Ridden: Aprilia Mana 850

When one glances at the 850 Mana you would be forgiven to think that this is an 850 twin, race derived Aprilia, capable of throwing you onto the tar should you make the smallest of errors, however beneath the gorgeous and somewhat intimidating design is a bike that is exceptionally easy to ride and is no more ferocious than your neighbors’ Labrador. However don’t be mistaken, this is not a fong Kong 125cc delivery scooter. In fact the 850 Mana incorporates unique engineering that enhances the riding experience.

The 850 Mana does not feature a conventional clutch, instead it features an automatic 7 speed CVT transmission with variable settings that can be adjusted on the fly. Above your right thumb is a mode button that allows you to change the gearbox settings from Rain, Touring or Sport. These different settings dramatically change the bikes personality and power delivery.

Because there is no clutch, novices can ride the 850 Mana easily if you treat it the same as a scooter. But due to that thumping twin, power delivery is strong so try to exercise some finesse when opening the taps, unlike that smoky old 125cc 2 stroke though the Mana is also capable of track riding and touring. On your left thumb below the handle bar is a little button for changing up gears when you want and you can also shift down using the button behind the left handlebar. When you come to a stop, the bike automatically engages neutral and when you accelerate, 1st gear is selected, even if you stopped for a split second. An advantage of having the 7 speed transmission is that you have the ability to change gears in the middle of a corner if you are track riding. This is much harder to do with a conventional manual transmission.

In sport mode the Mana ensures high RPM by selecting a lower gear for instantaneous power, whilst in touring the revs are kept down and only available when you really need them and in rain mode the Mana allows you to pull off slowly in order to eliminate rear wheel slip. It is ideal to use touring mode as the RPM’s are lowered therefore reducing consumption whilst still providing plentiful power.

Like a normal bike, there is also a gear selector for your left foot that you can use, however because it is an electronic selection, the lever does not click, instead it is a smooth movement. So although the Mana features an automatic transmission, Aprilia have ensured the rider with much control over the 7 cogs.

This might sound technical but don’t be put off, the Mana is very easy to ride and ergonomically very pleasing. The riding position is comfortable, featuring a soft seat and the handlebars are wide, providing sharp turn in. Also the brakes feature 320mm front discs and a 240mm rear, which is more than adequate. In fact you will find the same Aprilia brakes on the biggest bikes they produce, so stopping power is plentiful. Other features include a handbrake (as the bike is in neutral when off) and a boot where you would expect to find the gas tank. This boot is big enough for a helmet and is an important feature for the commuter market. Also in the boot we find a 12V power socket, ideal for charging mobiles etc, another feature not many bikes posses.

The overall ride of the Mana is very forgiving and comfortable, which it should be because of its aim in the market. This is in fact due to the upside down forks and trellis frame chassis. Power delivery is linear smooth and the idiot proof sportgear is an oddity on a bike such as this, but there is definitely a place in the market for it. In fact Aprilia have shown there use for engineering unique and original concepts.

Specifically this bike would be aimed at the person who wants a powerful commuter that also has the capability of touring through the country come Sunday morning. Although the fancy gearbox sounds technical, it makes this bike very easy to handle and very manageable. Don’t be taken in by the menacing looks, the Mana is designed not to be intimidating to ride.

If you are tired of riding underpowered scooters and commuters, I highly recommend the Mana 850. The combination between Italian styling and engineering with everyday practicality and ease of use makes it a very rewarding bike. You can buy a new Mana for around R113, 000 and a demo model for around R100, 000.

Pros:

Usability

Unique gearbox

Ride characteristics

Practicality

Looks

Cons:

Price

Ridden: Suzuki GSX-R 750 2010

When I collected the GSX-R 750 from Suzuki I promised I wouldn’t rack up too much mileage on this brand new model, however I must admit it has been extremely hard for me to keep my grubby hands off of this superb bike.

I climbed aboard the 750, engaged the clutch, kicked up the stand, flicked on the ignition switch and the excellent instrument display fired up in an array of colours. I hit the start button and the 4 cylinder 16 valve 750cc motor hummed into life.

Suzuki GSX-R750 Lean Angle

As I let the motor warm, I engaged mode C from the thumb operated mode switch on my right and proceeded into the streets of the city, where I soon decided that mode C had to be replaced with mode B. This changes the fuel mapping and gives you more power.

As the astonishingly smooth and refined motor climbed past 6000 RPM I decided that mode B should be replaced with mode A, obviously further changing the fuel mapping giving you 110KW’s of power! All of a sudden, what seemed like a civilized sports commuter erupted into a screaming racer and propelled me forth into oblivion leaving everything behind me in 1956.

Suzuki GSX-R750 Lean Angle

What was once a smooth and quiet exhaust turned into a howling demon as the speed climbed dramatically. In fact the speed increased with the vigor and determination of a 50. Cal bullet. I soon found myself many many Kilometers from home. I tried to pry my hands off the handlebars but a primeval instinct took over. Eventually I had to engage mode C to save petrol and make it home before hurricane ‘face ripper’ arrived.

