, the R makes do with a hybrid LCD/mini-TFT arrangement borrowed from the Tiger 660 platform. It looks and feels budget-grade on a bike this accomplished. Readability in bright sunlight is poor and the information is crammed into too small a space.\n\nWind protection is non-existent — standard fare for a naked, but above 80 mph you're doing a full-body workout. An accessory flyscreen helps somewhat. The 3.96-gallon tank is also slightly smaller than rivals (the Z900 carries 4.5 gallons), though reasonable fuel economy partly compensates.\n\n## Who is this bike for?\n\nThe Street Triple 765 R is built for the rider who wants a versatile machine with genuine sporting credentials. Daily commuting, weekend canyon carving, the occasional track day — it excels everywhere without ever feeling intimidating. If you're looking for a motorcycle that will help you become a better rider while delivering instant gratification, it's arguably the best choice on the market.\n\nIn Europe, a restricted A2-licence version capped at 47.5 hp allows new riders to start on a premium platform and unlock full power later.\n\n## What about the sound and engine character?\n\nThis has been one of the Street Triple's trump cards since day one: the triple's voice. That raw, guttural rumble at low revs that transforms into a mechanical howl as you approach the redline is a sonic signature that neither Japanese fours nor Austrian twins can replicate. The revised exhaust with a single catalyser (replacing the previous twin-cat setup) frees up a few decibels and a touch of extra character. Around town the triple burbles politely. On a back road it snarls with conviction. It takes serious willpower not to bang through the gears just for the auditory reward.\n\nTriumph's engineering pedigree shines through here: this is the same basic architecture that powers every bike on the Moto2 grid, and the lessons learned at race speed filter directly into the street engine's calibration. The throttle response in Sport mode is crisp and immediate, while Road mode smooths the delivery without neutering it.\n\n## The bottom line\n\nThe 2024 Street Triple 765 R is a brilliant motorcycle begging to be ridden hard. Its Moto2-derived triple is a peach of an engine, its chassis sets the dynamic benchmark for the middleweight class, and its value proposition remains unmatched among premium competitors. The only real blemish is a dashboard unworthy of such an accomplished package. Everything else? Best in class — and it knows it.","- Exceptional 765 cc triple: strong low-end torque, intoxicating sound, Moto2 technology\n- Aluminium twin-spar chassis with razor-sharp handling: class-leading agility\n- Unbeatable value for money against premium rivals (KTM 890 Duke R, Ducati Monster)\n- Up-and-down quickshifter and slip-and-assist clutch fitted as standard\n- Corner-sensitive ABS with IMU and optimized traction control: top-tier active safety\n- Manageable weight (417 lbs wet) and accessible seat height (32.5 in)\n- A2-licence version available in Europe, derestricted when upgrading to full licence\n- Fully adjustable Showa suspension (SFF-BP fork and piggyback-reservoir shock)","- Hybrid LCD/mini-TFT dashboard disappoints: poor readability, unworthy of the bike's calibre\n- Zero wind protection (typical for the naked class)\n- 3.96-gallon tank slightly small for longer tours\n- Quickshifter needs improvement on downshifts (requires deliberate input)\n- Bluetooth connectivity module is an optional extra\n- Pillion comfort is limited (narrow, raised rear seat)","2024 Triumph Street Triple 765 R: specs, price & review","2024 Triumph Street Triple 765 R: 118 hp, 417 lbs, Moto2-derived engine. From $9,995. Full specs, press reviews and buyer's guide.",[256,259,262,265,268,271,274,277],{"q":257,"a":258},"Can I ride the Street Triple 765 R on an A2 licence?","Yes, Triumph offers a dedicated A2-compliant version restricted to 47.5 hp, available in Europe. When you upgrade to a full A licence, a dealer can derestrict it to the full 118 hp.",{"q":260,"a":261},"What is the difference between the Street Triple R and RS?","The RS produces 128 hp (vs 118 hp), features an Ohlins rear shock, Brembo Stylema calipers, a full 5-inch TFT display, Pirelli Supercorsa tyres and sharper steering geometry. It costs approximately $2,600 more.",{"q":263,"a":264},"Does the Street Triple R come with a quickshifter?","Yes, an up-and-down quickshifter (Triumph Shift Assist) is fitted as standard on all 2024 Street Triple 765 variants, including the R.",{"q":266,"a":267},"What is the real-world fuel economy of the Street Triple 765 R?","Owners report approximately 45-50 mpg (US) in mixed riding. Highway cruising may drop to around 40 mpg. Expected range is 150-175 miles per tank.",{"q":269,"a":270},"Should I replace the stock tyres?","The Continental ContiRoad stock tyres are solid all-rounders for daily road use. If you ride aggressively or plan track days, upgrading to Pirelli Diablo Rosso IV or Bridgestone S23 is recommended.",{"q":272,"a":273},"Does the Street Triple 765 R have cornering ABS?","Yes, it features optimized cornering ABS (OC-ABS) managed by an IMU (inertial measurement unit). This was a major addition for the 2024 model year.",{"q":275,"a":276},"Is the Street Triple 765 R suitable as a first big bike?","With the A2-restricted version, manageable weight (417 lbs), accessible seat height (32.5 in) and selectable riding modes, it makes an excellent first premium motorcycle. Rain mode significantly softens throttle response for newer riders.",{"q":278,"a":279},"What are the main competitors of the Street Triple 765 R?","Its direct rivals include the Yamaha MT-09, KTM 890 Duke R, Kawasaki Z900 and Ducati Monster. The Honda CB750 Hornet is a more affordable but less powerful alternative.","The Triumph Street Triple 765 R is the undisputed middleweight naked benchmark. Its Moto2-derived 765 cc triple produces 118 hp with a fiery character and a distinctive exhaust note. Accessible, sharp and beautifully built, it targets riders who want the best-handling chassis in the class without breaking the bank.","## What does the international press say?\n\nThe motorcycle press is virtually unanimous: the 2024 Street Triple 765 R is a major achievement. MCN awarded its Bike of the Year 2023 title to the Street Triple range, emphasising that the R version delivers near-RS thrills for significantly less money. The British magazine highlights the exceptional value proposition and flawless build quality.\n\nBennetts BikeSocial focuses on the Moto2-derived engine evolution: the higher compression ratio, machined pistons and shorter gear ratios create a sensation of liveliness that far exceeds the modest 2 hp gain on paper. The reviewer notes that Triumph made the bike feel considerably sharper than the specification sheet would suggest.\n\nCycle News considers the Street Triple the most important model in Triumph's lineup, citing its role as the Moto2 engine supplier. The tester praises an engine that builds torque from 3,000 rpm without ever relenting. However, the quickshifter draws criticism on downshifts, and the R's dashboard is judged too basic compared to the RS.