[{"data":1,"prerenderedAt":-1},["ShallowReactive",2],{"$fHM55HNPD15ZKOw3PWGDIKyFAaOmmBfvfMiiRLHWkYSk":3,"$filu6-2TktQlEs0sei5fVozBGmIGw0xw_awj9mVvRiUk":36},{"id":4,"slug":5,"pays_origine":6,"date_fondation":7,"logo":8,"image_hero":12,"translations":16},"e732a70f-3db3-4aed-9b8e-ffbe8c0bf072","aprilia","Italie",1945,{"id":9,"width":10,"height":10,"title":11},"5a64f042-9440-4354-b310-3b4cd55d2bc4",1024,"Aprilia",{"id":13,"width":10,"height":14,"title":15},"49c9f328-468a-47d1-afaf-ffe3c1769118",572,"Logo Aprilia",[17],{"id":18,"constructeurs_id":4,"languages_code":19,"nom":11,"histoire":20,"sites_production_actuels":21,"sites_production_historiques":22,"adn_marque":23,"caracteristiques_cles":24,"modeles_emblematiques":31,"points_forts":32,"points_faibles":33,"meta_title":34,"meta_description":35},"76cd7f4c-37fe-43ea-935c-40207c424d7a","en","The story of Aprilia is one of a meteoric rise, growing from a modest bicycle manufacturer to one of the most successful constructors in world competition. Founded shortly after World War II in Noale, near Venice, by Alberto Beggio, the company was named after a Lancia car model he admired. Initially, Aprilia only produced bicycles, but the turning point came in 1968 when the founder's son, Ivano Beggio, took over and decided to build a small 50cc motorcycle.\n\n## How was the Aprilia legend born?\n\nUnlike historical giants like Fiat or Moto Guzzi, Aprilia was born from a passion for off-road riding. The first successful models were motocross and enduro bikes, such as the Scarabeo launched in 1970. Ivano Beggio understood early on that to make a name for oneself, you had to win races. This philosophy became the brand's DNA: racing isn't a marketing tool; it's the development laboratory. In the 1980s, Aprilia expanded its range to road bikes and trials, starting to gain market share from Japanese manufacturers through bold design and high-quality components like Brembo brakes and Marzocchi suspension.\n\n## The small displacement invasion and the Golden Age of 2-strokes\n\nThe real breakthrough for Aprilia occurred in the 1990s. The brand dominated the 125cc and 250cc Grand Prix categories. This was the era when legendary riders like Max Biaggi, Valentino Rossi, and Loris Capirossi cut their teeth on machines from Noale. This dominance translated to the road with mythical models like the RS 125 and RS 250. These bikes used 2-stroke engines (an engine cycle where an explosion occurs at every crankshaft revolution, offering huge power-to-weight but higher emissions) that became the dream of an entire generation. Aprilia succeeded in turning small displacement bikes into genuine race replicas with surgically precise aluminum perimeter frames.\n\n## Moving to big bikes: The V-Twin and V4 gamble\n\nIn 1998, Aprilia decided to tackle the large displacement segment with the RSV Mille. To power this beast, the brand partnered with Austrian firm Rotax to design a V-Twin engine. It was an immediate critical success. However, massive investment in racing and the acquisition of brands like Moto Guzzi and Laverda strained the company's finances. In 2004, Aprilia was acquired by the Piaggio Group. This marked the beginning of a new technological era. In 2009, Aprilia launched the RSV4, featuring a unique 65-degree V4 engine. This architecture allowed the slimness of a twin to be combined with the power of a four-cylinder, propelling Max Biaggi to two World Superbike titles.\n\n## Aprilia today: High-tech electronics and the A2 revival\n\nToday, Aprilia positions itself as the high-tech brand of the Piaggio Group. It was a pioneer in introducing advanced electronics to production motorcycles with the APRC (Aprilia Performance Ride Control) system, which includes traction control, wheelie control, and multiple ride modes. After a period focused solely on ultra-sport bikes, the brand successfully diversified. The 660 platform (RS, Tuono, and Tuareg) launched in 2020 perfectly meets the needs of new riders and A2 license holders, offering a balance of lightness, technology, and riding pleasure without the radical exclusivity of the 1100 models.