2009 Ducati Desmosedici Monster Concept

A streetfighter Casey Stoner would ride!

By Kevin Duke, Jul. 08, 2008, Photography by Luc1

Ducati’s road-going MotoGP replica, the Desmosedici, is the raciest street-legal machine ever available to the public. Its GP-derived 990cc V-Four motor kicks out around 200 horsepower to the rear wheel, creating a top-end surge of power that inhales run-of-the-mill literbikes.

But behind the Desmosedici’s aerodynamic bodywork is a riding position that is kindly referred to as “committed.” The less-limber among us would describe its ergos as “torturous.”

But what if you could get that gloriously devastating motor in a naked sportbike with upright ergos? Well, the Ducati factory briefly toyed with this fanciful idea, according to European contributor Tor Sagen who commissioned this photo rendering from Italian designer Luc1.

“We have called it the Monstersedici,” explained Sagen. “In the world of B-Kings, Vmax and Brutales, such a concept wouldn't be too way off, and that's why Ducati actually did a small study of such a concept.”

Not surprisingly, any plans for a production bike were nixed by the enormous costs of producing the Desmosedici’s exotic and hand-built V-Four engine.

More likely to enter production, however, is a Monster stuffed with the 1098’s V-Twin motor, which may debut as soon as this fall’s Milan show.

“Ducati would not give us any official comment on this story,” said Sagen, “But off the record, one of my sources stated that he wouldn't buy such a bike because it would have too much power. Any Suzuki B-King owners or potential Yamaha Vmax II buyers that beg to differ?”

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2009 Yamaha RD350 Concept

Could this be the return of the two-stroke sportbike?

By Kevin Duke, Jun. 13, 2008, Photography by Oberdan Bezzi

Two-stroke motorcycle engines are akin to the dodo bird – or nearly so. Ring-ding streetbikes all but disappeared by the 1990s, reaching their zenith in the mid-’80s with the GP-inspired Yamaha RZ500, Suzuki RG500 Gamma and Honda NSR400, all of which were never officially available in America but were sold nearly everywhere else. The sporting two-stroke bike movement petered out with the Yamaha RZ350 in the late ’80s, choked down with catalytic converters in its exhaust expansion chambers.

Indeed, it’s the two-stroke motor’s inherent oil-burning design that has forced it from roads in which exhaust emissions are now strictly controlled. Bimota’s innovative 500cc Vdue seemed to offer the promise of a clean-burning, lightweight two-stroke sportbike, but drivability issues with its fuel-injected V-Twin could never be fully resolved, and this failure (Bimota’s first and only attempt at building its own engine) eventually precipitated the Italian company’s demise until its resurrection a few years ago.

But now word comes out of Italy that the two-stroke streetbike might be experiencing its own resurrection, as these concept sketches of a Yamaha RD350 illustrate. As before, the challenge is to create a two-cycle engine that is able to pass emissions regulations, but perhaps the recent innovations in two-stroke outboard boat motor technology can be somehow adapted to a street-legal motorcycle engine. The challenge Bimota and others faced in this regard has been getting the air/fuel mixture in and out efficiently at the higher revs required of a bike engine. It’s possible that new fuel-injection technology and effective catalyzers might be able to solve this longstanding conundrum.

At this point, it seems doubtful that we’ll be riding new two-stroke sportbikes anytime soon, but these sketches certainly whet the appetites of those who regard these simple and lightweight motors as the ultimate in sportbike powerplants. A prediction of 65-75 rear-wheel horsepower seems doable, and we’d expect an aluminum-framed bike like this to weigh somewhere in the 320-lb range, giving it a power-to-weight ratio close to that of a contemporary 600cc sportbike.

It sounds, to us, like the recipe for a fun and engaging ride. You?

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Monster for the masses - 2009 Ducati Monster 696

By Barry Winfield
Photos by Evan Edge

For most people, the image brought to mind by the name Ducati is probably a fully faired red sportbike like the classic 916 or the contemporary 1098. But the essence of Ducati, if you look at sales figures, is really the Monster. This model has sold over 200,000 units worldwide (representing about half of Ducati's current production levels), and it brings home the money necessary for the development of Ducati's more ambitious projects.

But the Monster isn't just some marketing guy's flash of brilliance. The machine provides all-important Ducati flavor and style at a more affordable price, with various models spun off a central theme. And the bellwether of where Ducati is going with this concept in the future is the 2009 Monster 696. It's familiar yet new, predictable but surprising, and it foretells the likely succession of Monsters built off its basic architecture. Tor tested the 696 for us in Europe, but we wanted to sample this important bike on American roads.