Once I arrived home in the pouring rain (again), I phoned an old mate of mine who used to make fake ID’s when I was in school, and asked him if he could get me some fake passports as I planned to escape to another country with my new found love. However after that planned failed I came to the realization that I would have to buy a GSX-R 750 myself.

Suzuki GSX-R750 Lean Angle

This superbly balanced bike incorporates the best of both worlds. 600 sport bikes handle well and are manageable whereas the bone crunching power of 1000’s makes life scary. With the 750 you are able to have the poise and balance of a 600 with almost the full fat power from the litre class. This is the ultimate track weapon, a refined smooth, poised and elegant race machine possessing the power to shift you into the next galaxy.

I enjoyed experiencing the various mode settings for different riding styles and I love the instrument cluster which shows which gear is engaged. Something which I find is very necessary. The GSX-R 750 also features titanium valves and varied fuel injection compared to the K6 which allows for meaty mid range power. However below 6000rpm this Gixxer is very tame.

Ride characteristics have changed slightly from the K6 as there is more flex in the chassis, the wheels are slightly lighter, decreasing unsprung weight, the wheelbase is 5mm shorter and the overall suspension setup is on the soft side, but do not be mistaken, this bike handles flawlessly and provides the rider with much feel. My only criticism is that the foot pegs are placed slightly high up for riders with longer legs, however I am 196cm’s tall so it might just be me.

Suzuki GSX-R750 Crank Motoring

This very smooth and well engineered bike comes in fantastic colour schemes and it is very easy to see why it is one of the best sport bikes on the market. If I had the cash I would certainly have one. Even though hurricane face ripper rears its ugly head every time I put my leathers on.

I would like to say thank you to Suzuki S.A. for this opportunity to ride this fantastic bike.

The price of the new GSX-R 750 is R118 000. Worth every penny!

Here are the features and specifications:

Engine Features:

32 bit ECM features 1024 kilobytes of ROM for maximum engine performance working in conjuction with the new S-DMS engine management system

Aluminum clutch cover and oil pan feature internal ribs for increased rigidity and reduced engine noise

Compact 4-stroke, 4-cylinder, liquid-cooled engine designed for optimum combustion efficiency and maximum power delivery

Crankshaft and transmission shafts are positioned to create a compact engine design and the engine itself is rotated slightly forward in the chassis allowing for straighter and shorter intake and exhaust ports

Crankshaft features forged steel construction and a secondary balancer shaft for reduced vibration at high rpm.

Cylinder head with narrow valve angles creating a compact combustion chamber design, 12.5:1 compression ratio, large intake and exhaust ports for optimum intake and exhaust efficiency and new Iridium spark plugs

Electronic fuel injection system features Suzuki Dual Throttle Valve (SDTV) system – with dual fuel injectors per cylinder and new compact 8 hole, fine spray injectors for improved fuel atomization.

High capacity large trapezoidal-shaped radiator provide efficient engine cooling – includes compact cooling fan assembly designed for improved air flow

High volume Suzuki Advanced Exhaust System (SAES) with an innovative under engine chamber leading to a large volume muffler with a distinctly shaped triangular silencer

Hydraulic cam chain tensioner automatically adjusts while reducing noise and mechanical losses.

Ignition coil outer diameter is smaller for reduced weight and the starter motor uses new rare earth magnets for a compact lightweight design

Lightweight forged aluminum alloy pistons with short skirts, cut away sides and an anti-friction surface finish along with shotpeened chrome-moly steel connecting rods for improved strength

Lightweight titanium valves with steel alloy springs and aluminum spring retainers operated by thin-wall hollow camshafts to reduce weight and inertia

S-DMS engine management system allows the rider to choose from three engine settings to match riding conditions with a handlebar mounted switch

SRAD ( Suzuki Ram Air Direct) force feeds cool, pressurized air into the airbox at highway speeds, improving engine efficiency and throttle response

Suzuki Idle Speed Control (ISC) system for improved cold starting, consistent idle quality and reduced emissions

Under deceleration the back torque limiting clutch reduces pressure on the clutch plates for smoother downshifting and corner entry

Make Model	Suzuki GSX-R 750
Year	2010
Engine	Liquid cooled four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
Capacity	749
Bore x Stroke	70 x 48.7 mm
Compression Ratio	12.5;1
Induction	Fuel Injection 42mm
Ignition  /  Starting	Digital transistorized  /  electric
Max Power	148 hp 110.3 KW @ 13200 rpm
Max Torque	86.3 lb-ft 8.8 kg-m @ 11200 rpm
Transmission  /  Drive	6 Speed  /  chain
Frame	Twin-spar aluminum alloy
Front Suspension	Inverted telescopic, coil spring, spring pre-load fully adjustable, rebound and compression damping force fully adjustable
Rear Suspension	Link type, oil damped, coil spring, spring pre-load fully adjustable, rebound and compression damping force fully adjustable
Front Brakes	2x 320mm disc 4 piston calipers
Rear Brakes	Single 220mm disc 1 piston caliper
Front Tyre	120/70 ZR17
Rear Tyre	180/55 ZR17
Seat Height	810 mm
Dry-Weight  /  Wet Weight	163 kg  /  198 kg
Fuel Capacity	17 Litres