\n\n## Summary\n\nAprilia is a brand born from one man's passion for racing, moving from dirt to asphalt with one obsession: chassis efficiency. If you are looking for a bike whose road handling is an absolute reference and you appreciate fine electronics that don't stifle the fun, Aprilia is arguably the Italian manufacturer closest to pure racing sensations.","Noale, Veneto, Italy\nScorzè, Veneto, Italy\nBaramati, India (for small displacements and scooters)","Original bicycle factory in Noale, Italy","Aprilia's DNA can be summarized in three words: chassis, racing, and technology. Unlike other brands that rely on brute force, Aprilia has always prioritized balance. An Aprilia is first and foremost an exceptional frame that makes the rider feel at one with the machine. It is also a brand that is not afraid of radical innovation, as proven by the adoption of the V4 engine in Superbike or the massive use of advanced electronics since the early 2010s. Choosing Aprilia means choosing Italian racing expertise applied to the road, with a sharp engine character and surgical handling precision.",[25,26,27,28,29,30],"Exceptional Chassis","V4 Engine","APRC Electronics","Grand Prix Heritage","Venetian Design","2-stroke History","## Aprilia RS 250 (1994)\n\nConsidered one of the best 2-stroke road bikes ever made. Directly derived from Max Biaggi's Grand Prix machine, it offered a phenomenal power-to-weight ratio and a polished aluminum frame of absolute technical beauty. It's the bike that defined Aprilia's performance image for the general public.\n\n## Aprilia RSV Mille (1998)\n\nAprilia's first foray into the world of large displacement Superbikes. Equipped with a 998cc Rotax V-Twin, it stood out for its surprising reliability for an Italian bike and ergonomics that were more welcoming than its rival at the time, the Ducati 916.\n\n## Aprilia Tuono 1000 (2002)\n\nAprilia invented the 'super-roadster' concept with the Tuono. Take an RSV Mille sportbike, remove the fairings, add high handlebars, and you get a brutal yet incredibly fun machine. It has become one of the brand's most iconic models, renowned for its explosive engine character.\n\n## Aprilia RSV4 (2009)\n\nThe masterpiece of modern engineering from Noale. With its compact V4 engine and MotoGP-like sound, it redefined the hypersport category standards. Small, agile, and equipped with avant-garde electronics, it secured several WSBK world titles.\n\n## Aprilia RS 660 (2020)\n\nThe brand's revival for a new generation. By using a parallel twin (half of a V4 1100 block), Aprilia created an accessible, lightweight, and high-tech sportbike, proving that performance doesn't need 200 horsepower to be rewarding.","- World-class chassis and handling precision\n- Advanced and transparent electronics (APRC system)\n- Unique V4 engine character and intoxicating sound\n- Distinctive Italian design and high-quality finish\n- Balanced 660 range for street use and new riders","- Dealer network less dense than Japanese competitors\n- Parts pricing and occasional delivery delays\n- Resale value can be lower than market-leading brands\n- Past electronic reliability issues on older models have occasionally affected reputation","Aprilia — History, Iconic Models, and Expert Review","Explore Aprilia's history, from Noale to MotoGP success. Analysis of RS, RSV4, and Tuono models, strengths, weaknesses, and the brand's racing DNA.",{"data":37,"hasMore":129,"marques":200},[38],{"id":39,"marque":11,"modele":40,"annee":41,"categorie":42,"cylindree":43,"puissance":44,"puissance_num":45,"couple":46,"couple_num":47,"poids":48,"poids_num":49,"hauteur_selle":50,"reservoir":51,"consommation":52,"intervalle_entretien":53,"type_moteur":54,"refroidissement":55,"transmission":56,"permis":57,"bridable_a2":58,"prix_neuf":59,"status":60,"date_published":61,"translations":62,"photo":197},"e3fc34f1-6c37-441b-8534-ada4ce5beae6","Shiver 900",2020,"roadster",896,"95 ch (70 kW) @ 8 750 tr/min",95,"90 Nm (66,4 lb-ft) @ 6 500 tr/min",90,"218 kg (tous pleins faits) / 207 kg à vide",218,810,15,"5,3 L/100 km (cycle WMTC)","Vidange à 10 000 km / 1 an — Soupapes : 20 000 km","Bicylindre en V à 90° 4T","liquide","6 