Despite the relatively affordable pricing (the new 696 stickers at $8,775), you can readily experience the essential flavor of the storied Italian marque in any long, sweeping corner. The 696 flicks in instantly in response to the rider's input, then is stable and predictable at full lean, able to describe a perfectly precise arc, needing just tiny variations in pressure at the flat bars. At the same time, the engine responds to the rider's right wrist with a compelling exhaust note that alters in intensity at every small change of throttle position.

A personality that is responsive, extroverted, and charismatic; that's a combination you want in a motorcycle and the Monster 696 delivers it. I suppose that might come as a surprise to people who consider the Monster just an entry-level Ducati for those riders not financially able to meet the requirements of the machine's more exotic stable mates. But if you want to get riders hooked on the quintessential character of Ducati's motorcycle line, there has to be a decent-sized serving of mechanical allure in the base model. And in the 696 there is.

The 696's chassis is all-new, as it must be to provide the basis for a whole new generation of Monsters. The steel trellis that rides piggyback on the air-cooled L-twin engine uses thinner-wall, wider-diameter tubing than in previous models, and it hooks to a new aluminum subframe that supports the seat and rear suspension.

Although we've seen the rear suspension described as a rising-rate linkage, the Sachs monoshock unit is mounted directly between the new swing arm and the rear sub frame. If there's any variation in rate, it's due to the change in the relationship of the two mounting points as the swing arm deflects.

In any event, the rear suspension takes the edge off bump impacts nicely, and maintains a pretty flat ride with a minimum of unnecessary motion. The front wheel is controlled by an inverted Showa fork of visibly sturdy construction, and although this unit is firm and well damped, its relationship to the flat tubular handlebar is such that rippled surfaces transmit some mild jack-hammer vibrations.

Most of the time, the ride is good. So is the riding position, which is surprisingly sporty for a naked bike with a tube handlebar. Climb off the Monster 696 onto, say, a Suzuki SV650, and the contrast is surprising. The Monster's bars are set low and far ahead, and the rider's posture ends up being somewhere between that of a sportbike and that of a standard. While the footpegs are set fairly far back, they are mounted low enough to avoid the folded-up feeling you get on some dedicated sportbikes.

It's a good compromise, and goes some way to help negate the windblast that makes its way past the small fly screen that adorns the Monster's front end. Sit on a more upright bike and try the same speeds and you're soon hanging on for dear life. And those speeds turn out to be pretty high. The new Monster produces a modest 80-horsepower, but you wouldn't think so from the enthusiastic way this bike thrusts into the 90-mph cruise zone.

The engine's dead smooth at that speed too, and the bike feels like it can maintain that pace for days. Like other V-twins (sorry Ducati, L-twins) there's pronounced vibration at low engine speeds at big throttle openings that discourages one from fully exploiting the good spread of torque. Below about 4,000 rpm, the engine thuds palpably if you twist the grip. You can use low engine speeds for smooth cruising with a barely cracked throttle, but if you want more power, then a downshift is in order.

Since the revised L-twin (now with new heads and bigger valves) pulls willingly to just past its power peak of 9,000 rpm, there's plenty of range. And when it runs out, well, the shifter works smoothly, and the clutch is a very light pull, even if it engages late in the lever's throw, and is pretty much an on-off mechanism. This makes riding around town a bit tricky until you get used to it, but it's great for normal street riding because you just give the clutch a short pull during shifts and the job's done.

Neither of the levers is adjustable, but where we might have altered the clutch lever's take-up position, the brake lever felt just fine. Controlling two big rotors gripped by radial mount four-piston calipers, this lever never felt over-powered or grabby, even though a two-fingered squeeze is all it takes to stand the bike on its front wheel.

The steering is quick on this bike, and the whole platform is as flickable as anything out there. While it takes a while to get accustomed to this much response, it's teamed with reassuring stability in the canyons. A low center of gravity helps here too, letting a rider change direction with very little effort. Low-riding footpegs let you know when ground clearance is becoming an issue, but they do so mainly by dropping the edge of the soles of your boots onto the road surface.

That's because the pegs themselves are short, and they share a somewhat inelegant casting that serves as mounting hardware for the passenger pegs. The casting forces the heels of your boots outward. In this pigeon-toed position, my boots are wider than the pegs. Ergo, the first warning about lean limitations comes in the form of a soft vibration as asphalt grinds off sole rubber. Sure, there are worse ways of learning about it.

It's easy to see why Monsters are popular with riders who commute to work as well as take to the hills on weekends. The bike makes fun of either exercise. Its light, quick steering works well in traffic situations, particularly now that Ducati has increased the amount of steering lock to 64-degrees by placing the air-intake apertures where the handlebar switch cubes approach the tank. (The real tank and the air-box are under two replaceable plastic tank-cover halves.)