\n\nRider Magazine places the Street Triple among the most desirable roadsters available, praising the motor-chassis-weight-electronics combination. Even Motorcycle.com, which tested the R on rain-soaked Andalusian roads, acknowledges that the bike inspires confidence and delivers immediate riding pleasure.\n\n### Consensus points\n\nAll testers agree on the engine quality (response, sound, usable torque), chassis agility and value for money. The main point of contention is the R's dashboard, which several journalists consider unworthy of the bike's overall quality.\n\n### Points of disagreement\n\nThe stock Continental ContiRoad tyres divide opinion. Some testers find them well-suited for daily road use, while others feel they hold back the chassis potential and recommend swapping to sportier Pirelli or Bridgestone rubber early on. Similarly, the Showa suspension on the R is praised as excellent for road riding, but a few testers note that riders pushing hard on track will feel the gap versus the RS's Ohlins rear shock. The quickshifter also divides the room: upshifts are smooth and consistent, but some reviewers found the downshift action inconsistent, especially at higher revs where deliberate lever input is essential to avoid missed gears.","## What is the riding position like?\n\nThe Street Triple 765 R offers a well-judged sporty-roadster riding position. The handlebars measure 31.2 inches wide — 0.47 inches wider than the previous generation — providing better leverage through corners and an improved sense of control. Your torso leans slightly forward without straining your wrists over longer distances.\n\nThe 32.5-inch seat is well-shaped and allows comfortable flat-footing from around 5 ft 5 in. The rider triangle is compact but not cramped: footpegs sit relatively high (sporty positioning) without causing knee cramps. For taller riders (above 6 ft 1 in), the compact tank and cockpit may feel slightly tight on longer hauls.\n\nPillion comfort is clearly sacrificed for style: the rear perch is narrow, the grab handles are simple straps, and the passenger pegs sit fairly high. It's fine for short city hops. For a full day's ride, your passenger will quickly understand why sport-tourers exist.","## Is it reliable and affordable to maintain?\n\nService intervals are reasonable: oil change every 6,000 miles or annually, valve clearance check every 24,000 miles. A standard dealer service runs between 250 and 400 euros depending on the scope of work. The Triumph triple has proven its reliability over tens of thousands of miles in street use and in the punishing Moto2 racing environment, where engines must deliver consistent power race after race.\n\nA few owners have reported quickshifter sensor failures (Bing Power Systems unit) on early-production bikes. Triumph acknowledged the issue and revised the component during the production run. The X-ring chain should be checked every 600 miles and the stock Continental tyres are worth upgrading to sportier rubber if you ride aggressively or plan any track days.\n\nFuel economy is reasonable for the class: roughly 45-50 mpg (US) in mixed riding, giving approximately 150-175 miles of range depending on riding style. No need for premium fuel — standard 91 octane works perfectly. The coolant should be replaced every 24,000 miles and spark plugs every 12,000 miles.","118 hp (88.3 kW) @ 11,500 rpm","80 Nm (59 lb-ft) @ 9,500 rpm","189 kg (417 lbs, wet)","5.4 L/100 km (WMTC cycle)","Oil change: 10,000 km (6,000 mi) / 1 year — Valve check: 40,000 km","Inline 3-cylinder, 4-stroke","6-speed, X-ring chain drive","4.8-5.5 L/100 km (real-world, mixed riding)","270-310 km (estimated, 15 L tank / ~5.0 L/100 km)",{"alimentation":294,"distribution":295,"demarreur":114},"Multipoint sequential electronic fuel injection, ride-by-wire throttle","DOHC, 12 valves",{"type_cadre":297,"fourche":298,"amortisseur":299,"frein_avant":300,"frein_arriere":301,"abs":302},"Aluminium twin-spar frame, 2-piece high-pressure die-cast rear subframe","Showa 41 mm inverted SFF-BP (Separate Function Fork - Big Piston), adjustable compression, rebound and preload, 115 mm travel","Showa piggyback reservoir monoshock, adjustable compression, rebound and preload, 133.5 mm travel","Twin 310 mm floating discs, Brembo M4.32 radial monobloc 4-piston calipers, cornering ABS","Single 220 mm disc, Brembo single-piston caliper, cornering ABS","Optimized Cornering ABS (OC-ABS) with IMU",{"position_conduite":304,"confort_passager":124,"protection_vent":305},"Sporty roadster, slightly forward lean, wide handlebars","Minimal, no screen fitted as standard",{"quickshifter":307,"ecran":308,"connectivite":309,"autres":310,"modes_conduite":314,"cruise_control_note":26},"Bidirectional","Colour TFT with analogue LCD zone (hybrid instrument cluster)","Bluetooth available as option (My Triumph Connectivity module), USB charging under seat",[311,312,313],"Self-cancelling indicators","Immobilizer","Slip & Assist clutch",[315,128,130,316],"Road","Rider",{"chaine_km":318,"cout_revision_moyen":319,"garantie_km":146},"Check every 1,000 km (600 mi), X-ring 525 chain","Estimated 250-400 EUR (standard dealer service)",[321,322],"Silver Ice","Crystal White",[],[325,329,333,337,341],{"marque":164,"modele":326,"annee":9,"prix_neuf":327,"puissance":167,"poids":328},"MT-09",9999,"193 kg (425 lbs, wet)",{"marque":7,"modele":8,"annee":9,"prix_neuf":330,"puissance":331,"poids":332},12499,"121 hp","185 kg (408 lbs, wet)",{"marque":176,"modele":334,"annee":9,"prix_neuf":335,"puissance":179,"poids":336},"Z900",10199,"212 kg (467 lbs, wet)",{"marque":170,"modele":338,"annee":9,"prix_neuf":339,"puissance":173,"poids":340},"Monster",12490,"188 kg (414 lbs, wet)",{"marque":342,"modele":343,"annee":9,"prix_neuf":344,"puissance":345,"poids":346},"Honda","CB750 Hornet",8299,"92 hp","190 kg (419 lbs, wet)",{"sources_notes":348},[349,351,353,355,357],{"source":51,"note":26,"note_max":26,"date":217,"url":218,"verdict":350},"The R delivers near-RS thrills for almost 2,000 GBP less. MCN Bike of the Year 2023 for the Street Triple range.",{"source":31,"note":26,"note_max":26,"date":217,"url":221,"verdict":352},"Triumph pulled off the trick of making the Street Triple feel much livelier than its on-paper power suggests, thanks to shorter gearing.",{"source":45,"note":26,"note_max":26,"date":217,"url":224,"verdict":354},"The Street Triple is the most important motorcycle in Triumph's lineup. The 765 motor builds torque from 3,000 rpm and never stops.",{"source":36,"note":26,"note_max":26,"date":217,"url":227,"verdict":356},"The combination of a sonorous motor, low weight, admirable electronics and playful character places the Street Triple near the top.",{"source":40,"note":26,"note_max":26,"date":217,"url":230,"verdict":358},"Combustion chamber and compression ratio improvements make the engine noticeably punchier in the midrange, right where it counts.",{"id":360,"width":200,"height":201},"199aada5-92ca-49b3-83db-5eb2d97b31a7",{"id":362,"marque":164,"modele":326,"annee":9,"categorie":10,"cylindree":363,"puissance":364,"puissance_num":365,"couple_num":366,"poids":367,"poids_num":368,"permis":17,"bridable_a2":18,"prix_neuf":369,"avis_presse":370,"translations":410,"photo":525},"d3117fc8-ef9d-420d-a50e-dc1a8c3b4631",890,"119 ch (87,5 kW) @ 10 000 tr/min",119,93,"193 kg (tous pleins faits)",193,10799,{"meta_score":371,"meta_score_note":372,"sources_notes":373,"citations":392},86,"Score estimé à partir du