2008 Ducati Monster 696: MD First Ride

The littler Monster has received the biggest upgrade in the 16-year-old Ducati Monster history. Almost everything is new, and Ducati launched the new 696 big in Barcelona.

Ducati launched the new Monster design in Milan in 2007. People all over the world have an opinion on the way a Monster should look and the new design has received passionate responses pro and con. No doubt that the design is one of the most important things about a Monster, but we are going to leave that bit for you to decide.

One thing is quite sure, and that is the new Monster 696 is different than its predecessors. Several key areas such as handling and brakes have been improved. With a revised L-twin engine, new chassis and new styling the Ducati engineers managed to bring the weight down to a claimed 161 kilograms (354 lbs.) - 7 kilograms (14.5 lbs.) down from its predecessor.

The lightness is really impressive, and together with the increase in maximum engine output to 80 Desmo horsepower it is evident that this motorcycle is a joy to ride!

Barcelona is a fun town to be in, so to ride a fun bike in a fun city was the theme of the day. We started out by heading out to various photo locations within the city itself. Luckily, the lead Ducati rider knew the art of filtering so we got to try the filtering (lane splitting) abilities at the same time. Because the Monster 696 keeps such a low profile and due to its narrowness filtering is child's play.

Being relatively tall, the ultra-low 770mm (30.3 inches) seat height could easily have been one of the things that I would not like on the bike. But on the contrary, on the Monster 696 this is perfect. The minimalist exterior matches the feel of riding something small and easy. If you live in the city, ride a scooter or just want a second bike that is almost as easy to use as twist-and-go scooters, the 696 is one of the best options available in 2008.

The start up procedure is quick and you're on your way in seconds. The new air box has a large 10 litre volume that helps torque, and the throttle response is aided by sophisticated engine mapping. The 15 litre fuel tank is hidden under the tank panel that can be replaced for customisation.

The 696cc L-twin Desmo has the great and lovable character of much larger engines, but never intimidates. If you want to play, it will play all day long. If you just want to chill out on a Sunday morning it will cruise with therapeutic L-twin vibes always ready.

After our samplling of city traffic, we headed into the hills surrounding Barcelona. In Barcelona, you have ready access to miles-and-miles of these amazing roads you usually have to spend hours to get to from many other large cities. The pace was upped and the handling was put to its test. First I noticed how quick the 696 steers from left to right. The 160/60-ZR17 Bridgestone BT56 rear tyre contributes a lot to the willingness in this area. I could carry huge lean angles as easy as nothing, and the tires felt planted to the tarmac.

The highly advanced tubular trellis frame comes with Desmosedici technology and it is not only strong, it is very light, as well. The front suspension is a 43mm USD Showa fork, while Ducati has used a Sachs rear monoshock. One aspect of the Monster 696 that I could benefit from instantly is the great feedback given back to the rider. I could push much earlier than I had anticipated. Then you have the radial Brembo set-up. It's probably pure overkill on this lightweight bike, but very reassuring as the chassis and tires easily cope with the stopping power.

Grab a bit of clutch in first and up the front wheel comes, too. Out on the motorway heading back into Barcelona, the mirrors worked in a very un-Ducati-like fashion. I could actually use them without seeing too much of my elbows or the blur of vibration.

Going up the six-speed gearbox there's sometimes a hesitation between first and second gear. No doubt these bikes were brand new, and other than that the gearbox was fine. One of the huge positive surprises was the light clutch action. The clutch is so light that frequent use in the city doesn't put much strain on my left hand.

The new instruments are very advanced with a host of features such as clock and temperature. Center to it all is the digital Desmosedici style rev counter.

Conclusion: At the end of the day I was left with an impression that Ducati has taken care of every possible issue and that the 696 in effect is the new Monster. I am pretty sure that parts of this design will soon make their way to the other Monster models, as well. If Ducati is clever, they'll leave the S2R alone and add it to the Sports Classic range, though. The M696 is very light, very easy to ride and more powerful than the predecessors. Guess all that is left for me then is to say well done Ducati. Mission accomplished.

