Text by Janie Omorogbe

Moto Morini is set to challenge the leaders in the Adventure-sports bike market with its growling Granpasso. With fierce competition from BMW’s R1200GS and KTM’s 990 Adventure, and with competitively priced bikes like Triumph’s Tiger in the frame, the Granpasso slots neatly into the nine grand price bracket. But where does it fit in relation to performance?

It’s an odd looking beast, a beady-eyed cross between a long distance adventure bike and an aggressive athletic one. There’s a quirky mix of the angular bodywork, stylish trellis frame, twin spotlights and a rough-road-ready bash plate. And it’s tall. As someone who’s forced to trawl the internet for jeans that’ll fit a 36inch inside-legger, there are moments when I’m grateful of my elongated limbs. Reaching the floor from the 870mm seat is hardly a stretch for me, but even I’d have to invest a bit of forethought before stopping on uneven ground. But if you’d struggle to top six foot on tip toes, read on, as there is a lower seat available.

It’s this high, bulky appearance though, that gives it such a commanding stance, not unlike BMW’s successful R1200GS. But where that bike would view circumnavigating the globe as a walk in the park, the Granpasso is less comfortable, albeit in the same way that an arm chair might be less comfy than a sofa. Which is just as well considering the bike’s probable top speed. Germany’s autobahns are the only place to ride at double the normal limit without fear of having to book a tattoo artist and plan a prison break. With such immediate acceleration on tap, high speed blasts are exhilarating and the bike handles the pressure well, with very little movement from the front end in straight line blasts.
 

 
The riding position’s relaxed and uncomplicated, with ample protection from the small but practical windscreen. It’s an upright poise that extends the view ahead while you mile-munch your way forwards, gradually draining the sizeable 27 litre tank. Of course, the bike’s thirst will depend on the activity of your right hand, and I’ll wager that after ten minutes on a twisty back road, the throttle will have seen more action than Mr. Heffner’s boudoir.

Containing a grin as 107bhp of motorcycle pierces the horizon is like trying to hold water in a sieve. The determined punch is enforced with an angry dark growl from Morini’s familiar 1187cc V Twin engine. It may be a detuned version of the Corsair’s 124bhp lump, but there’s nothing flat or casual about it and the engine has character without excessive vibrations. If the GS is a long distance athlete, built for comfort and stamina, the Granpasso’s a middle distant runner with enough reserves to attack at a moment’s notice, and hold the pace. And its playful nature is not confined to keeping both wheels on the ground. With a maximum 74lb.ft of torque at 9,600rpm, a quick flick of the clutch in first has the front wheel floating gracefully towards the sky with a balance that seems overly gentle for such a big bike.
 

 

It’s livelier and sportier than the German competition, and the suspension reflects that. The Marzocchi upside down forks and adjustable Ohlins rear monoshock are on the firm side as standard, and together with the pendulous handling, my initial impressions of the bike’s cornering ability were confused. Tipping into bends, there’s an almost top-heavy-topple as the bike’s height falls to its side. It took a bit of getting used to, but once sussed, the bike’s agility becomes startlingly obvious. At a respectable 210kg dry, the Granpasso is light and easy to manoeuvre in all situations. And once the road starts to resemble a ball of wool your kitten’s just got hold of, it’ll challenge not only the adventure bikes but the Fireblade riders too.  In fact, it’s like a super-tall sportsbike. With a steering lock.

The brakes are merely adequate. Nothing more, nothing less. Which is noticeable due to the bike’s many other impressive attributes. The Granpasso is supposed to be an exciting rival for BMW’s plush R1200GS and in many ways it is. The Morini has a less cushioned ride, but it feels stronger and more involving, and it straddles the adventure- sports bike divide with confidence.

Tech Box

Model            £8,999 Moto Morini Granpasso           
Engine            1187cc 87 degree V Twin       
Power            107 bhp @ 8,600 rpm   
Torque            74lb.ft @ 9,600 rpm               
Transmission        six speed   
Dry Weight        210kg   
Seat Height        870mm   
Fuel capacity        27 litres   
 

Pictures from Renaud Amand

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Text by Janie Omorogbe

Ducati’s Monsters are iconic motorcycles. The first made its mark back in the early nineties and the models that subsequently followed have been hugely successful, especially the latest evolution of the middleweight Monster, the 696 which was launched early last year.