consensus qualitatif des essais MCN, Bennetts BikeSocial, Cycle World et Moto-Net.com. BikeSocial attribue 4,7/5 (94/100). MCN l'a élu Naked Bike of the Year 2024. La presse française et les forums soulèvent quelques réserves sur le train avant.",[374,380,384,388],{"source":31,"note":375,"note_max":376,"date":377,"url":378,"verdict":379},4.7,5,"2024-03","https://www.bennetts.co.uk/bikesocial/reviews/bikes/yamaha/mt09-2024-review","L'une des évolutions les plus abouties de la MT-09, avec un moteur CP3 toujours aussi brillant et un châssis enfin à la hauteur.",{"source":25,"note":26,"note_max":26,"date":381,"url":382,"verdict":383},"2024-04","https://www.motorcyclenews.com/bike-reviews/yamaha/mt-09/2024/","Élue Naked Bike of the Year 2024. Un moteur parmi les meilleurs du segment, un équilibre remarquable entre sportivité et polyvalence au quotidien.",{"source":385,"note":26,"note_max":26,"date":377,"url":386,"verdict":387},"Cycle World","https://www.cycleworld.com/motorcycle-reviews/yamaha-mt-09-first-ride-review/","La MT-09 s'affirme davantage comme un roadster sport que comme un hooligan. L'ergonomie plus engagée et l'électronique enrichie en font un package très convaincant.",{"source":389,"note":26,"note_max":26,"date":377,"url":390,"verdict":391},"Moto-Net.com","https://www.moto-net.com/article/essai-mt-09-2024-yamaha-revolutionne-son-roadster.html","Un roadster convaincant grâce à son moteur exceptionnel et son électronique modernisée. L'esthétique divise toujours, et le réservoir de 14 L limite l'autonomie.",[393,396,401,406],{"source":31,"date":377,"url":378,"langue_originale":52,"fr":394,"en":395},"En une décennie, Yamaha a vendu près de 100 000 MT-09 en Europe, et cette version 2024 montre pourquoi : le CP3 reste l'un des moteurs les plus enthousiasmants de sa catégorie.","In a decade, Yamaha have sold nearly 100,000 MT-09s across Europe, and this 2024 version shows why: the CP3 remains one of the most exciting engines in its class.",{"source":51,"date":397,"url":398,"langue_originale":52,"fr":399,"en":400},"2024-06","https://www.motorcyclenews.com/mcn-fleet/yamaha-mt-09/first-impressions-update-one/","Le moteur est la star du spectacle : même après plusieurs longues journées de selle lors d'essais routiers, on prend encore le chemin le plus long pour rentrer, juste pour profiter de la férocité du CP3.","The engine is the star of the show: even after several long days in the saddle on road tests, you still take the longer way home just to experience the sheer ferocity of that CP3 motor.",{"source":51,"date":402,"url":403,"langue_originale":52,"fr":404,"en":405},"2024-09","https://www.motorcyclenews.com/bike-reviews/yamaha/mt-09-y-amt/2024/","Le CP3 est l'un des moteurs les plus excitants en vente aujourd'hui dans la catégorie des sous-litres, et c'est la principale raison pour laquelle la MT-09 a été couronnée Naked Bike of the Year 2024.","The CP3 houses one of the most exciting and engaging motors on sale today in the sub-litre category, and is a big part of the reason why the MT-09 was crowned MCN Naked Bike of the Year in 2024.",{"source":389,"date":377,"url":390,"langue_originale":407,"fr":408,"en":409},"fr","L'augmentation de 300 euros sur la facture de la MT-09, mieux équipée cette année, paraît presque acceptable face à la concurrence directe.","The 300-euro price increase for the better-equipped 2024 MT-09 seems almost acceptable when compared to the direct competition.",[411],{"id":412,"fiches_motos_id":362,"languages_code":52,"slug":413,"description":414,"points_forts":415,"points_faibles":416,"meta_title":417,"meta_description":418,"faq":419,"essentiel":444,"synthese_presse":445,"ergonomie_description":446,"avis_entretien":447,"puissance":448,"couple":449,"poids":168,"consommation":450,"intervalle_entretien":451,"type_moteur":452,"transmission":453,"consommation_reelle":454,"autonomie_estimee":455,"moteur_detail":456,"chassis_detail":459,"ergonomie":466,"electronique":469,"entretien_detail":481,"coloris":484,"rappels":488,"concurrentes":497,"avis_presse":515},"6928fd66-37e6-4610-a660-86f7507693d9","yamaha-mt-09-2024","## Why does the 2024 MT-09 matter?\n\nWhen Yamaha launched the original MT-09 in 2014, the naked middleweight segment was never the same. A punchy crossplane triple, featherweight chassis and aggressive pricing: the formula attracted over 100,000 buyers in Europe alone. For its tenth anniversary, Yamaha delivers the most comprehensive update yet, addressing long-standing criticisms while preserving the raw character that made the MT-09 a legend.\n\nThe MT-09's history is one of a motorcycle that has always divided opinion. Earlier versions were loved for their engine and criticised for their sometimes unruly road manners. Budget suspension, a vague front end and aggressive throttle response in Standard mode were recurring complaints. Yamaha has chipped away at these shortcomings generation after generation, and the 2024 model represents the culmination of that evolution.\n\n## What makes the CP3 engine so special?\n\nThe 890cc CP3 engine carries over with Euro 5+ compliance but identical output: 117.3 bhp at 10,000 rpm and 68.6 lb-ft of torque at 7,000 rpm. These numbers don't tell the full story. The CP3's magic lies in its crossplane crankshaft, a concept borrowed from Yamaha's YZF-R1 superbike. The irregular firing order gives the triple a unique personality: an organic, almost living surge of torque that feels fundamentally different from conventional inline engines.\n\nNew acoustic amplifier grilles on the tank pipe intake noise straight to the rider, making every acceleration feel more visceral. The soundtrack alone is worth the price of admission. The transmission has also been revised with additional dog teeth on the top four ratios for smoother engagement, while the assist and slipper clutch protects the rear wheel during aggressive downshifts.\n\n## How does it ride?\n\nThe 2024 model marks a deliberate shift from the MT-09's supermotard heritage toward a more conventional sporty naked stance. The handlebars sit lower (with two adjustable positions), the footpegs are higher and further back (also adjustable), and the new two-piece seat sits closer to the tank. The fuel tank has been lowered by 30mm and widened to maintain its 14-litre capacity, allowing better knee grip. The result is a more committed riding position that puts more weight on the front wheel and makes the bike feel more connected through corners.\n\nThe CF aluminium frame carries over, but geometry has been tweaked: 24.7-degree rake angle and 109mm trail. The fully adjustable 41mm KYB inverted fork features higher spring rates and recalibrated damping to suit the new Bridgestone Battlax S23 tyres. The rear shock is adjustable for preload and rebound. Yamaha's spin-forged aluminium wheels reduce unsprung mass, contributing to the bike's remarkable agility through direction changes.\n\nThe S23 tyres provide a good balance between road and track use, though several testers note reduced feedback in cold conditions. Something to keep in mind if you ride year-round.\n\nBraking sees the addition of a Brembo radial master cylinder at the front, significantly improving feel and modulation. The twin 298mm discs with four-piston callipers work alongside a 6-axis IMU-assisted ABS system that adjusts intervention based on lean angle.