Since the intakes are recessed, the bars can move more before hitting anything. With this much lock, U-turns on two-lane roads are easy to manage. The seat is mounted at a fairly low altitude, better serving shorter riders, and if you pull off the rear seat cowl that comes as standard on US-market 696s, you can even take along a passenger.

This versatility is to be commended in a market dominated by tightly focused product, and we think the 696 offers an interesting combination of utility and exhilaration. Especially at that price. Now let's see what other engines appear in future Monsters.

For additional details and specifications, take a look at Ducati's web site here

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Harley-Davidson FXRG Nylon Jacket Review

Keepin' warm in the Windy City

By George "Longride" Obradovich, Mar. 24, 2008, Photography by George "Longride" Obradovich

Greetings from Chicago, where the winds are blowing, temps are freezing, and we're attempting to keep warm. Good thing Motorcycle.com sent me some gear to keep me toasty while riding, and hopefully you'll be the benefactors of my perilous testing efforts. The player in this test is the Harley-Davidson FXRG Nylon Jacket. It's designed to keep you warm and dry with technology that beats the usual leather gear.

We all seem to be brought into the next generation of technology kicking and screaming and unwilling to let go of ‘the good old days.’ Those good old days of cold and wet weather riding meant wearing a sweatshirt under your leather jacket, but the leather jacket had more leaks than the Titanic. Hey, you still looked cool, right?

Unfortunately, it got a little too cool when the temperature dropped or the rain fell.

Longride goes to such lengths for Motorcycle.com. This time he's been spending all his waking hours stuck to a snow bank to test some new gear from Harley. That tiny mound of snow to the right has been his office for months now.

Harley-Davidson FXRG Nylon Jacket

The Harley FXRG Nylon Jacket is different from most of the rest of the Harley MotorClothes line in that it is made more for function and less for style. In the Harley alphabet soup language, FXRG stands for Functional Riding Gear.

The Waterproof Cordura Aquator fabric with Lycra Aquator at key stress points and a two-way water-resistant front zipper make up the outer shell, while the zip-out Primaloft inner liner keeps you snug, especially with its small pockets to accommodate those little heat packets. Protection includes lightweight removable CE armor in the elbows, shoulders and back, as well as a removable perforated kidney belt. Zippered venting and "action" back round out the features. This jacket can be worn year round, from the hot days to the very coldest, thanks to the removable liner and zippered venting. The outer liner is a tight weave nylon that is both waterproof and windproof. The inner liner is actually a full-sleeved jacket that adds extra warmth when the temps dip, and can be worn separately, if desired.

Do you carry lots of things with you when you ride? This jacket has the storage. There are 11 pockets to stow all your extras, including a pocket to fit your glasses and cell phone, so even the biggest pack rat among us can find room for their stuff.

Large front zippered venting does a good job of keeping the chill out or the heat off, depending on your needs.

Now that we've covered some of the features of this jacket, let's see how well it performs. In short, it works just fine, thank you. Sometimes when things get produced, technology and function don’t always cooperate, but not so with FXRG Nylon Jacket. I noted its lightweight and comfortable fit the minute I put it on. The sleeves are a bit longer than normal, which is perfect for the stretched out position that motorcyclists are usually in. The overall fit seems perfect; and the armor is not bulky or obtrusive. There are front vent zippers along with sleeve zippers, as well as a double-zipped main zipper that works nicely with a snap collar to dial in as much cooling or warmth as needed.

On the bike, the jacket doesn’t pinch or hinder movement anywhere, nor does it make itself known except when you realize it’s allowing you to ride in 20-degree weather without freezing to death before you get two blocks from home. The tight weave on this nylon liner doesn't let the cold air in at all. I have other nylon jackets that are similar to this one, and when it gets cold you notice the freezing air seeping through the jacket.

Another nice feature, for those that care about such things, is the inconspicuous branding. It's hard to tell at a glance that this jacket is made by Harley-Davidson. This would allow the self-conscious to wear this jacket with any brand bike they may have. As for me, I don't concern myself with such things; most of the testing was done on a naked Suzuki for maximum wind chill effect.

The safety features of this jacket include armor in the shoulders, elbows and back along with reflective piping for nighttime riding. The outer shell is abrasive resistant, just in case the rubber side decides to go up. Overall it seems like this jacket would hold up well in a crash, but I didn’t want to go to any great lengths to prove this.

"Sexy dancer, oooo, sexy dancer..." Primaloft full-sleeve removable liner adds warmth and can be worn separately. Accidental fly-aways not guaranteed.

One gripe I had with the jacket is that the zippers would catch early and often, requiring many attempts to get them where I needed them. Another bothersome issue to me was that the collar has a snap instead of Velcro. The snap was a bit tight on the neck; I would have liked some adjustability here. Finally, were I a safety freak, I would have preferred more reflective material on the jacket.

