Aprilia NA Mana 850GT

   

Make Model.

Aprilia NA Mana 850 GT ABS

Year

2014

Engine

Four stroke, longitudinal 90įV twin, DOHC, 4 valves per cylinder

Capacity

839.3 cc / 51.2 cu in
Bore x Stroke 88 x 69 mm
Compression Ratio 11.0:1
Cooling System Liquid cooled
Lubrication Dry sump with separate oil reservoir integrated inside the engine
Emission Standard Euro 3

Induction

Integrated engine management system. Weber Marelli electronic fuel injection with one ō38 mm throttle body

Ignition

Digital electronic ignition, with two spark plugs per cylinder, integrated with fuel injection system

Starting

Electric
Exhaust Two-in-one system in 100% stainless steel with three-way catalytic converter and Lambda probe

Max Power

55.1 kW / 75 hp @ 7250 rpm

Max Torque

76.5 Nm / 7.79 kgf-m / 56.4 lb-ft @ 8000 rpm

Transmission

Sequential with manual or automatic mode selectable by the user. 7 ratios in manual mode

Final Drive

Chain
Frame High strength steel trellis

Front Suspension

ō43 mm Upside-down fork

Front Wheel Travel

120 mm / 4.7 in

Rear Suspension

Aluminium alloy single-piece swingarm. Hydraulic shock absorber adjustable in spring preload and rebound damping.

Rear Wheel Travel

125 mm / 4.9 in

Front Brakes

2 x ō320 mm discs, 4 piston caliper

Rear Brakes

Single ō260 mm disc,  1 piston caliper

Front Tyre

120/70  ZR17

Rear Tyre

190/5ZR17
Wheelbase 1463 mm / 57.6 in
Seat height 810 mm / 31.9 in

Dry Weight

200 kg / 441 lbs

Fuel Capacity 

15.5 L / 4.1 US gal

Fuel Reserve

3.3 L / 0.9 US gal

Consumption Average

4.6 L/100 km / 21.7 km/l / 51.0 US mpg

Standing ľ Mile  

13.4 sec

Top Speed

189.9 km/h / 118 mph
Review  Motorcycle.com


The Aprilia Mana was the first Naked with the SportGearģ sequential transmission to enter the market. The Mana GT 850 ABS is the most versatile motorcycle with the most complete range of technical equipment that focuses on the concept of safety and comfortable riding. The sequential/automatic transmission, radical brake calipers, upside-down forks, half-fairing and adjustable windshield are matched with a refined chassis that guarantees relaxed, safe handling on all road surfaces. The 16-liter tank is located under the saddle in a lower position to distribute weight more evenly and lower the bikeís center of gravity, making it incredibly light and easy to ride. Where the tank would normally be is occupied instead by an illuminated storage compartment lined with non-slip, non-scratch material and big enough to hold a full-face helmet as well as a mobile phone holder and a 12V-power socket.

VERSATILE AND MULTIFORM, THE APRILIA MANA 850 GT IS THE MOST COMPLETE MOTORCYCLE ON THE MARKET. INTELLIGENT, INNOVATIVE, COMFORTABLE WITH A UNIQUE ON-THE-ROAD FEEL THANKS TO ITS SPORTGEAR TRANSMISSION, IT OFFERS ALL THE ADVANTAGES OF THE MANA WITH AN EXTENDED RANGE OF USE.

Review by Motorcycle.com

Well, I didnít really expect the Aprilia Mana 850 GT to be much of a sportbike, but it is. Amazingly enough, when we set off into the sunset back down Ortega Highway toward civilization after a nice day riding, we didnít get stuck behind a single cement mixer or weaving pickup or any vehicles at all Ė completely unprecedented Ė which meant we could set our own pace through all those fast, smooth sweepers. The Mana settled into a surprisingly swift one.

Horsepowerís not really a requirement on a road like Ortega, and the Manaís dyno-derived 54 at 8000 rpm felt like enough. It is an Italian V-Twin after all, and it even hangs from a steel trellis frame. Steeringís neither too light nor heavy, and fast enough. Homo erectus ergoes and an aluminum handlebar put you in total control and, yeah, the faster I rolled into the corners, the more the Mana reminded me of a nice freight-train Ducati, before they went all Panigale on us. If you were expecting low-rent scooter tires, youíll be surprised to find Dunlop Q2s, in full-on 180/55 and 120/70 sportbike sizes on the Manaís rims. The forkís not adjustable, but it is a firmly sprung 43mm inverted unit, and the rear end plays right along.

The gearbox is, weirdly enough, the thing that really makes the Mana such a fun sportbike. You can leave it in full auto (Touring, Sport, or Rain) and just motorboat along. The other thing you can do, with the push of your right thumb, on the fly, is put it in Sport Gear, and shift the 7-speed for yourself. The Manaís got thumb paddles for your left thumb and forefinger. I never cared for them on a motorcycle personally Ė my hands have enough to do. What the Mana has that the others donít is a shift lever for your left foot, as Allah intended, allowing toes to shift virtual gears if youíre not keen on paddles.