\n\n## What about the electronics?\n\nThis is where the 2024 MT-09 takes a major leap. A new 5-inch full-colour TFT display with four selectable themes replaces the old unit. It connects via Bluetooth to Yamaha's Y-Connect app for phone notifications and music, and supports Garmin StreetCross turn-by-turn navigation directly on the dash.\n\nYamaha Ride Control (YRC) allows independent adjustment of throttle response, traction control (four levels), slide control, anti-wheelie and engine braking across five modes (Sport, Street, Rain and two Custom). Adjustments can be made directly from the dashboard or via the smartphone app.\n\nThe third-generation quickshifter deserves special mention. It enables clutchless upshifts on a closed throttle and downshifts on an open throttle, essentially making it a fully seamless system from as low as 2,000 rpm and 10 mph. This makes city riding remarkably smooth, even in heavy traffic.\n\nStandard-fit cruise control is a welcome addition for motorway miles. The Back Slip Regulator (BSR) also joins the arsenal, finely managing engine braking to prevent rear wheel lockup during aggressive downshifts.\n\n## Who is it for?\n\nThe MT-09 targets riders who crave excitement without the bulk or expense of a supernaked. At 193 kg wet and with generous torque, it's nimble in urban traffic, while 117 bhp and sophisticated electronics make it credible on track. It excels as a daily commuter that transforms into a weekend weapon.\n\nThe refined electronics and multiple riding modes make it approachable for newly qualified riders, but those 117 horses still demand respect. Rain mode and traction control provide a safety net while you build confidence.\n\nNote that with 87.5 kW of power, the MT-09 exceeds the 70 kW threshold for A2 licence restriction in Europe. Yamaha does offer a factory-detuned 35 kW version in select European markets, separately homologated for A2 riders.\n\n## The bottom line\n\nThe 2024 MT-09 is the best version Yamaha has ever made. The CP3 engine remains the benchmark in its class, the electronics now match premium rivals, and the value proposition is unbeatable. At under 11,000 euros, you get a 117 bhp naked with a 6-axis IMU, bidirectional quickshifter, cruise control and connected TFT display. Weak points are few: a 14-litre tank that limits range for touring riders, zero wind protection and styling that continues to divide opinion. On the road, though, it's a unanimous crowd-pleaser.","- Exceptional CP3 engine: generous low-down torque, aggressive top-end rush, unique soundtrack enhanced by acoustic amplifier grilles\n- Outstanding power-to-weight ratio: 193 kg for 117 bhp, among the best in class\n- Comprehensive electronics: 6-axis IMU, customisable riding modes, bidirectional quickshifter, standard cruise control\n- Highly competitive pricing against rivals (Street Triple R, 990 Duke, Monster)\n- Revised 2024 riding position: sportier and adjustable (two-position bars, adjustable pegs)\n- Improved braking with Brembo radial master cylinder\n- Connected 5-inch TFT display with Garmin navigation","- 14-litre tank limits range to approximately 250 km\n- No wind protection whatsoever in standard trim\n- Front-end stability still questionable at higher speeds (headshake reported by some owners)\n- Limited pillion comfort (small, firm rear seat)\n- Bridgestone S23 tyres lack feedback in cold or wet conditions\n- Polarising styling, particularly the headlight design","2024 Yamaha MT-09: Specs, Price, Review | Moto-Académie","2024 Yamaha MT-09: 117 bhp, 193 kg, from €10,799. Full specs, press reviews, rivals comparison and buyer's guide on Moto-Académie.",[420,423,426,429,432,435,438,441],{"q":421,"a":422},"Can you ride the 2024 Yamaha MT-09 on an A2 licence?","No, the MT-09 produces 87.5 kW (117 bhp), which exceeds the 70 kW threshold for A2 licence restriction. However, Yamaha offers a factory-detuned 35 kW version in certain European markets, separately homologated for A2 riders.",{"q":424,"a":425},"What is the real-world fuel range of the MT-09 2024?","With a 14-litre tank and real-world consumption of 5.0 to 5.5 L/100 km depending on riding style, expect a range between 220 and 280 km. In spirited riding, the fuel light comes on around 200 km.",{"q":427,"a":428},"What are the differences between the MT-09 and the MT-09 SP?","The SP gets a DLC-coated KYB gold fork, an Ohlins rear shock, Brembo Stylema callipers, four additional Track modes, Yamaha's Smart Key system and an R1M-inspired Icon Performance finish. The price premium is roughly 2,000 euros.",{"q":430,"a":431},"Does the 2024 MT-09 come with a quickshifter as standard?","Yes, the third-generation quickshifter is standard equipment and works in both directions (up and down). It operates from as low as 2,000 rpm and approximately 10 mph.",{"q":433,"a":434},"Does the 2024 MT-09 have cruise control?","Yes, cruise control is standard from the 2024 model year. It is one of the key new features compared to the previous generation.",{"q":436,"a":437},"What are the known issues with the 2024 MT-09?","A manufacturer recall addresses the throttle position sensor (TPS) that can cause unstable idle on 2021-2025 models. A separate European recall addressed incorrectly shaped footpegs. Some owners also report front-end headshake at higher speeds.",{"q":439,"a":440},"How does the MT-09 compare to the Triumph Street Triple R?","The Street Triple R offers a slightly more polished chassis and lower weight (189 kg), but the MT-09 surpasses it in torque (93 Nm vs 80 Nm), electronic equipment and value for money. Both are priced very similarly.",{"q":442,"a":443},"Is the 2024 MT-09 available with an automatic gearbox?","Yes, from late 2024 onwards, Yamaha offers the MT-09 Y-AMT with a semi-automatic gearbox. The standard 2024 model retains the manual gearbox with a bidirectional quickshifter.","The 2024 Yamaha MT-09 is the refined evolution of the naked that changed the game over a decade ago. Its 890cc CP3 triple delivers 117 bhp of pure excitement wrapped in a 193 kg chassis packed with R1-derived electronics. At under 11,000 euros, it remains the undisputed value king of the mid-size naked segment.","## What does the press say?\n\nThe motorcycle press is nearly unanimous: the 2024 MT-09 represents the most successful evolution since the model's creation. MCN crowned it Naked Bike of the Year 2024, praising the unique combination of engine character and everyday usability. This is a significant accolade given how competitive the sport-naked segment has become.\n\nBennetts BikeSocial awards an excellent 4.7 out of 5, highlighting how the cumulative changes in riding position, braking and electronics significantly transform the riding experience despite the engine and frame being fundamentally unchanged. The modest price increase of just a few hundred pounds despite added cruise control and the new TFT display was universally praised. BikeSocial also notes that on value alone, the MT-09 significantly undercuts the KTM 990 Duke and Ducati Monster SP.\n\nCycle World notes the deliberate pivot toward sport-naked behaviour and away from the hooligan character of earlier models, with a more committed riding position and sharper chassis response. The American publication highlights the third-generation quickshifter as one of the best systems they have tested in this price range.