But when it's all said and done the FXRG Nylon Jacket proved to be a fine piece of textile outerwear. You could do worse, and pay more to boot. Pricing is $395 to $415 depending on size; the jacket comes with a five-year warranty. Regular Sizes S-5XL; tall Sizes M-XXXL. See more at http://www.harley-davidson.com/ under the Accessories and Apparel menu.

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2008 Vespa GTV 250ie Review

Everything has its pinnacle

By Steve Guzman, Jul. 18, 2008, Photography by Steve Guzman, John Watson, Video by Steve Guzman, John Watson

Cigar aficionados might say theirs is the Montecristo Robustos Millenium, wine critics might consider a 2005 Chateau L'Evangile Bordeaux Vintage the crème de la crème. A Scooter snob, like myself, would call the Vespa GTV 250 the ‘Scooter Superlative’... a two wheeler fit for nobility.

I know it may sound a bit boisterous, maybe even over-the-top; but, I wouldn't have said it if I didn't believe it. First impressions are made at first with the eyes and then with the hands. Combined, these two human senses are nearly impossible to betray. It wouldn't matter if you stripped the GTV of its Piaggio Vespa badge. The moment you touched her supple, saddle-stitched leather seat you would nod your head in approval. And that's just the first impression.

Let's take a step back. What we are talking about here is a Vespa; the quintessential scooter icon. They didn't earn their reputation by being the first scooter manufacturer but 60 years of elegant Italian design has a tendency to make people take notice. Ask any American to think of a scooter and 8 out of 10 will say “Vespa”, the other two will say, “You mean like a Vespa?” It's that deep.

So, why would Vespa go through the trouble of building the most expensive ($6,899 MSRP), mass production 250cc, 2-wheeled scooter in existence? The same reason Ferrari built the Enzo and Ducati built the Desmosedici, the Italians wanted a flagship model, Vespa wanted something to celebrate their 60 year milestone. Well, actually that's why they built the Vespa GT60, which was the limited collector’s edition scooter on which the mass production GTV 250 was based. Besides a different paint job, a fancy gift set, a limited number badge and a $400 savings, they are nearly identical.

Aesthetics

What sets the GTV apart from the closely related GTS are the details. The $900 difference buys you a rounded, simple, almost vintage analog gauge cluster with low profile windscreen, a gorgeously detailed split (rider separate from passenger) leather seat, a complex iridescent metallic gray paint scheme that gives off a purple/pink highlight in the sun and the pièce de rèsistance, naked chrome handlebars and a fender mounted headlamp in the heritage of the original Vespa of the 1940's. It's all very classy.

As with all Vespa scooters, both vintage and modern, the GTV is built as a steel body, monocoque frame. Having a monocoque (single shell) design allows for lighter, more ridged construction than a typical welded pipe frame covered in a non-load-bearing fairing. The added rigidity maximizes tracking and control while reducing vibration. Many changes and advancements have been seen in 60 years, but the frame remains.

Handling

The Vespa GTV 250 is one of the lightest scooters in its class, weighing in at 322 lbs it just edges out the Aprilia SportCity 250 by 4.3 lbs. The GTV also has one of the shortest wheelbases in it class at 54.9 inches. These two attributes combine to make this scooter one of the most maneuverable two wheelers available. The city streets are her playground. A 40 mph slalom around potholes and pedestrians are all part of the fun. The GTV, like her GTS sister, handles these roads with a certain forgiveness teetering on nonchalance. The tactile feedback of road is exchanged for a whimsical softness; almost a lighthearted waltz down the road, which means you wouldn't want to take one on the race track. Fine! She's doing what she was built for.

With her 244cc, fuel injected, Piaggio Quasar engine producing about 22 bhp, the GTV is suitable for short highway runs, though I don't recommend it for the weak at heart. The small, 12-inch wheels do not provide a strong sense of stability at her top speeds (76 mph). I unwittingly rode mine on California's 405 for about 12 miles in light, midday traffic and didn't need to buy a cup of coffee for the next 48 hours. The adrenaline double latte did the job quite well. Next time I'll stick with the Pacific Coast Highway. That was a lovely ride.

Acceleration was sufficient and matched the relaxed handling characteristics with a 13.84 zero to 60. Your time may vary, but this was the result of a single test on a flat surface with a broad shouldered, 200-pound guy sitting upright on a straightaway.

Stopping power is provided by two large (8.66") hydraulic disc brakes in the front and rear and they do a swell job of keeping things under control. Also, take a good look at those chrome rims.

'The tactile feedback of road is exchanged for a whimsical softness...almost a lighthearted waltz down the road...'