+
Light
Handling and brakes
Easy to use clutch
-
I hit neutral unintentionally a couple of times during the test

2008 Honda DN-01: MD First Ride

Since we first saw the prototype a few years ago at the 2005 Tokyo
show, we had the feeling that the DN-01 was not just a futuristic
design exercise. It seemed like its intent was to find a home for the
new electrohydraulic HFT (Human Friendly Transmission), a transmission
that was gaining success in the world of ATVs, in a decidedly
unconventional motorcycle. Last year the production version debuted,
and it will be arriving in dealers (not in the U.S., for the moment)
with a 680-cc water-cooled v-twin engine derived from the Deauville
motorcycle. Aesthetically, the design of the final production version
is nearly 100-percent faithful to the first concepts.

Honda HFT Transmission

HFT Automatic; the secret

Well, we aren't going to go through a complete technical breakdown
here, the result of which would be a particularly complex discussion of
continuously variable transmission design. This Honda link
will tell you about the HFT technology if you are interested. Here we
intend to be more practical, and start by answering the question you're
all asking: does it work? The answer can only be a resounding yes.
Start the engine; press a button on the right marked "D". As soon as we
give the bike any throttle the "N" light goes out and the "D"
illuminates. We accelerate away as we would on a scooter. There's no
need to worry about a clutch lever or foot-operated gear selection
because those things don't exist on the DN-01.

What? We want to accelerate harder? Well, we'll have to press a
button at our right-hand fingertips. Once pushed an "S" illuminates
(for Sport) instead of an "N" or "D". It's quite clear that we're in
"S" mode when we open or close the throttle, because we can clearly
sense the electronic brain that controls the bike reacts more quickly
to our throttle inputs. In either case, there is clearly something
different going on here than anything we've ever experienced in a
megascooter: there is a distinct sense of connection between the
throttle and the rear wheel missing from most scooters.

When it's time to stop, you can press the right button to bring the
"N" onto the display. And as if by magic, we can now rev the
twin-cylinder engine without moving (or holding the brake). It's in
neutral as on any other bike.

It's also a manual!
Yes, the automatic mode works as advertised, and it works very well.
But since man cannot live on comfort and practicality alone,
particularly a man accustomed to two-wheeled vehicles, the bike offers
a playful side that appears once you press the button next to your
right index finger. Do so, and a number representing the gear we're in
appears on the right side of the screen. We're now in the manual mode,
where six preset ratios are at our command, except when we ask for a
gear that isn't rational. For example, at just 30 kilometers-per-hour
(18 mph) we can select fourth or fifth gear, but not sixth as the
bike's brain has determined that doing so will severely bog the engine.
Nor will the bike allow us to overrev the engine by selecting too low a
gear.

Manual mode allows you to safely downshift for acceleration or
deceleration. Something you probably do every day with your bike, but
the DN-01 does so without use of your hand and without a clutch. It's
all very video-game-like, but in reality the bike doesn't allow for
rider mistakes or strange behavior.

As also happens to automatic scooters that have preset gear ratios
(for example, the Suzuki Burgman 650), in practice one just ends up
leaving the bike in the automatic mode that most suits you, and that's
it. One last peculiarity: if we maintain a steady pace, the system will
eventually adopt he highest gear possible (lowering RPMs) to maintain
the selected speed. This is excellent for reducing fuel consumption and
emissions, in terms of both CO2 and sound.

Not just a gearbox

The DN-01, whose name is an acronym for "New Dream", brings much more
than an electrohydraulic gear shifter. The bike's design is futuristic,
but it has some features that reflect the "motorcycle of tomorrow" from
a decade ago. The aesthetic weight rests on the front end. Viewed from
the front, the design is aggressive and shark-like, with two
ellipsoidal and multiconvex headlamps leading the charge. The
windshield is low, clearly an aesthetic decision. The truth is that it
could be higher, but making it larger would ruin the style, and Honda
has been very careful with styling the DN-01.

Looking
at the bike from behind, the look is one of elegance and restraint, in
contrast with the front. This is a bit of a curiosity.

The chassis is a conventional double-cradle made of steel tubing,
but it is solid and does not flex as much as one might think given the
long overall length (the wheelbase is enormous). When we sit in the
wide saddle with our feet forward (on a cruiser-like footrest), and
with our hands held high and apart, we might think the bike is a
boulevard motorcycle and nothing else. Nothing could be further from
the truth.