\n\nFrench publication Moto-Net.com devoted an extensive review to the new model and confirms the CP3 engine's qualities, while independently verifying Yamaha's consumption claims during a 220 km test ride. Their measured figure of 5.3 L/100 km aligns with the official data, a positive sign for Yamaha's transparency.\n\n### Points of disagreement\n\nFront-end stability remains a talking point. While the specialist British press considers the improvements significant compared to previous generations, French forums and some owners report a headshake phenomenon at higher speeds. This historic MT-09 issue, linked to frame flex and fork length, appears reduced but not entirely resolved. The addition of a steering damper remains a frequent request from sportier riders.\n\nMCN's long-term testers also mention a lack of confidence under braking on cold tyres with the standard Bridgestone S23 rubber. Their tester recommends switching to more all-weather rubber for year-round use.\n\nThe 14-litre fuel tank is also debated: MCN's long-term testers report thirsty real-world consumption in spirited riding, limiting range to around 220-250 km when making full use of the engine. Moto-Net.com obtained a more moderate 5.3 L/100 km during their test, broadly confirming Yamaha's official figures for mixed riding. The truth likely lies somewhere in between, depending on how enthusiastic you are with the throttle.","## What's the riding position like on the 2024 MT-09?\n\nThe riding position has been substantially revised compared to the previous generation. The handlebars are now lower and offer two height settings. The footpegs sit slightly higher and further back, and are also adjustable. The fuel tank, lowered by 30mm but widened to maintain its 14-litre capacity, allows better grip with the knees.\n\nThe new two-piece seat is slimmer than the infamous 'banana' perch that many riders disliked, making it easier to reach the ground. With an 825mm seat height, a rider of around 5'7\" can comfortably flat-foot. The comfortable height range sits between roughly 5'5\" and 6'3\".\n\nPillion comfort remains the weak point: the rear seat is small, elevated, and grab handles are minimal. For longer rides, the complete absence of a screen becomes a real issue, though Yamaha offers an optional flyscreen as a genuine accessory.","## Is the 2024 MT-09 reliable and affordable to maintain?\n\nThe CP3 platform has proven itself over more than a decade and enjoys an excellent reliability reputation. The engine is shared with the XSR900 and Tracer 9, ensuring extensive real-world feedback and good parts availability.\n\nService intervals are reasonable: oil changes every 10,000 km or 12 months, valve clearance checks at 40,000 km. The 525 chain requires regular lubrication (ideally every 1,000 km). A standard service costs between 200 and 350 euros at a dealer, depending on local rates.\n\nTwo recall campaigns have affected the 2024 MT-09. The first (2024) addressed incorrectly shaped rider footpegs on certain European units. The second (2025) concerns the throttle position sensor (TPS) that can cause unstable idle or engine stall: ECU reprogramming and TPS replacement at the dealer, free of charge.","117 bhp (87.5 kW) @ 10,000 rpm","93 Nm (68.6 lb-ft) @ 7,000 rpm","5.0 L/100 km (WMTC cycle) / 48 MPG (US)","Oil change: 10,000 km / 1 year — Valve check: 40,000 km","Inline 3-cylinder, 4-stroke, crossplane crankshaft","6-speed, chain drive, assist & slipper clutch","5.0-5.5 L/100 km (real-world, press tests)","250-280 km (estimated, 14 L tank / ~5.0-5.3 L/100 km consumption)",{"alimentation":457,"distribution":458,"demarreur":114},"Electronic fuel injection, 41mm throttle bodies, YCC-T ride-by-wire","DOHC, 12 valves (4 per cylinder)",{"type_cadre":460,"fourche":461,"amortisseur":462,"frein_avant":463,"frein_arriere":464,"abs":465},"CF (Controlled Fill) die-cast aluminium, diamond type","41mm KYB inverted fork, adjustable preload/compression/rebound, 130mm travel","KYB single shock, adjustable preload and rebound, 117mm travel","Dual 298mm discs, 4-piston callipers, Brembo radial master cylinder","245mm disc, single-piston calliper","2-channel ABS with 6-axis IMU (cornering ABS)",{"position_conduite":467,"confort_passager":124,"protection_vent":468},"Sport-naked, slightly forward lean. Two-position adjustable handlebars, adjustable rearset footpegs.","Virtually none in standard trim, optional flyscreen available",{"quickshifter":307,"ecran":470,"connectivite":471,"autres":472,"modes_conduite":478,"cruise_control_note":26},"5-inch full-colour TFT, 4 display themes, Bluetooth connected","Bluetooth via Y-Connect app (notifications, music), Garmin StreetCross navigation",[473,474,475,476,477],"Slide Control System (SCS)","Back Slip Regulator (BSR)","Engine Brake Control","Acoustic Amplifier Grilles","6-axis Inertial Measurement Unit (IMU)",[130,129,128,479,480],"Custom 1","Custom 2",{"chaine_km":482,"cout_revision_moyen":483,"garantie_km":146},"Check and lubricate every 1,000 km, 525 chain","Estimated 200-350 EUR (standard service), 400-600 EUR (major service)",[485,486,487],"Midnight Cyan","Icon Blue","Tech Black",[489,494],{"date":490,"reference":491,"description":492,"url":493},"2025-04","NHTSA 25V-XXX / EU Recall","Throttle Position Sensor (TPS): brushes inside the TPS may wear prematurely due to improper ECU programming, causing unstable idle or engine stall. Affects 2021-2025 MT-09. Fix: ECU reprogramming and TPS replacement.","https://dot.report/vehicle/yamaha/mt-09/2024/complaints",{"date":397,"reference":495,"description":496,"url":26},"EU Recall (RAPEX)","Incorrectly shaped rider footpegs on certain units, non-compliant with European regulatory requirements. Free replacement at dealer.",[498,501,504,506,509],{"marque":158,"modele":204,"annee":9,"prix_neuf":499,"puissance":500,"poids":162,"slug":26},10500,"120 hp",{"marque":176,"modele":334,"annee":9,"prix_neuf":502,"puissance":179,"poids":503,"slug":26},10200,"212 kg (wet)",{"marque":7,"modele":182,"annee":9,"prix_neuf":505,"puissance":184,"poids":168,"slug":26},15000,{"marque":170,"modele":338,"annee":9,"prix_neuf":507,"puissance":173,"poids":508,"slug":26},12590,"188 kg (dry)",{"marque":510,"modele":511,"annee":9,"prix_neuf":512,"puissance":513,"poids":514,"slug":26},"Suzuki","GSX-S1000",11999,"152 hp","214 kg (wet)",{"sources_notes":516},[517,519,521,523],{"source":31,"note":375,"note_max":376,"date":377,"url":378,"verdict":518},"One of the most accomplished MT-09 evolutions, with the CP3 engine still shining and a chassis that finally matches it.",{"source":25,"note":26,"note_max":26,"date":381,"url":382,"verdict":520},"Named Naked Bike of the Year 2024. One of the finest engines in the segment, with a remarkable balance between sportiness and everyday versatility.",{"source":385,"note":26,"note_max":26,"date":377,"url":386,"verdict":522},"The MT-09 leans further into sport-naked territory rather than hooligan character. The committed ergonomics and enhanced electronics make it a very convincing package.",{"source":389,"note":26,"note_max":26,"date":377,"url":390,"verdict":524},"A convincing roadster thanks to its exceptional engine and modernised electronics. Styling remains divisive, and the 14L tank limits