Ergonomics

One of the greatest features on all Vespa scooters is the roomy floorboard protected by a wide leg shield. It allows the rider a variety of foot positions, as well as extra stowage space for things like groceries or a backpack. You can ride with your knees bent and feet tucked below you or stretch out with your feet at the back of the leg shield. There is a foldout hook to keep things in place and since there are no foot controls you can use your legs to keep things steady without fear of covering a foot brake (like I have on my old Vespa at home). I often use a large ski boot backpack to haul stuff around and the modern Vespa is one of the few scooters that allows me to do so comfortably without fear of losing the gear or control of the bike.

Another feature that is especially handy for cold weather riders is the leg shield exhaust grill. Warm air from the radiator is forced in behind the front wheel and out near your legs. Add a scooter lap apron (yes, that's a real accessory) and you're in for a warm and toasty commute; as long as you are cold and confident enough to wear such a device. I'd do it, but it doesn't get cold or wet enough to need one here in Texas.

If you are to have one complaint about the GTV, you might say the split seat doesn't allow for enough seat position variety like you have on the one piece seat of the GTS. I'll say for myself, the split seat didn't cause an issue and I'm 6'2". You'll have to judge this for yourself.

Other features

As you go over the GTV you really begin to see the extra time and effort the Italians put into her design. The passenger foot pegs are polished steel and fold neatly into the body, forming a complimenting accent to her chrome-trimmed body panels. Even the exhaust looks great! So often it looks like manufacturers will just stick an off-the-shelf pipe on their scooters and call it a day. The Vespa has an exhaust that matches the profile of the engine cowl and is accented by an elegant chrome heat shield. Vespa includes front and rear reflectors that are set nicely along the sides of the scooter and do not look like afterthoughts to fit American DOT requirements. You'll see what I mean when you look at other scooters: tacked on reflectors, turn signals, etc. They all mess with the aesthetics.

The GTV also includes a beautiful, spring-loaded rear rack for your briefcase (please don't tie a milk crate on there!), and a lockable glove box in the front leg shield with room for your quick access items like gloves, goggles, garage door opener (and those are just the ‘G’ items). Under the seat there is lockable storage for your helmet, camera case, water bottle and more. The total carrying capacity of the GTV is rather impressive considering the diminutive stature of this powerful little scoot. Oh, and the details. Look under the front of the seat. See that little space that looks like it's filled with some sort of plastic bag? That's actually a rain proof, protective seat cover. Joy!

With all this, you may have concerns around how to keep your little gem from getting nicked (stolen). There's no surefire way to prevent theft, but to help deter thieves there is a lock loop attached to the bottom frame (below the floorboard) for your choice of chain or cable lock and you could always add a disc lock for an added sense of security.

Conclusion

Overall, nothing felt short-changed. Each and every piece I examined came together flawlessly to create this exquisite rolling sculpture. As a roadworthy vehicle, any perceived flaws are by design. No one can expect a scooter with 12 inch wheels to be a great daily highway commuter. The forgiving suspension is not going to please a sport bike racer, but if you are looking for powerful and stylish urban transportation and if you enjoy the finer things in life (a machine built with timeless Italian design and proven Piaggio quality) then you will find the Vespa GTV 250 to be the pinnacle of the motor scooter world. It’s all that and 68mpg!

Oh, and one last thing. If you are a bit frightened of the price tag (over $8000 out the door) you could always look at her little sister the GTS 250. If you decide you'd rather wait around for a used one, good luck! I haven't seen one yet. Anybody? Someone wanna make me a good deal on a GTV? I'll take good care of her!

Bike Personality Profile - If this machine could have its own personality, summed up in one or two words, what would it be? The Piaggio Vespa GTV 250 is a luxurious machine.

TheScooterScoop.com is your dedicated source for scooter and microcar news, reviews, commentary and the celebration of wheeled oddities.