All it takes is a slight hint of a turn (as if it was a car). The
incredibly low center of gravity does the rest, and the DN-01 takes the
corner without complaint. Only a few lightweight cruisers have these
moves, but they can't match the DN-01's stability at speed. We have to
consider that the suspension and brakes are those of an ordinary
motorcycle, and that the wheels are more like those of a sportbike than
a bike adorned in chrome.

Speaking of braking, the DN-01 incorporates a powerful and
unflappable system combined with the latest generation of ABS. We don't
like the bulky rear brake pedal, and the footrests rub as soon as we
lean the bike over, but they do fold easily. There isn't much to say
concerning the engine, and with the exception of the transmission
there's nothing here that we haven't previously seen. The engine has an
adequate amount of power to move the 270-kilogram (594 lbs.) bike with
two persons aboard to legal speeds with smoothness, low fuel
consumption and low maintenance.

What is it for and for whom?

These are questions that require some thought before we can reply.
Well, Honda asked us not to immediately compare their new product to a
scooter, a cruiser, or a sportbike, but to do so only after thoroughly
familiarizing ourselves with what it is, how it works, and above all,
its target audience. We were asked to try not to judge the new bike
based on the parameters used for scooters, cruisers, or sportbikes.

Let's break this down. A megascooter is not a direct competitor.
Megascooters have always placed a priority on a much larger load
capacity, and they've always had many more practical details (like
storage boxes or power outlets). Next to the DN-01, maintaining a
scooter requires more work; the DN-01 never requires one to change
belts or clutches.

If we compare the DN-01 to a cruiser, which with few exceptions are
equipped with a dazzling design and are highly customizable, the DN-01
looks the way it is going to look -- take it or leave it -- color
choice notwithstanding. But, in one sense, the DN-01's transmission
makes a mockery of any custom motorcycle, be it American, Japanese, or
European.

Sportsbikes are more agile and powerful, as are the majority of
motorcycles with medium or high displacements, but they are not as
unique as the DN-01, nor as easy to ride. Should you seasoned riders
think you're not going to like the relaxed nature of the HFT, suspend
judgment until you've ridden it for a few kilometers.

So what is it? It's a new product for a new audience. It may end up
being bought by the same people who first bought an iPod, or a
refrigerator with a crushed ice dispenser, or a plasma screen HD 1080
for the dining room of their home, of course linked to a Blu-Ray
player. This early-adopter might not have even thought about
motorcycles until they saw pictures of the DN-01 in design and
technology magazines, or on the internet.

It is to this audience that we state the DN-01 works very well, and
it doesn't require a degree to operate (you can get started without the
aid of your instruction manual). It doesn't have any space for a
MacBook Air (you'll have to bring your trendy laptop case), nor will it
recharge your iPhone. Perhaps a second generation (a hypothetical
DN-02, or DN-01 version 2.0), might have these features, but we have no
doubt that the HFT will eventually find its way into a wide range of
models . . . and deservedly so.

IN FAVOR:

Advanced Technology

Refinement

Unique ideas

Comfortable

Manageable handling

AGAINST

Mirror location

Driving Position

Only adequate power

Lacks space for cargo

2009 Kawasaki KLX250S: MD First Ride

Despite an overall downturn in motorcycle sales, interest in dual
sport bikes is continuing to rise. The reasons? That is difficult to
say with any precision, but these bikes serve a number of market
targets. The lower displacement 250cc bikes appeal to beginning riders,
returning riders, experienced riders seeking a second bike and
commuters. The price point of the bike we test here, $4,899.00, is
another reason for interest in this category.

Changes to the KLX250S for 2009 are not necessarily large in number,
but they are significant. The KLX250S has better power this year as a
result of a revised exhaust system and new carburetor settings. Gear
ratios were tightened by moving sixth gear closer to fifth. Cooling is
improved with a new radiator design as well.

A slightly steeper steering head rake is said to improve both
stability and turning. A new, stiffer swingarm with much nicer chain
adjusters rounds out the chassis changes.

The suspension is revised with new damping settings and a new rear
linkage (to compliment the new swingarm). Those suspension pieces hold
wheels with beefer spokes and new petal-styled disc brakes (including a
larger 240mm disc up front). Ergonomics get tweaked with
higher/straighter handlebars and a revised seat shape featuring firmer
foam.