The Monster 1100 has followed in the daintier Duke’s footsteps by adopting the same steel trellis frame and cast aluminium subframe. It also shares the up-to-date styling that’s sharpened the design of the mirrors, tank and single round headlight. But along with the bigger bike’s Multistrada / Hypermotard engine, the Monster 1100 also benefits from revised suspension with longer travel, and a superlight single sided swingarm instead of the 696’s double sided version. And for riders after a higher spec model than the standard bike, the 1100S that I rode has carbon fibre mudguards, cam covers and exhaust shield to lighten the load. The five spoke wheels are coloured gold instead of silver and the Brembo brakes are lighter to reduce inertia. The Ohlins suspension replaces the base model’s Showa forks and Sachs rear shock, but although the front forks are fully adjustable, the monoshock isn’t. And it should be on a bike that costs £1400 more than the standard one.

 

Although the engine’s not entirely new, it has been reworked to suit the new Monster, with lighter crankcases to keep the weight to a minimum. It’s a likeable lump. The two valve, air-cooled big L-twin is torquey and tractable, with a steady punch that’s on the friendly side of aggressive. A quick blip of the throttle and clutch, and the front wheel floats effortlessly skywards, aided by the predictable power delivery that’s impossible to fault. 94bhp doesn’t sound that impressive on paper, it’s less than Triumph’s 675 powered Street Triple, but it really suits the Monster 1100. The power feels smooth anywhere above 2,000rpm, with a real energy to the drive between 3 and 6,000rpm. It’s tempting to keep the throttle pinned beyond that point, instead of continuing to slide up through the gearbox because the engine feels as though it has more to give. In reality, forcing the revs to bury themselves in rev limit (just past 8,000rpm) serves only one purpose, it makes the most of the noise. It’s like forcing the bike to keep roaring with its gruff, deep belch until its throat is sore. Pointless but fantastic. Of course the other by-product is the subtle increase in vibrations which can only be described as present. They’re not intrusive or uncomfortable and are simply part of the Ducati’s charm.

 

Like the 696, the Monster 1100 has a comfortable riding position. The seat may be higher at 810mm, but the 15 litre tank is pinched in at the base like Dita Von Tesse’s waist, to make the bike more accessible to riders with shorter legs. I can’t really confirm whether it suits the vertically challenged biker (although it would appear so,) but six footers can feel relatively relaxed. I didn’t have to fold my legs in half to reach the footpegs and the handlebars are a natural reach away.

It’s a poser’s bike, there are no two ways about it. The Monster 1100S turns heads with its famous Ducati badge, familiar styling and raucous roar. But its beauty is more than skin deep. I rode the bike in every conceivable situation and was not only impressed or satisfied at the very least, I had fun. Town traffic is a doddle thanks to the adequate steering lock and easy ergonomics. That said, the dry clutch may emit a traditional rattle that’ll keep die-hard Ducati fans happy, but it can feel grabby pulling away from standstill. Triple figured motorway speeds (where legal) are manageable without excessive pressure on your head and neck, and twisty windy roads are an absolute pleasure. And then there’s the occasional track day blast. I ran the Monster 1100S at Belgium’s ridiculously fast Spa Franchorchamps. It’s not a track bike, and the creamy engine feels slow with no roadside furniture blasting past, but it’s capable of holding its own. Flicking from left to right for a down hill sweeping turn at the back of the track, the Monster fell to one side so eagerly that I was almost caught out by how suddenly the weight landed on my knee slider. Tightening the line requires only the gentlest push on the inside bar and although the bike was starting to move by my second session out, I’m talking about a track with corners you take pinned in top on any bike. Corners. Not straights.

 

The Monster 1100S may not be the most powerful bike in its class, or offer the most value for money, not with rivals like Triumph’s Speed Triple to square up to. But it does share something with these bikes that the Japanese often miss. Heritage and character are often just as important as performance. And the Monster 1100S has it all. At a price.

Tech Box

Model            Ducati Monster 1100S £9200                     
Engine            1078cc, 2 valve, air cooled L-twin
Power            94bhp @ 7,500 rpm   
Torque            75.9lb.ft @ 6,000 rpm               
Transmission        six speed   
Dry Weight        168kg/ 370lbs   
Seat Height        810mm/ 31.9in   
Fuel capacity        15 litres   
   
Contact        www.ducati.co.uk
                      Ducati UK 0845 1222 996
 

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Text by Janie Omorogbe

Kawasaki’s little ER-6n and ER-6f are urban twins, distinguished apart by one’s nakedness and the other’s stylish bodywork. There wasn’t an awful lot wrong with these bikes in the first place, but Kawasaki are keen to keep both updated and have tweaked them to suit the current economic climate.