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2008 Suzuki GSX-R 600

2008 Suzuki GSX-R 600 pictures, prices, information, and specifications. Below is the information on the 2008 Suzuki GSX-R 600. If you would like to get a quote on a new 2008 Suzuki GSX-R 600 use our Build Your Own tool, or Compare this bike to other Sport motorcycles. Identification Model Type Sport BASE MSRP (US) $9,399.00 Warranty 12 Months Insurance Get a Quote Insurance: Get an insurance quote Engine: Engine Type Horizontal In-line Cylinders 4 Engine Stroke 4-Stroke Cooling Liquid Valves 16 Valves Per Cylinder 4 Valve Configuration DOHC Bore (mm/in) 67 / 2.64 Stroke (mm/in) 42.5 / 1.67 Displacement (cc/ci) 599 / 36.6 Compression Ratio 12.8:1 Starter Electric Fuel Requirements Regular Ram Air Induction Yes Fuel Type Gas Fuel Injector Yes Carburetor No Carburetion Type Fuel Injected Transmission: Transmission Type Manual Number Of Speeds 6 Primary Drive (Rear Wheel) Chain Reverse No Wheels & Tires: Wheels Composition Aluminum Tube / Tubeless Tubeless Chromed No Tire Brand Bridgestone® Front Tire Width 120 Front Tire Aspect Ratio 70 Front Tire Speed Rating Z Front Wheel Diameter 17 Rear Tire Width 180 Rear Tire Aspect Ratio 55 Rear Tire Speed Rating Z Rear Wheel Diameter 17 Front Tire (Full Spec) 120/70 ZR17 Rear Tire (Full Spec) 180/55 ZR17 Brakes: Brake Brand Name Tokico® Front Brake Type Dual Hydraulic Disc Front Brake Diameter (in/mm) 12.2 / 310 Front Caliper Pistons 4 Rear Brake Type Hydraulic Disc Rear Caliper Pistons 1 Suspension: Front Suspension Type Inverted Fork Front Suspension Size (in/mm) 1.6 / 41 Front Adjustable Fork Pre-Load Yes Front Adjustable Rebound Damping Yes Front Central Suspension Strut No Front Suspension Brand Name Showa® Steering Damper Yes Rear Suspension Type Twin Sided Swing Arm Rear Suspension Size (in/mm) 1.8 / 46 Rear Adjustable Shock / Spring Pre-Load Yes Rear Adjustable Rebound Damping Yes Number Rear Shock Absorbers 1 Rear Suspension Brand Name Showa® Rear Suspension Material Aluminum Steering: Steering Control Handlebar Technical Specifications: Length (in/mm) 80.3 / 2040 Width (in/mm) 28.1 / 715 Height (in/mm) 44.3 / 1125 Wheelbase (in/mm) 55.1 / 1400 Ground Clearance (in/mm) 5.1 / 130 Dry Weight (lbs/kg) 359 / 163 Fuel Capacity (gal/l) 4.5 / 17 Engine Displacement to Weight (cc) 1.67 Seats: Seat Type Two-Piece Adjustable No Seat Material Vinyl Seat Location Driver and Passenger Folding No Seat Height (in/mm) 31.9 / 810 Number Of Seats 2 Backrest Logo Plate No Seat Tail Cover Standard Grab Rail or Strap Standard Exterior: Frame Aluminum Body Material Plastic Hand Grip Material Rubber Foot Peg Material Steel Foot Peg Location Driver and Passenger Adjustable Yes Chain Guard Yes Fork Guards Yes Saddle Bag Guard No Belt Guard No Hand Guards No Brush Guard No Heel Guards No Light Guard No Choke Knob Cover No Carburetor Cover No Front Fender Material Plastic Rear Fender Material Plastic Top Crown Standard Stand Type Kick Lower Fairing Standard Spoiler Standard Handlebars Standard Upper Fairing Standard License Plate Standard Instrumentation: Digital Instrumentation Standard Clock Standard Tachometer Standard Trip Odometer Standard Shift Light Standard Speedometer Standard Temperature Warning Type Light Fuel Level Warning Type Light Pricing: Warranty (Condition) Limited Zero Price Schema 0 Identification: Generic Type (Primary) Sport Manufacturer Country Japan Introduction Year 2004 Manufacturer Recommend Minimum Age 16 MIC Model Segment ON-HWY Sport Bike 501-750cc Mounts: Windshield Mounts Standard Paint & Finish: Metallic No Decal Kit Standard Glass: Folding Yes Windshield Lowers No Height Adjustable No Tinted Yes Height Low Storage: Underseat Storage Standard Lockable Storage Standard Lights: Headlight Mounts Standard Halogen Headlight (s) Standard Convenience: Handlebar Lock Standard

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2008 Triumph Street Triple 675 Review

The Daytona 675's evil (Triple) twin

By Pete Brissette, Jul. 10, 2008, Photography by Alfonse Palaima, Triumph, Video by Alfonse Palaima

I grew up in a house with two younger brothers. Do the math; that’s three boys. Anyone out there with a similar sibling count may able to attest that one of at least three kids was or is something of a troublemaker. You know the type. They might’ve been a screw-off in school, got into more scraps than the average kid or even had a brush with the law.

L’ enfant terrible can be found even in the mechanized world. The normally conservative family of Triumph spawned a bad seed last year and his name is Street Triple 675. The Street is the snarky, unruly-on-command evil twin of its high-achiever mate, the Daytona 675. Some may also rightly call the Street the little brother of the Speed Triple, a bike birthed by Triumph some 14 years ago.