A trick new digital instrument panel is very legible, and features a
sweeping tachometer, speedometer, clock, odometer, and dual trip meters.

Kawasaki invited us to Death Valley here in Southern California for
a surprisingly intense press introduction that sent at least one
experienced journalist back to paved roads when he decided the off-road
course was a little bit too tough.

Death Valley should be famous for a lot of things, but it is really
only famous worldwide for one thing. Heat. We stayed at the
appropriately named Furnace Creek Inn near the heart of the valley but
traversed many of its paved roads and unpaved trails (primarily, the
latter) throughout a day of riding that seriously challenged the skill
of the journalists as much as it did the competency of our mount.

After a short stint on paved roads, we immediately dove onto trails
full of rocks of various sizes and shapes (including some of the large,
jagged-edge variety). If you weren't comfortable having your bike slide
around beneath you (including the front contact patch, from
time-to-time), this was a pretty hairy trip. After hours of this stuff,
I wondered how yours truly (weighing in at 210 pounds on a good day)
had not experienced a pinch flat. I found out that Kawasaki had
inflated the dual sport tires to in excess of 20 PSI, both front and
rear. Not a bad thing on the street, I suppose, but a prescription for
dicey traction on the silty, hard-packed trails we would ride later in
the day.

Given my personal background on dirt bikes, I suppose I felt more
comfortable than most during this ride. Frankly, I thought it was a
blast . . . one of the best press intros I had ever attended.
Nevertheless, I had a couple of close calls when I "lost the front"
trying to change directions on the loose shale beneath me.

Overall, the new KLX250S acquitted itself extremely well. It wasn't
too long ago that a fast rider of my girth would bottom the suspension
of a typical dual sport repeatedly, and frequently, on a ride such as
this one. I don't know that I bottomed the fork or the shock on the
KLX250S all day long. Despite this, the suspension felt plush and
controlled . . . soaking up the frequent square-edged bumps (despite
the high tire pressures) without much complaint.

I would normally want more spring preload in the rear shock, given
the fact that I outweigh the target customer significantly. I opted to
leave the rear shock alone when I started the press ride, and I did not
feel that I had any steering issues despite this. The KLX250S displayed
good stability and solid turning capability throughout the day. Despite
the overly high tire pressures (and the occasional front end slide),
the bike felt like it was balanced well, with the right distribution of
weight between front end and rear end. Part of this may be credited to
the change in front end geometry. Whatever the reason, it was hard to
fault the handling of the KLX250S while riding terrain that would leave
the typical dual sport (and its rider) begging for mercy.

The transmission shifted reliably, and presented no issues. At
times, I felt like I could use a stronger brake up front on paved
sections (which is fairly typical for a dual sport, with its relatively
small front disc), but braking was solid and predictable off-road (when
I could get the front tire to bite).

Not surprisingly, the 278 pound KLX250S felt light and nimble. The
seat height also seemed shorter than most dual sports (and at 35
inches, it is) allowing me to get my feet flat on the ground at rest,
and to "dab" when needed on tight, slippery trails.

Despite five hours, or so, in the saddle I couldn't complain about
the seat, either. The width and density of the foam seemed a good
compromise between off-road and street comfort, but as stated, we spent
little time on the road. If you use this bike primarily as a commuter,
you might want a different, after-market seat that is a bit wider and
firmer.

Engine power was very good. The powerband was broad, and despite the
relatively short gearing, the KLX250S was comfortably able to maintain
70 mph on the highway. Overall, I would say power is down a bit on the
new Yamaha WR250R
we tested a little while ago, and the Yamaha could carry higher speed
on the street, but there is a fairly significant price difference (the
Yamaha being $1,000 more expensive).

Still carbureted, but relatively affordable, the Kawasaki KLX250S
receives a good dose of performance and refinement for the 2009 model
year. The bike is fun, and extremely capable off-road. It also features
one of the nicest digital instrument panels available on a dual sport
bike. Available in either Sunbeam Red or Lime Green, the 2009 Kawasaki
KLX250S retails for $4,899. For additional details and specifications,
visit Kawasaki's web site