Ridden: KTM Super Duke 990

KTM has dominated the 2 wheeled dirt scene for many years now and it is only until recently that they have started to venture out to produce road going bikes. Some critics argue that their road bikes have a distinctive MX feel about them however with super machines such as the RC8, KTM have struck a chord with the most hardcore circuit racers.

The 990 Super Duke is a supermoto influenced street fighter as I like to call it. This monstrous V twin has been to anger management and now delivers a very smooth 88Kw’s of power and 100 Nm’s of torque but this still allows eyeball exploding acceleration. The V-twin is linked up to a creamy 6 speed box and a very silky clutch operation. This combined with the comfortable seat means you have the ability to run with Superbikes on Sunday morning but the everyday comfort and practicality to handle rush hour as well. The rapid acceleration is due to the light flywheel which spurs the rider to constantly open the taps. The surge of torque through your body soon becomes habit and one cannot help but lean forward and gear down to 1st as the bike propels through the neighbourhood. The Twin exhaust pipes grunt and grumble reminding everyone else that this naked bike means business.

This V 75° twin also comes with more power and adjusted suspension as an ‘R’ model for more aggressive riders. This model allows for a combination of comfort but enhanced performance, however the original 88Kw standard Duke is more than enough fun for the average rider. The duke also comes with fantastic Brembo brakes (320mm front discs, 240mm rear) that are able to bring you to a very rapid halt whilst crushing your testicles to dust on the gas tank.

The 18 liter gas tank has a realistic range of 230km’s which includes riding in traffic as well as the open road, this is fairly good economy as you can expect superbikes to be worse.

This charismatic naked KTM leaves its entire superbly engineered interior on view to the public which ads a new spectrum to the exquisitely styled fairings and body. The white rear suspension combined with Italian black wheels and the traditional Orange over coat enhances the Super Duke’s very muscular stance. Wherever you ride, there are always onlookers gazing at every angle of this unique design. KTM certainly has shown other manufacturers a thing or two in the styling department. The color combinations have also grown in variety for the 2010 range.

The factory suspension set up on the KTM allows for a smooth ride over uneven surfaces but also allows for good communication through to the rider as to what the bike is doing. Under hard braking over uneven surfaces the suspension copes well to keep the bike stable and the rider grows in confidence with the cornering ability of the Duke. The wide grip handlebars allow for quick turn in and the turning circle is good which helps when splitting traffic.

The analog rev counter teamed up with the digital display is compact and well set out, however I’d prefer a more refined rev counter as this unit seems to be stubby and hard to read when glancing quickly, my only other criticism of the Super Duke is the low RPM shake inherent on any single or twin cylinder motorcycle.

The compact space frame allows for a short body design but elongated black swingarm whilst focusing on mass centralization giving the rider more freedom on a track. I cannot emphasize how much fun the Super Duke is, perhaps it is the combination of Supermoto attributes with a powerful motor and superbike tires. The 990 Super Duke appeals to a wide variety of people and is the most fun anyone can have with their pants on.

his bike combines a very versatile design with a fantastic motor for all conditions and if I were in the market for a bike I could use everyday as well as on Sunday morning through the mountains I would certainly give this KTM a spot in my garage. If you ever wondered what the fastest way is to get from point A to B in the real world, this is it.

Specifications:

Make Model	KTM 990 Super Duke
Year	2010
Engine	Liquid cooling, four stroke, 75°V-twin cylinder, DOHC, 4 valves per cylinder
Capacity	999.8
Bore x Stroke	101 x 62.4mm
Compression Ratio	11.8:1
Induction	Electronic fuel injection
Ignition  /  Starting	-  /  electric
Max Power	88 KW 120 hp @ 9000 rpm
Max Torque	100 Nm @ 7000 rpm
Transmission  /  Drive	6 Speed  /  chain
Clutch	Wet multi-disc clutch, operated hydraulically
Frame	Tubular Chromoly space frame powered coated.
Front Suspension	48mm WP Upside down adjustable, 135mm travel
Rear Suspension	WP shock, fully adjustable, 160mm travel
Front Brakes	2x 320mm discs 4 piston calipers
Rear Brakes	Single 240mm disc 1 piston caliper
Front Tyre	120/70 ZR17
Rear Tyre	180/55 ZR17
Seat Height	855 mm
Dry-Weight	184 kg
Fuel Capacity	18.5 Litres

Pros:

Usability

Design

Power

Cons:

Low RPM shake