2008 Triumph Street Triple 675

The motorcycle company from Hinckley, England, sees the Street as being born, in concept at least, at the same time as the exceptionally successful Daytona 675. The Daytona was “designed from the start with a naked version in mind,” according to Triumph press materials. As evidence to that claim, the company points to the location of bodywork bracket mounts placed inside the frame, leaving a clean look for the Street once it started production. And in a nod to how the Brit company perceives this middleweight naked, it states specifically that the Street wasn’t to be a “Daytona with the bodywork off,” but that it should hearken to the style of the hooligan-magnet Speed Triple. The company even goes so far as to refer to the look as “recognisably Triumph.”

Sibling rivalry

Being of the ilk of the Daytona, the Street retains a great deal of the supersport’s DNA. Both share the same twin-spar aluminum frame; the braced, aluminum swingarm is also the same, yet on the Street Triple the pivot point is set 2mm lower and apparently adjustable within that range. Since the naked machine has precious few attachment points, the twin-spotty headlamp borrowed directly from the Speed Triple and instrument cluster that details the same info (save for the lower redline) as on the Daytona, are both rubber mounted. The subframe on the Street is also slightly different.

The 5-spoke wheels are off the Daytona, as is the pair of floating 308mm brake rotors.

The frame and braced, aluminum swingarm comes straight from the Daytona 675.

The Street Triple is at home carving corners as much as it is pulling wheelies. Good fueling and throttle response coupled with a stable chassis make for a tractable ride on smoother roads.

The Daytona 675 has a supersport class-standard set of radial-mount calipers actuated by a radial-pump brake master cylinder. The Street Triple, however, scales down a bit as it uses a pair of two-piston sliding-pin calipers. Sliding-pin? Was the Queen consulted about this? Rather than cast aspersions, I set my notions aside and gave them a chance. Squeezed often enough under “assertive” riding, the brakes will suffer some fade despite stainless-steel lines and what is supposed to be the same pad material used on the Daytona. Ultimately, they’re sufficient, but the more precise feel and extra stopping power of commonly used four-pot binders (like on the Daytona) would be a nice addition.

'…the Street Triple is the one who broke into the classroom, stole the test answers out of the teacher’s desk, did a smoky burnout and wheelied away'

Where the race-like bike is suspended by fully adjustable kit front and rear, the Street’s Kayaba fork, although 41mm and inverted, is entirely un-adjustable, and the Kayaba shock is good for pre-load adjustments only. However, the twin locking-rings could be adjusted from across the room as the top of the shock is incredibly accessible.

Riding the nude Triple (note I didn’t say riding the Triple nude) is enjoyable over mostly smooth road surfaces. The bike remains stable while cornering, but crummy pavement starts to reveal poor damping up front. High-speed (i.e. sharp-angled) bumps result in a bit of a jarring ride; consistently rough roads also become less-than-fun thanks to the simplistic shock, but the grippy Dunlop Sportmax Qualifiers fitted as OE help keep things in check.

Original Gangstas The origin of the look and attitude of the Speed Triple wasn’t the synaptic genius of some designer; rather it came from the true “streetfighters” found zipping around the narrow streets and serpentine country roads of Ol’ Blighty, some 17 or so years ago. These rat bikes are the source of inspiration for the three-cylinder Speed Triple first introduced in 1994 with an 885cc mill, now a 1050cc. English bikers, ever imaginative, would simply strip damaged bodywork, and any other bits gone bad in a smash up, from their early-model GSX-Rs or similar sports bikes, leaving it mostly unfaired primarily because they couldn’t afford the stock replacements. Snapped clip-ons were replaced with motocross handlebars, and a headlight or two sourced elsewhere replaced the OEM piece left in the ditch. The machines took on post-apocalyptic survivor appearances as it was plainly obvious they didn’t start out looking that way. Somehow, the look survived and was befitting of the rough and tumble grittiness of an EastEnder. Photo courtesy Speedymax on Flickr There is some controversy as to whether the English pioneered the look or if it was born in Germany. Either way, our Limey friends are most readily credited for streetfighters. The Speed wasn’t the genesis of the streetfighter look, but kudos to Triumph for capitalizing so brilliantly on its fellow countrymen’s resourcefulness. And they’ve got the numbers to support the smart move. Reporting back from his time at Triumph’s 2008 Urban Sports launch, Kevin Duke told us that after a Marabese-penned redesign in 2005 the Speed was re-established “as Triumph’s best seller, retailing about 6600 units that accounted for more than 20% of the British factory’s total sales [in 2005]. It proved to be especially popular in style-conscious Italy where more than 1700 were sold.” If the Speed Triple had a four-wheeled American cousin, it might be the General Lee. Jim Callahan, Triumph’s North American Marketing Manager says it plainly. “[T]he Speed Triple is a cornerstone of our commercial success and represents the signature style of our brand.”

