Four stroke, longitudinal 90°V 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 Ø38 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
Ø43 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 Ø320 mm discs, 4 piston caliper
Rear Brakes
Single Ø260 mm disc, 1 piston caliper
Front Tyre
120/70ZR17
Rear Tyre
190/55
ZR17
Wheelbase
1463 mm / 57.6 in
Seat height
810 mm / 31.9 in
Dry Weight
200 kg / 441 lbs
Fuel Capacity
15.5 Litres
/ 4.1 US gal
Fuel Reserve
3.3 Litres / 0.9 US gal
Consumption Average
4.6 L/100 km / 21.7 km/l / 51.0 US mpg
Standing
¼ Mile
13.4 sec
Top Speed
189.9 km/h / 118 mph
.
The Aprilia Mana
was the first Naked with the SportGear® 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 bike’s 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 didn’t 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
didn’t get stuck behind a single cement mixer or weaving pickup or any vehicles
at all – completely unprecedented – which meant we could set our own pace
through all those fast, smooth sweepers. The Mana settled into a surprisingly
swift one.
Horsepower’s not really a requirement on a road like Ortega, and the Mana’s 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. Steering’s 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, you’ll be surprised to find Dunlop
Q2s, in full-on 180/55 and 120/70 sportbike sizes on the Mana’s rims. The fork’s
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
Mana’s got thumb paddles for your left thumb and forefinger. I never cared for
them on a motorcycle personally – my hands have enough to do. What the Mana has
that the others don’t is a shift lever for your left foot, as Allah intended,
allowing toes to shift virtual gears if you’re not keen on paddles.
It’s a continuously variable ’box 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 it’s a
belt means there’s no lurch at all – 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.
There’s 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
it’s incapable of transmitting any harsh to your buzz. It’s not going to be the
hot set-up for drag racing; you can’t 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 Mana’s 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 Mana’s
a life-affirming motorcycle that tells the world you’re still capable of
straddling a thing, not a rolling admission that you’ve 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 seat’s not
exactly low, at just over 32 inches, and it’s 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, doesn’t 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, it’s 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.
It’s no Burgman trunk, but the Mana’s helmet-shaped (ie. rounded on the bottom)
storage compartment is designed to be able to hold a helmet. I couldn’t 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 Joe’s Dark Roast,
no problem. Remove the plush liner and there’s a drain plug in the bottom, in
case you need to transport iced-down beverages or fresh-caught salmon maybe.
There’s 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 Mana’s 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 Mana’s 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 won’t quite fit
either. Meanwhile, the fuel tank’s 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), it’s also very well turned out with braided steel brake lines,
two-channel ABS for those of us who don’t 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 Honda’s DCT is a bit more
technologically advanced, the Mana’s 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.
Aprilia’s 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 didn’t 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.
I’m not sure how I’ve only just now gotten to ride the Mana, but I’m 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 … along with them, the Mana feels like one
of the best-kept secrets in motorcycling. Scootering. Both.
Any corrections or more information on these motorcycles will be kindly appreciated.