range.",{"id":526,"width":200,"height":201},"ab15f32e-2fca-43c5-b5b0-585fb082fc6c",{"id":528,"marque":529,"modele":530,"annee":531,"categorie":10,"cylindree":532,"puissance":533,"puissance_num":534,"couple_num":535,"poids":536,"poids_num":537,"permis":17,"bridable_a2":538,"prix_neuf":539,"avis_presse":540,"translations":590,"photo":703},"e3fc34f1-6c37-441b-8534-ada4ce5beae6","Aprilia","Shiver 900",2020,896,"95 ch (70 kW) @ 8 750 tr/min",95,90,"218 kg (tous pleins faits) / 207 kg à vide",218,true,8449,{"meta_score":541,"meta_score_note":542,"sources_notes":543,"citations":570},72,"Score estimé à partir du consensus qualitatif des tests presse. Aucune note chiffrée disponible sur la Shiver 900. La presse salue unanimement le moteur agréable et le rapport qualité/prix, mais pointe le manque de puissance face à la concurrence et des suspensions perfectibles.",[544,548,552,556,560,565],{"source":31,"note":26,"note_max":26,"date":545,"url":546,"verdict":547},"2020-06","https://www.bennetts.co.uk/bikesocial/reviews/bikes/aprilia/shiver-900-review-used","Moto plaisante, avec un V-twin agréable et une bonne base châssis, mais un manque de punch et des suspensions à régler pour en tirer le meilleur.",{"source":36,"note":26,"note_max":26,"date":549,"url":550,"verdict":551},"2018-02","https://ridermagazine.com/2018/01/01/2018-aprilia-shiver-900-road-test-review/","V-twin agréable au caractère loping plaisant, mais poids élevé et puissance modeste par rapport à la concurrence directe.",{"source":40,"note":26,"note_max":26,"date":553,"url":554,"verdict":555},"2017-10","https://www.motorcycle.com/manufacturer/aprilia/manufactureraprilia2018-aprilia-shiver-900-first-ride-review-html.html","Compétence polyvalente en ville comme sur route sinueuse, moteur coupleux et agréable, mais le manque de puissance brute se fait sentir face aux rivales.",{"source":385,"note":26,"note_max":26,"date":557,"url":558,"verdict":559},"2020-01","https://www.cycleworld.com/story/buyers-guide/2020-aprilia-shiver-900/","Roadster accessible et attachant au prix attractif, le V-twin a du caractère mais la concurrence offre plus de puissance pour un tarif similaire.",{"source":561,"note":26,"note_max":26,"date":562,"url":563,"verdict":564},"High Side (FR)","2024-11","https://highside-moto.com/aprilia-shiver-900/","Moteur coupleux et plaisant, rapport qualité/prix excellent, mais partie-cycle qui demande des réglages de suspension pour être au mieux.",{"source":566,"note":26,"note_max":26,"date":567,"url":568,"verdict":569},"WebBikeWorld","2018-03","https://www.webbikeworld.com/2018-aprilia-shiver-900-review/","Excellent roadster pour les routes sinueuses avec un V-twin caractériel et un châssis agile, rapport qualité/prix remarquable.",[571,574,577,580,583],{"source":31,"date":545,"url":546,"langue_originale":52,"fr":572,"en":573},"Le moteur est vraiment agréable à utiliser, avec 93 ch et un couple généreux qui sait se montrer vivace sans jamais être excessif.","The engine is genuinely pleasant to use, offering 93 bhp and generous torque that feels peppy without being overly aggressive.",{"source":36,"date":549,"url":550,"langue_originale":52,"fr":575,"en":576},"Le nouveau V-twin 900 monte en régime plus souplement qu'avant et la réponse saccadée de l'accélérateur a disparu.","The Shiver 900 revs up more smoothly than before and the snatchy throttle response has been eliminated.",{"source":40,"date":553,"url":554,"langue_originale":52,"fr":578,"en":579},"La Shiver 900 offre une palette de compétences plus large que la Dorsoduro : aussi à l'aise en ville que dans les virages.","The Shiver 900 offers a more rounded set of skills than the Dorsoduro, working well both around town and in the canyons.",{"source":561,"date":562,"url":563,"langue_originale":407,"fr":581,"en":582},"La connexion entre le moteur et la poignée de gaz est excellente. On sent précisément chaque cheval passer au sol.","The connection between the engine and the throttle grip is outstanding — you can feel each horsepower being delivered to the ground.",{"source":584,"date":585,"url":586,"langue_originale":587,"fr":588,"en":589},"1000PS","2021-01","https://www.1000ps.com/en-us/model/8842/aprilia-shiver-900","de","Le V2 de 95 ch transforme l'essence en bonheur auditif et le châssis de qualité fait glisser la moto de virage en virage comme sur des rails.","The 95 hp V2 transforms fuel into auditory bliss, and the quality chassis lets the bike glide through corners as if on rails.",[591],{"id":592,"fiches_motos_id":528,"languages_code":52,"slug":593,"description":594,"points_forts":595,"points_faibles":596,"meta_title":597,"meta_description":598,"faq":599,"essentiel":624,"synthese_presse":625,"ergonomie_description":626,"avis_entretien":627,"puissance":628,"couple":629,"poids":630,"consommation":631,"intervalle_entretien":632,"type_moteur":633,"transmission":108,"consommation_reelle":634,"autonomie_estimee":635,"moteur_detail":636,"chassis_detail":639,"ergonomie":646,"electronique":650,"entretien_detail":659,"coloris":662,"rappels":664,"concurrentes":669,"avis_presse":689},"5c4a3485-cf66-4589-ba52-eeec043234b6","aprilia-shiver-900-2020","## Where does the Shiver 900 come from?\n\nThe Shiver story began in 2007 with the 750, which made history as one of the first production motorcycles with ride-by-wire throttle — a technology Aprilia had pioneered in MotoGP with the ill-fated Cube project in 2002, beating Honda and Yamaha to the punch. Despite its qualities, the Shiver 750 never quite broke through against the MT, Z and Monster competition. In 2017, Aprilia rolled the dice again: displacement grew to 896 cc through an 11 mm longer stroke, electronics were upgraded, and the instrument cluster gained a handsome colour TFT display.\n\n## What's the engine like?\n\nThe Shiver 900's 90-degree V-twin doesn't play the outright power game. At 95 hp, it trails an MT-09 (115 hp) or Z900 (125 hp) by a significant margin. But that's missing the point entirely. This engine's trump card is torque: 90 Nm available from just 6,500 rpm, delivering a strong and linear mid-range surge that makes real-world riding genuinely enjoyable. The ride-by-wire system has been dramatically refined from the 750, and throttle response is now precise and natural across all three modes (Sport, Touring, Rain).\n\nThe soundtrack is a genuine highlight: the V-twin rumbles beneath the seat with a deep, distinctive Italian note that sets it apart from any inline four. Vibrations are present but never unpleasant — they add life and character. There's no slipper clutch, but Aprilia reduced lever effort by 15% compared to the 750, which makes city riding noticeably easier.\n\n## How does it handle?\n\nThe Shiver's chassis is a clever combination of a steel tubular trellis bolted to aluminium side plates, paired with an aluminium swingarm. It's not the lightest solution at 218 kg wet, but it's rigid and precise. The 41 mm Kayaba USD fork and Sachs rear monoshock offer preload and rebound adjustment — impressive kit at this price point.\n\nFair warning, though: multiple testers and owners report that the suspension, in factory settings, leaves the bike feeling somewhat flat and lazy. A simple tweak to the rear preload to shift some weight forward often transforms the handling completely. Once properly set up, the Shiver reveals a precise, communicative chassis through fast corners. The front end inspires confidence, and the bike holds its line well even when you push the pace on a favourite stretch of twisties.