Honda DN-01

Mr Contradiction

NOT SO MUCH

OVERVIEW
It's not every day, week, or even month, perhaps even year, that you get the opportunity to swing a leg over a truly new motorcycle. That is, something that is a little out there - out of the proverbial left field. The last one in my case was Piaggio's MP3 three-wheeler, and this week (early September 2008) it was the DN-01.

That isn't to say the thing is filled with radical technology, because it isn't. It is, however, very different from anything else out there and is effectively trying to open a niche.

In this case it's a niche that may well turn out to be a natural, which is auto transmission cruisers. Given the whole point behind a cruiser is to sit astride a reasonably large and 'lazy' powerplant, having an auto trannie is not such a great leap, with the idea being to simply sit back and watch the scenery roll by.

PRICE AND EQUIPMENT
While the 680 powerplant capacity is relatively modest by current standards, the DN-01 does come with some premium kit, such as the first road use of the company's hydraulic stepless transmission, dubbed an HFT. It also boasts linked brakes with ABS - very upmarket for a cruiser - plus wide sticky Dunlop rubber.

Pricing is at the high end of the scale for a middleweight cruiser, with an introductory sticker of $16,990 plus ORC. Honda will sell you a more conventional 750 for considerably less.

DRIVETRAIN
The engine has roots in the Transalp series, which has a great reputation for reliability. In this case it's tuned to deliver a claimed 60 horses. That translates to solid if not spectacular performance, given the 270 kilo weight figure.

Much of the interest lies in the transmission. Though it's stepless in operation, the construction is nothing like the V-belt transmissions typically used by scooters. Instead, it's a computer controlled hydraulic unit which has its roots going as far back as the 1950s. The real advantage for an engineer is that it is compact and can be fitted in the same space as a typical manual gear cluster, thus allowing a lot more design freedom than a typically long and bulky V-belt unit.

You can run it in three modes: Drive; Sport; And a push-button semi-auto that offers six ratios. Unlike a scooter, it has a true neutral, something it defaults to whenever it's switched off. There's also a handbrake to help with parking in awkward spots.

Final drive is by a fuss-free shaft while fuel consumption works out to around 17km/lt.

CHASSIS
For such a radical-looking bike, the chassis is remarkably conventional. It's based on a twin-loop steel frame with a non-adjustable fork up front and preload adjustable monoshock rear. Wide and sticky Dunlop rubber is on board, so grip is not an issue, which could be a refreshing change for many cruiser riders.

The design allows decent cornering clearance. We also managed to scrape a lower frame rail through a bumpy turn, though it didn't seem to upset the bike unduly.

Without question the highlight of the chassis is the three-piston calipers operating on three discs. The system is linked and, thanks in part to the long and low chassis, offers really good braking with the safety net of ABS.

PACKAGING
At risk of pointing out the bleeding obvious, Honda has worked hard to pitch this thing into a class of its own - essentially a future cruiser. The looks are distinctive both out of and in the saddle. On board, you see a long and low nose out front, presenting a rider-eye view like no other.

The accommodation in the saddle is roomy, with good-sized pillion handles that are scalloped underneath to allow for smaller hands. Luggage carrying ability is limited.

Instrumentation is a single screen digital unit, with tacho and a host of other info. Tall riders may find the low windscreen blocks off their view of the top of the revcounter, but this isn't really a concern on an auto.

Switchgear is simple to operate with good-sized buttons, while the variations offered by the transmission are quick and easy to learn.

COMPETITORS
This depends on how you look at the DN-01. Both mid-sized cruisers and maxi scooters are plentiful and usually at lower prices. But an auto cruiser with decent rubber, ABS, and distinctive styling could be seen as being in a class of one.

ON THE ROAD
So what's it like? Without question this is a ridiculously easy motorcycle to ride. Switch it on, hit the starter, press the Drive button and head off. That's it. No clutch or gears (unless you want the latter - but why bother?) and a conventional pair of brake levers that pull the thing up quickly and easily.

Performance is sprightly but not arm-wrenching. The initial delivery is mild, developing into a broad midrange.

Its handling features reasonably slow steering, while its low height and long wheelbase promote a good sense of confidence and stability. As a  package on the road, there really isn't anything to dislike about this motorcycle, if you're in the mood to head off for an undemanding spin.

Honda has had the courage to stick its corporate neck out on this one, and it will be interesting to see how it goes. Somehow, I suspect it might not be the last time we see a decent-sized auto motorcycle entering the market.