It’s icy out there. The credit crunch has crippled many businesses and forced commuters to readdress their methods of transport in an attempt to save some much need cash. These Kawasaki’s have been reasonably priced since their introduction for the model year of 2006. But for 2009, the Japanese have decided to keep the cost to buyers competitive, while offering us a little more for our money. So this year’s bikes have subtle but effective improvements.

 

ER-6f is an unpretentious, capable bike. Aside from the obvious addition of a fairing, it also has different suspension to its bare brother’s to allow for extra weight over the front. When riding both bikes back to back as I did, it seemed marginally heavier on the steering than its naked counterpart but no more than you’d expect and certainly, in isolation, the ER-6f can provide a relatively rewarding, and weather protected ride.

The styling’s been bought up to date with a fresh, sharper look. Ninja styled headlights, a Moto GP styled dash and a taller tank amongst other changes make the ER-6f look neater and definitely more attractive for image conscious youngsters. Or oldies. But although both are relatively comfortable models, I found the close relationship between the low 790 seat height and footpegs cramped my style, and legs. But for the majority of riders considering these models, I suspect the fit will be just ideal.

 

The parallel twin engine that powers these models has been accused of being vibey in the past. Rubber mounts and pads now cushion the effects of the engine on the frame, handlebars and footrests and the reduced vibrations feel like part of the bike’s expected character rather than something that will eventually become irritating. During my test ride around Bedfordshire, I was impressed by the smoothness of the engine and tractability of the power delivery.

There’s nothing unexpected or unpleasant about either bike, just a reliable performance in all areas that’s bound to encourage novices and nurture their biking skills. And at the other end of the spectrum, you can push for quite an involving ride and never feel like you’re just about to open Pandora ’s Box. It’s all good, as the ER-6n proved. Somehow, I’d found myself chasing a 197bhp V-Max down a bumpy country lane, being ridden within an inch of its life . . by a copper. I know, don’t ask. The thing is, as I watched his bike bucking under the pressure and firing clear of corners like an oversized bullet, my little Kawa stuck to his behind like a strip of persistent sellotape. Its light agility and ample ground clearance makes a mockery of tightening bends, and when the going gets tough, the suspension feels almost plush. It’s this ease of riding which impressed me so much, especially when in hot pursuit of the law.

 

Of course, there’s no way I could match his acceleration, but I didn’t really have to. The smooth midrange has a confident surge which revs freely and progressively to at least 9,000 rpm. There’s plenty of torque too, which is ideal for rolling the throttle on and off for endless bends, while keeping enough punch on tap for determined acceleration. Don’t get me wrong, you won’t break the sound barrier, but you can carry good corner speed and hit the speed limits with plenty in reserve for nifty overtakes. What’s more, it feels like fun and you don’t have to risk a jail term to get your kicks.

If you do plan on riding like you’ve just been stung in the butt, it might be wise to bring your braking markers forward a tad. The brakes are adequate for both bikes under normal conditions, but I took the ER-6n for a brief outing on track at Bedford Autodrome. As I grabbed the lever to scrub speed for a fast right hander, I had to check if I’d accidently rolled the throttle on again with my thumb. There’s little engine braking which is beneficial for inexperienced riders chopping down the gearbox in a hurry, and on the road, the anchors seem acceptable. Just don’t expect too much from them. ABS in an optional extra.

Both bikes have received minor but apparently significant changes to the engine and frame which could be overlooked on paper. On road and in leathers, the ER-6f and ER-6n are still highly competitive in a genre that’s welcomed an updated Yamaha XJ6 Diversion and a brand new Suzuki’s Gladius. We’re truly spoilt for choice.

Tech Box

Model            £5,075 / £5,425 ABS Kawasaki ER-6F       
Engine            649cc liquid cooled parallel twin
Power            71bhp @ 8,500rpm   
Torque            49lb.ft @ 7,000 rpm               
Transmission        six speed   
Kerb Weight        204kg (ABS 208kg)
Seat Height        790mm   
Fuel capacity        15.5 litres   
   
Contact        Kawasaki Motors UK 01628 856600
 www.kawasaki.co.uk

Tech Box

Model            £4,699 Kawasaki ER-6n       
Engine            649cc liquid cooled parallel twin
Power            71bhp @ 8,500rpm   
Torque            49lb.ft @ 7,000 rpm               
Transmission        six speed   
Kerb Weight        204kg (ABS 208kg)
Seat Height        785mm   
Fuel capacity        15.5 litres   
   
Contact        Kawasaki Motors UK 01628 856600
 www.kawasaki.co.uk
 

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