\n\nBraking hardware is solid: twin 320 mm floating discs with radial four-piston calipers up front, backed by Continental two-channel ABS. Progressive and effective for road use, with enough bite to haul things down confidently from speed. The ABS can be deactivated if you're feeling adventurous, though for road riding there's no good reason to do so.\n\n### What about town riding?\n\nThe 810 mm seat height is confidence-inspiring for average-sized riders. The tank is narrow between the knees, making it easy to put feet down at traffic lights and grip the tank through corners. The low-down torque and Touring mode make urban commuting pleasant, though the 218 kg weight makes itself known during slow-speed manoeuvres.\n\n## Who is it for?\n\nThe Shiver 900 is an excellent choice for A2 licence holders who want a bike with genuine character and personality. Its 95 hp output keeps it within A2 limits (restricted to 35 kW), and it remains thoroughly capable once you move to a full licence. It also suits riders who are tired of mainstream Japanese fours and want something different, with real V-twin soul.\n\nIts secret weapon is value: for the asking price, you get a TFT display, ride-by-wire, traction control, ABS and quality suspension components. That's hard to beat.\n\n## What are the downsides?\n\nLet's be honest: the Shiver 900 isn't perfect. The power deficit is noticeable against rivals, particularly on motorways and during overtakes. Where an MT-09 or Z900 pulls hard through the intermediate gears, the Shiver needs a bit more planning. The suspension needs careful setup to perform at its best — a point raised by virtually every press tester and long-term owner. Aprilia's dealer network is thinner than Yamaha or Kawasaki's, which can complicate servicing in some areas.\n\nReal-world fuel consumption (around 5.5-6.2 L/100 km in mixed riding) is somewhat thirsty for the displacement, and combined with the modest 15-litre tank, range can feel tight for longer rides. Plan on more frequent fuel stops than you'd make on a comparable Japanese naked.\n\n## The bottom line\n\nThe Aprilia Shiver 900 is a bike that grows on you with every mile. It won't win any group test on outright power, but it seduces with character, value and that indefinable Italian touch. If you're looking for an A2-compliant roadster that stands out from the crowd without breaking the bank, put it at the top of your test ride list.","- Torquey, characterful V-twin with distinctive underseat exhaust note\n- A2 licence compatible without restriction (95 hp)\n- Outstanding value: TFT, TC, ABS, adjustable USD fork for under $9,400 / €8,500\n- Precise ride-by-wire with three well-calibrated riding modes\n- Rigid, communicative chassis once suspension is properly set up\n- Distinctive, exclusive styling — you won't see one at every traffic light\n- Low seat height (810 mm) suitable for average-sized riders","- Noticeably down on power versus direct rivals (MT-09, Z900, Street Triple)\n- Heavy at 218 kg wet, noticeable during slow-speed manoeuvres\n- Suspension needs adjustment from factory settings for best handling\n- Thinner dealer network than Japanese brands\n- No wind protection at all, limited range (~250 km)\n- No quickshifter or cruise control, even as an option","Aprilia Shiver 900 (2020): Specs, Review & Buyer's Guide","Aprilia Shiver 900 2020: Italian V-twin roadster, 95 hp, A2-ready, from $9,399. Full specs, press reviews, pros/cons and buying guide.",[600,603,606,609,612,615,618,621],{"q":601,"a":602},"Is the Aprilia Shiver 900 A2 licence compatible?","Yes, the Shiver 900 produces 95 hp (70 kW), making it eligible for A2 restriction to 35 kW via a factory kit. This is one of its key advantages in the segment.",{"q":604,"a":605},"What's the difference between the Shiver 900 and the Dorsoduro 900?","Both share the same 896 cc V-twin engine, but the Dorsoduro is a supermotard with longer-travel suspension, a higher seat (870 mm), shorter gearing and wider handlebars. The Shiver is the more road-focused, versatile option of the two.",{"q":607,"a":608},"Is the Shiver 900 reliable?","Yes, the Shiver 900 is significantly more reliable than the 750 it replaced. The V-twin is a robust unit. Key items to watch are valve clearances (must not be skipped) and the cam chain tensioner, which is worth checking on used examples.",{"q":610,"a":611},"How much does it cost to service a Shiver 900?","Expect around €200-400 for a standard service. Oil changes are due every 10,000 km and valve checks every 20,000 km. Consumable costs are on par with Japanese brands, but dealer availability may vary by region.",{"q":613,"a":614},"Is the Shiver 900 too heavy for a beginner?","At 218 kg wet with an 810 mm seat height, the Shiver is manageable for riders above 165 cm. The weight is mainly noticeable at slow speeds. The torquey engine and traction control provide a reassuring, safe riding experience for newer riders.",{"q":616,"a":617},"Why was the Aprilia Shiver 900 discontinued?","Aprilia replaced the 900 range (Shiver and Dorsoduro) with new models based on the 660 cc parallel twin (Tuono 660, RS 660). The V-twin 900 was not updated to meet Euro 5 emissions standards, leading to its discontinuation around 2022.",{"q":619,"a":620},"What is the real-world fuel range of the Shiver 900?","With a 15-litre tank and real-world consumption of around 5.5-6.2 L/100 km, you can expect roughly 240-270 km between fill-ups. Adequate for a naked bike but a bit tight for longer touring rides.",{"q":622,"a":623},"Should I adjust the Shiver 900's suspension?","Absolutely. Nearly every press reviewer and experienced owner recommends adjusting the rear preload from the factory setting. A simple tweak shifts weight forward and transforms the bike's handling from flat and lazy to sharp and engaging.","The Aprilia Shiver 900 is a characterful Italian roadster built around a torquey 90-degree V-twin and a high-spec chassis. With 95 hp keeping it within A2 licence reach, it offers outstanding value for money and a distinctly non-conformist look thanks to its underseat exhausts. A smart alternative to mainstream Japanese nakeds for riders who want something with genuine Italian soul.","## What does the press think?\n\nThe international motorcycle press largely agrees on the Aprilia Shiver 900's strengths and weaknesses. The V-twin engine is universally praised for its pleasant character, flexibility and the quality of its throttle response thanks to the refined ride-by-wire system. The generous 90 Nm of mid-range torque is consistently highlighted as a major asset.\n\nValue for money is another consensus point: the level of equipment (TFT display, traction control, ABS, adjustable USD fork) at the asking price is remarkable. The Anglo-Saxon press particularly emphasises this, with Cycle World noting the sub-$10,000 price as a genuine selling point that few competitors can match when spec-for-spec comparisons are made.\n\nHowever, the power deficit against direct competitors features in virtually every test. Bennetts BikeSocial notes that despite its qualities, the engine lacks the fire you'd expect from an Aprilia badge. Rider Magazine measured just 80.7 hp at the rear wheel — a notable shortfall against Japanese rivals that regularly deliver north of 100 hp on the dyno. The weight, heavier than most competitors, is also consistently flagged as a drawback.