Itís a continuously variable íbox like scooters have used since the ancient Greeks, but controlled by the miracle of modern electronics instead of spinning weights and springs. Scare yourself with what feels like too much speed into a corner, and all you need to do is tap down on the shifter, no clutch required. Engine braking increases one-seventh, and the fact that itís a belt means thereís no lurch at all Ė you just slow down a bit, smoother and more controllably than by dragging a little rear brake. Downshift leaned way over if you want, no drama. Upshifting at corner exits is just as smooth, instantaneous and lash-free.

Thereís no tachometer, but in Sport Gear mode, three sequential yellow lights followed by a red across the top of the dash tell you when to shift. Very racy, easy to see, and quite Ducati-ish sounding. The CVT belt is super-efficient, but itís incapable of transmitting any harsh to your buzz. Itís not going to be the hot set-up for drag racing; you canít really blast off from a start. But the CVT makes the Mana sneakier fast than it seems; lots of expensive Orange County automobiles grow quickly small in the Manaís mirrors when the light goes green, without really trying.

For curvy-road use, I was surprised how capable the sensible commuter-appearing Mana turned out to be, the classic MTV video librarian in the cat glasses and tight bun who transforms into the opposite of the girl next door. Some might find the Honda NT700V more appealing as an overall package. Each to his own, I suppose. I find the Italian bike far, ahhh, sexier and more fun to ride.

2010 Honda NT700V vs. Aprilia Mana 850 GT ABS

Speaking of which, though the siren song of the maxi-scooter becomes harder and harder to resist as one grows old and gray, the nearly equally convenient Manaís a life-affirming motorcycle that tells the world youíre still capable of straddling a thing, not a rolling admission that youíve given up all hope and have stored your manhood in the underseat compartment next to the Depends and oatmeal. I kid, but only a little.

The Mana shows you can still get your right leg up, at least. The seatís not exactly low, at just over 32 inches, and itís more firm than plush. Which turns out to be less a problem since my butt is lately more plush than firm. It all works out, doesnít it? You can dial back the preload out back with the handy knob, and adjust rebound damping with a penny. This bike is user friendly. The airflow over the windscreen can be turbulent; you can cut it down or swap it out easily enough. On chilly days, itís way better than nothing, and the shape of the gas tank pushes air around your thighs, too. There is a little vibration above 85 or so, more through the footpegs than the bars, noticeable but to me not at all objectionable.

Itís no Burgman trunk, but the Manaís helmet-shaped (ie. rounded on the bottom) storage compartment is designed to be able to hold a helmet. I couldnít get any of my sized-large full-face helmets to fit, but lids from other staffers were able to be squeezed in, and open-face ones fit easily inside the 15-liter (approx.) cavern. Sadly, there are no external helmet locks. You can fit a couple bottles of wine, a quart of milk and a pound of Trader Joeís Dark Roast, no problem. Remove the plush liner and thereís a drain plug in the bottom, in case you need to transport iced-down beverages or fresh-caught salmon maybe. Thereís also a 12V outlet and a light, and even a little hydraulic strut to hold the lid open.
This older Shoei X-SP size L fit, but any full-face with a spoiler or wing on back seems to not quite make it into the Manaís maw. Two bottles of wine and a bag of Cheetos are no problem.

This older Shoei X-SP size L fit, but any full-face with a spoiler or wing on back seems to not quite make it into the Manaís maw. Two bottles of wine and a bag of Cheetos are no problem.

A little bit of storage on a motorcycle goes a long way, and beats schlepping a backpack wherever you go, though unfortunately my 13-inch laptop wonít quite fit either. Meanwhile, the fuel tankís tucked away at the rear, doing its job holding 4.2 gallons and keeping the cg low, and passing gas to the single 38mm Marelli fuel injector body at the rate of about 46-48 mpg. Fully fueled, the Mana weighs about 530 pounds.

Yup, $11,199 is not cheap, but not only is the Mana a unique motorscooter (literally), itís also very well turned out with braided steel brake lines, two-channel ABS for those of us who donít like linked brakes, Brembo brake calipers, cool wheels, really nice suspension and a general level of thoughtful put-togetherness that makes the Honda NC700X copy feel a bit cheap. Which it is compared to the Mana: The dual-clutch automatic Honda with ABS retails for $8799.

The Mana does almost everything better than the Honda, including make you feel sort of cool to be seen with it, and if the Hondaís DCT is a bit more technologically advanced, the Manaís old-school CVT and its Sport Shift are surprisingly competent. According to the maintenance schedule, the Mana requires service every 12,000 miles or so. How hard could it be? There are four valves per cylinder also, and one cam, with screw-and-locknut adjusters.

Apriliaís been producing the standard Mana 850 since 2008, and created the GT version in 2010 by adding the fairing and antilock brakes. Seems like they may have improved its suspension, too, since we didnít experience any of the wallow or sidestand grinding Pete complained about on the naked Mana in 2009. Our bike consistently returned at least 46 mpg, too, as opposed to the 40 Pete got.

Iím not sure how Iíve only just now gotten to ride the Mana, but Iím glad I did. The Piaggio Group continues to make some of our very favorite motorcycles. Add this one to the list alongside the RSV4, the Tuono, the Moto Guzzi Griso, the V7 Racer, the California 1400, the MP3 Ö along with them, the Mana feels like one of the best-kept secrets in motorcycling. Scootering. Both.