Despite the Street’s claimed 4-pound dry weight gain (367 vs. 363 lbs) and slower steering geometry (24.3-degree rake; 3.75-inches trail; 54.9-inch wheelbase) compared to the Daytona’s sharper measurements (23.5 degrees; 3.41 inches; 54.8 inches, respectively), the Street makes up for increased initial effort with good leverage offered by the motocross-type handlebars.

Those bars also make for an oh-so-comfortable upright riding position when paired with footpegs 25mm (0.9-inch) lower and 14mm (0.5-inch) further forward than on the Daytona. It’s conceivable, though, if a rider were, say, greater than 5-foot 10-inches tall, the ride could get cramped. The seat is wide enough without hindering ease of movement, and is 0.9-inch lower than the Daytona’s saddle (31.6 vs. 32.5), yet the foam near the very front compresses easily, making for a fidgety rider before long.

Woooo, yeah! Easy front-end lifts are a hallmark of this hooligan-making motorcycle.

The upright motocross-style bars, 31.6-inch seat height and footpegs nearly an inch lower and a half-inch farther forward than those on the Daytona 675 make for a relaxed rider triangle.

A problem child with a heart of gold

Editor Duke and guest tester Mark Gardiner labeled the Daytona a “cheater” in our recent 2008 Supersport Shootout because of its outstanding engine. If that’s the case, then the Street Triple is the one who broke into the classroom, stole the test answers out of the teacher’s desk, did a smoky burnout and wheelied away.

Just as you were about to lampoon me for skipping over the engine, fear not, I’ve saved the best for last. Yes, this 675cc fuel-injected, liquid-cooled, DOHC inline-Triple has the same bore and stroke of 74 x 52.3mm and 12.6:1 compression ratio as the Daytona. But in the case of the Street Triple the powerplant is made even more accessible and user-friendly for street duty by way of reduced valve lift and overlap on both intake and exhaust cams (9.25 to 8mm; 8.5 to 7.25mm). Peak torque of 43.5 ft-lbs at 9800 rpm and a max of 91.1 hp at 12,100 rpm were measured on Mickey Cohen Motorsports dyno. In our Supersport Shootout this year, the Daytona 675 twisted out nearly 48 ft-lbs at 10,200 rpm with 106.5 hp at 12,500 rpm. Trust me, with the Street’s super-flat torque curve appearing so early in the rev range and maintaining peak or near peak for so long, on public roads you probably won’t be able to perceive the Street’s slight power deficit to the Daytona.

Fueling is spot-on, as is throttle response. Regardless of constant flogging of the twistgrip, the Street still managed 38 mpg on average from the 4.6-gallon tank. And just like the Daytona, clutch action is light and shifting from the six-speed is the tiniest bit notchy.

I really, really, like the look of this motorcycle. And I like even more the ever-present torque that had me wheeling from every, and I mean every, stop, or dug me out of a canyon corner when running one gear too high. Key for maximum fun was keeping the engine boiling around 8k rpm and above. Mix those characteristics together with the incomparable throaty note that only an inline three-cylinder can offer as it snorts and growls through the intake and twin high-mount stubby mufflers, and the challenge to avoid being a guest at the county motel begins.

Said exhaust silencer placement limits bungee attachment points to one, maybe two, if you’re creative. On a good note I gleefully report the absence of any comfort-related heat issues from the exhaust system. No small thing in this very hot SoCal summer we’re having.

“Pfffffff...” was the sound of the rapidly deflating balloon I heard in my head when I spied the MSRP of the ’08 Street Triple. The killer engine in this bike would have made it easier to swallow the sticker of $7999 when this bike first hit showrooms. Alas, world economies have suffered recently and so have the costs of raw materials according to Triumph’s Callahan. As of April of this year the poor lil’ Street got bumped to $8299, only $700 less than the $8999 of the Daytona. In the words of my English ex-pat friends, “Fookin’ ‘ell, mate!”

This, then, presents the buyer who has some mechanical aptitude with something of a dilemma. Buy the Street with the lesser-spec brakes and suspension, or go gorilla on a Daytona and have two bikes for a little more than the price of one? I know what I’d do before the price of something else went up. If you’re ascared of tools or sort of new to motorcycling, you could do worse things than buy the Street at current full retail.

However you feel about price, or draw the family tree, one thing is true of the Street Triple 675. Like those miscreants you grew up with or knew from your neighborhood, this little hooligan can draw the troublemaker out in you if given half a chance.

The best in the Street Triple can bring out the worst in its rider.

The Perfect Bike For...
Someone who’s looking to unleash their inner hooligan with a light-weight, user-friendly, torque machine and doesn’t want to wreck a bike to get it.
Highs:		Sighs:
Turn-key streetfighter look Flexible and accessible 675cc Triple Unmatched intake and exhaust note		Thinly padded seat Budget brakes and suspension Current economic climate hurts value

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