\n\nThe suspension divides opinion more sharply. The French press (High Side) insists on the need to properly adjust it, highlighting that the very rigid Italian-style trellis frame demands well-calibrated suspension to work in harmony. British outlets (Bennetts) find the factory setting too firm and the bike too flat initially. Once adjusted, however, the chassis is unanimously praised for its precision and composure through fast corners.\n\nOn the practicality front, reviewers agree that Touring mode makes the Shiver pleasant around town, with smooth delivery and usable low-down torque. The 4.3-inch TFT display, shared with the RSV4, is judged to be clear and comprehensive — a genuine premium feature at this price level.\n\nThe non-conformist design with underseat exhausts also sparks debate: some love the distinctive Aprilia signature, others find the look dated next to the sharper lines of newer competitors. The German press (1000PS) treats it as a character asset, while British magazines are more reserved about the overall aesthetics.","## What's the riding position like?\n\nThe Shiver 900's riding position sits somewhere between a standard roadster and a supermotard. The straight, slightly pulled-back handlebar creates a natural posture with a very slight forward lean. Footpegs are positioned directly beneath the hips — no aggressive rearsets here.\n\nAt 810 mm, the seat height is accessible for most riders from about 5'5\" (165 cm) upward. The tank is narrow between the knees, which makes it easy to put your feet flat at stops and grip the tank through corners. The seat padding is adequate for rides of up to two hours, though long-distance riders may want to invest in an aftermarket comfort seat.\n\nThe pillion section is somewhat short and slightly raised, with grab handles provided. Two-up comfort is acceptable for short trips but limited for longer journeys. Being a naked bike, there's zero wind protection, which becomes noticeable above 60 mph. An Aprilia fly screen is available as an accessory.","## Is the Shiver 900 reliable and expensive to maintain?\n\nReliability on the Shiver 900 is considered good, representing a significant improvement over the early 750 models that had some teething issues. The V-twin engine is proven and the revised semi-dry sump lubrication circuit contributes to its longevity.\n\nService intervals are reasonable: oil change every 10,000 km (6,000 miles), valve clearance check at 20,000 km (12,000 miles). One important note: exhaust valve clearances tend to tighten over time, so it's critical not to skip this service. Neglecting it can lead to valve damage — a point emphasised by several long-term owners.\n\nA known item to check: the cam chain tensioner can produce rattling noises on some examples. It's neither a common nor serious issue, but worth inspecting when buying used.\n\nRunning costs are moderate: expect around €200-400 for a standard service at an Aprilia dealer. Consumables (brake pads, tyres, chain and sprockets) are priced comparably to Japanese brands. The main potential cost premium comes from the dealer network — if you don't have an Aprilia dealer nearby, logistics and parts availability can add to the bill.\n\nA NHTSA recall was issued in 2019 (19V-561) for the front brake master cylinder on 2018 models. If buying used, verify that the campaign has been completed.","95 hp (70 kW) @ 8,750 rpm","90 Nm (66.4 lb-ft) @ 6,500 rpm","218 kg (wet) / 207 kg (dry)","5.3 L/100 km (WMTC cycle)","Oil change: 10,000 km / 1 year — Valve check: 20,000 km","90° V-twin, 4-stroke","5.5-6.2 L/100 km (real-world, mixed riding)","240-270 km (estimated, 15 L tank / ~5.8 L/100 km real-world)",{"alimentation":637,"distribution":638,"demarreur":114},"Ride-by-Wire electronic fuel injection, Marelli 7SM, 52 mm twin throttle bodies","DOHC, 4 valves per cylinder, mixed gear/chain-driven camshafts",{"type_cadre":640,"fourche":641,"amortisseur":642,"frein_avant":643,"frein_arriere":644,"abs":645},"Modular steel tubular trellis bolted to aluminium side plates, removable subframe","Kayaba USD 41 mm, adjustable preload and rebound damping, 120 mm travel","Sachs monoshock, adjustable preload and rebound damping, 130 mm travel","Dual floating 320 mm discs, 4-piston radial calipers, Continental ABS","Wave stainless 240 mm disc, single-piston caliper, Continental ABS","Continental 2-channel ABS, switchable",{"position_conduite":647,"confort_passager":648,"protection_vent":649},"Standard/slightly sporty, flat handlebar, slight forward lean, feet under hips","Adequate","Minimal (naked bike), flyscreen available as accessory",{"modes_conduite":651,"quickshifter":18,"ecran":653,"connectivite":654,"autres":655},[130,652,128],"Touring","4.3-inch colour TFT with automatic brightness sensor (shared with RSV4/Tuono V4)","Bluetooth via Aprilia MIA kit (Aprilia Multimedia Platform), V4-MP app for navigation",[656,657,658],"Ride-by-Wire","3-level Traction Control + OFF","Automatic decompressor for starting",{"chaine_km":660,"cout_revision_moyen":661,"garantie_km":146},"Check every 1,000 km, regular lubrication, O-ring chain","Estimated 200-400 EUR per dealer service",[663],"Nero Scorpion (Black with red accents)",[665],{"date":666,"reference":667,"description":668},"2019-08","NHTSA 19V-561","Front brake master cylinder: insufficient idle stroke potentially causing brake drag or unintended stopping. Affects 2018 Shiver 900 models.",[670,673,676,681,684],{"marque":164,"modele":326,"annee":531,"prix_neuf":671,"puissance":672,"poids":168},8999,"115 hp",{"marque":176,"modele":334,"annee":531,"prix_neuf":671,"puissance":674,"poids":675},"125 hp (A2 restrictable)","210 kg (wet)",{"marque":170,"modele":677,"annee":531,"prix_neuf":678,"puissance":679,"poids":680},"Monster 821",11490,"109 hp","206 kg (wet)",{"marque":510,"modele":682,"annee":531,"prix_neuf":344,"puissance":683,"poids":180},"GSX-S750","114 hp",{"marque":158,"modele":685,"annee":531,"prix_neuf":686,"puissance":687,"poids":688},"Street Triple S 660",8200,"95 hp (A2)","166 kg (dry)",{"sources_notes":690},[691,693,695,697,699,701],{"source":31,"verdict":692},"Pleasant bike with an enjoyable V-twin and solid chassis, but lacking punch and needing suspension setup to get the best from it.",{"source":36,"verdict":694},"Enjoyable V-twin with a pleasant loping character, but heavy and modestly powered against the direct competition.",{"source":40,"verdict":696},"Versatile competence around town and on twisty roads, torquey and pleasant engine, but the outright power deficit is noticeable against rivals.",{"source":385,"verdict":698},"Accessible and endearing roadster at an attractive price; the V-twin has character but competitors offer more power for similar money.",{"source":561,"verdict":700},"Torquey and enjoyable engine, outstanding value for money, but the chassis needs suspension adjustment to be at its best.",{"source":566,"verdict":702},"Excellent roadster for twisty roads with a characterful V-twin and agile chassis, remarkable value for money.",{"id":704,"width":200,"height":201},"aeeb33d0-9004-4eed-b624-eee5eee2bde3","motos-les-plus-puissantes",4]