rapports, chaîne","A",true,8449,"published","2026-02-23T22:09:08.963Z",[63],{"id":64,"fiches_motos_id":39,"languages_code":19,"slug":65,"description":66,"points_forts":67,"points_faibles":68,"meta_title":69,"meta_description":70,"faq":71,"essentiel":96,"synthese_presse":97,"ergonomie_description":98,"avis_entretien":99,"puissance":100,"couple":101,"poids":102,"consommation":103,"intervalle_entretien":104,"type_moteur":105,"transmission":106,"consommation_reelle":107,"autonomie_estimee":108,"moteur_detail":109,"chassis_detail":113,"ergonomie":120,"electronique":124,"entretien_detail":136,"coloris":140,"rappels":142,"concurrentes":147,"avis_presse":177},"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.",[72,75,78,81,84,87,90,93],{"q":73,"a":74},"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":76,"a":77},"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":79,"a":80},"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":82,"a":83},"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":85,"a":86},"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":88,"a":89},"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":91,"a":92},"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":94,"a":95},"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","6-speed, chain drive","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":110,"distribution":111,"demarreur":112},"Ride-by-Wire electronic fuel injection, Marelli 7SM, 52 mm twin throttle bodies","DOHC, 4 valves per cylinder, mixed gear/chain-driven camshafts","Electric",{"type_cadre":114,"fourche":115,"amortisseur":116,"frein_avant":117,"frein_arriere":118,"abs":119},"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":121,"confort_passager":122,"protection_vent":123},"Standard/slightly sporty, flat handlebar, slight forward lean, feet under hips","Adequate","Minimal (naked bike), flyscreen available as accessory",{"modes_conduite":125,"quickshifter":129,"ecran":130,"connectivite":131,"autres":132},[126,127,128],"Sport","Touring","Rain",false,"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",[133,134,135],"Ride-by-Wire","3-level Traction Control + OFF","Automatic decompressor for starting",{"chaine_km":137,"cout_revision_moyen":138,"garantie_km":139},"Check every 1,000 km, regular lubrication, O-ring chain","Estimated 200-400 EUR per dealer service","Unlimited",[141],"Nero Scorpion (Black with red accents)",[143],{"date":144,"reference":145,"description":146},"2019-08","NHTSA 19V-561","Front brake master cylinder: insufficient idle stroke potentially causing brake drag or unintended stopping. Affects 2018 Shiver 900 models.",[148,154,159,165,171],{"marque":149,"modele":150,"annee":41,"prix_neuf":151,"puissance":152,"poids":153},"Yamaha","MT-09",8999,"115 hp","193 kg (wet)",{"marque":155,"modele":156,"annee":41,"prix_neuf":151,"puissance":157,"poids":158},"Kawasaki","Z900","125 hp (A2 restrictable)","210 kg (wet)",{"marque":160,"modele":161,"annee":41,"prix_neuf":162,"puissance":163,"poids":164},"Ducati","Monster 821",11490,"109 hp","206 kg (wet)",{"marque":166,"modele":167,"annee":41,"prix_neuf":168,"puissance":169,"poids":170},"Suzuki","GSX-S750",8299,"114 hp","213 kg (wet)",{"marque":172,"modele":173,"annee":41,"prix_neuf":174,"puissance":175,"poids":176},"Triumph","Street Triple S 660",8200,"95 hp (A2)","166 kg (dry)",{"sources_notes":178},[179,182,185,188,191,194],{"source":180,"verdict":181},"Bennetts BikeSocial","Pleasant bike with an enjoyable V-twin and solid chassis, but lacking punch and needing suspension setup to get the best from it.",{"source":183,"verdict":184},"Rider Magazine","Enjoyable V-twin with a pleasant loping character, but heavy and modestly powered against the direct competition.",{"source":186,"verdict":187},"Motorcycle.com","Versatile competence around town and on twisty roads, torquey and pleasant engine, but the outright power deficit is noticeable against rivals.",{"source":189,"verdict":190},"Cycle World","Accessible and endearing roadster at an attractive price; the V-twin has character but competitors offer more power for similar money.",{"source":192,"verdict":193},"High Side (FR)","Torquey and enjoyable engine, outstanding value for money, but the chassis needs suspension adjustment to be at its best.",{"source":195,"verdict":196},"WebBikeWorld","Excellent roadster for twisty roads with a characterful V-twin and agile chassis, remarkable value for money.",{"id":198,"width":199,"height":10},"aeeb33d0-9004-4eed-b624-eee5eee2bde3",1536,[11,201,172,149],"KTM"]