Can-Am Spyder RT Limited Review [Video]

Born to Be Wild, the popular theme song for recalcitrant bikers, is a ditty to which I'll often sing along when the mood strikes. On this particular day while riding the Can-Am Spyder RT Limited, the rock ’n’ roll battle cry couldn't have been more discordant.

Sure, I was exhibiting anarchy — flouting the law by riding 85 mph in a posted 65 mph zone — but considering the architecture of the machine and endless quizzical looks the Spyder inspires, I felt a one-hit-wonder such as Der Kommissar, the little-understood but extremely popular tune from the Austrian band Falco, was a more fitting motif. Pressing "scan" on the Spyder's bar-mounted switchgear, I left Steppenwolf for more appropriate background muzak.

That no one can hear my radio selection while thrumming down the Harbor Freeway isn’t the point; it’s a matter of self-perception, and right now I’m thoroughly confused. The Spyder’s expansive use of bodywork and capaciousness (enough to make a Wing Dinger jealous, 155 liters vs. 147 liters) isn’t the cause of my mental trauma, nor is it the RT Limited’s abundance of electronic paraphernalia including traction control, anti-lock brakes, stability control, cruise control, etc.

With twin front wheels and more storage space than a Gold Wing, the Can-Am Spyder is in a class by itself.

What has me so confounded are those two leading wheels! Is this thing a motorcycle? Am I correct addressing it as a bike? It’s not a traditional trike. It has handlebars and a twist grip, but no clutch lever and only a foot brake. I can’t lane share, and it takes an entire parking space, but it’s not a car. Its handling reminds me more of riding an ATV than either of the two. What is this bastardized contraption that doesn’t fit into an established two-wheel genus meant to keep moto-journalists from thinking too hard?

The Spyder's cockpit from the rider's point of view is clean, legible and information-centric.

Whatever this ambiguous motorcycle thing is, at least I’m riding the top-of-the-line version. Yep, only the best for us, even if the Limited edition stands apart from the standard RT-S by way of minimal enhancements including special paint (pearl white), an embroidered seat, semi-rigid bags for the storage compartments, an included travel cover and a Garmin Zumo touchscreen GPS system.

Gotta admit, though, the GPS system is an incredibly useful addition. Mounted in an easily visible area between the handlebars, the Garmin integrates into the Spyder’s audio system whenever the device is snapped into position. The unit is also Bluetooth capable and it took only a matter of seconds to for it to establish communication with my Bluetooth-enabled Schuberth C3 helmet, delivering driving instructions directly to my ears via the speakers within the helmet.

Although it doesn't handle like a motorcycle, aggressive cornering is still fun, even if the Spyder's electronics package intervenes a little early for our tastes.

Before I get carried away with details, however, let’s remain focused on the Spyder’s atypical quality — the ride. Having minimal previous seat time on a machine with dual front wheels and a solo rear, it’s immediately clear on the first freeway on-ramp that no matter how hard I try, Can-Am Spyders do not lean into a corners. It feels natural to lean your torso into the corner, but its affect on the Spyder is negligible. The Spyder’s electronics package maintains the machine’s composure, minimizing both the risk and, to some degree, fun. 

The Spyder's Vehicle Stability System will automatically applies brake pressure to the appropriate wheel to maintain the intended direction of travel.

The Spyder’s stability control (VSS), ABS and traction control (TCS) conspire to keep a rider safe and in command of the machine at all times. The electronics function in the background without interference until you’re compelled to get a little aggressive, which most motorcyclists are want to do on occasion. The VSS ensures the rear wheel stays inline with the travel of the front wheels, while the TCS reduces engine power until traction is regained.

Exiting a corner at speed you can twist as much throttle as you like, but no propulsion is applied unless the Can-Am’s ECU determines the Spyder is traveling straight enough to keep things from getting crazy. I did overwhelm the Spyder’s TCS a few times in extremely gravelly areas but only for a limited duration. Where I felt the systems being taxed was during a photo session on a particularly bumpy right-hander. Exiting the corner both the front and rear ends were bouncing around, challenging the capacity of the two electronic systems but at no time did I feel at risk of losing control.

As for the ABS, I wouldn’t have it any other way. Mashing the foot-operated brake pedal applies pressure to all three disc brakes (two front, one rear) and hauls the nearly 1,000-pound machine to a quick stop.

The electronic component an RT Limited rider can manipulate at will is the vehicle’s SE5 semi-automatic transmission — semi-automatic because all it requires of the rider are the upshifts; the SE5 is capable of downshifting of its own accord. The automatic downshifts happen at a very low revs (around 2,500), so to keep the 998cc V-Twin engine spinning in its sweet spot, I’d often use my index finger to force an earlier downshift (upshifts are operated by the thumb). The shifting isn’t Ferrari 458-fast, but it does function fluidly. Putting the Spyder into reverse requires depressing a special “R” button and downshifting. My only complaint is the paddles crowd your left hand, forcing it to the end of the handlebar or beyond in order to comfortably operate the shifting.

From the paddle shifters to elevating the windscreen and interacting with the Spyder's ECU, the left handlebar is a hub of activity.

In addition to selecting gears, the left handlebar also incorporates the selection of radio stations and controlling audio levels as well as standard operations including blinkers, high/low headlight beam and horn, and the height of the electronically adjustable windshield. On the right bar you’ll find the cruise control.

In its lowest setting the top of the windshield remains below my line of sight and puts my shoulders and helmet into direct airflow; at its highest setting the top of the windshield is above my line of sight and the only wind I can feel is a slight buffeting on the back of my helmet.

Engaging the cruise control is a simple matter of depressing the cruise control button with your right thumb. By allowing a rider to relax his right hand to shake out any numbness and reinvigorate blood flow, this function isn’t a luxury, it’s a necessity as any long-distance rider will corroborate.

All Spyder RTs boast 155 liters of storage capacity. Throw in a Spyder trailer and that increases to 777 liters.

Two other components of this rolling electrical menagerie are the electronically adjustable rear suspension and dynamic power steering. Located above the centrally-mounted glovebox and below the Garmin unit is a row of toggle switches. Between the parking brake and fog lights you’ll find a switch for increasing and decreasing the preload of the Spyder’s air-supported rear shock. I kept the setting on high as the Spyder seemed to want to wander left and right when the preload was lessened.

The dynamic power steering is supported by an electronic motor that bases its amount of assist on acceleration, steering angle and vehicle speed. The system really works because at no time, even at walking speeds, do I recall putting effort into turning the Spyder. Considering the vehicle’s size, weight and the fact that there are two wheels up front, the Spyder exhibits a tight turning radius, good for close-quarter maneuvers, parallel parking and other drills requiring dexterity.

The Can-Am Spyder’s passenger has his/her own set of push-button electronics including heated handgrips and controls for adjusting radio volume and channel selection.

Orchestrating this gamut of charged particles is the Spyder’s information screen, its color interface located between the analog speedo and tachometer. Like a mini-computer, the system requires booting-up when activated, but unlike other motorcycles the Spyder seems to require additional time before operation can commence. Unless you’re constantly starting and stopping this will likely go unnoticed, but it can be a trifle annoying when you’re in a hurry.

The Can-Am Spyder RT Limited provides a comfortable and stable platform that can appeal to riders unsure of supporting a large touring two-wheeler.

I briefly mentioned storage earlier, but it deserves a second round because the Spyder RT has acres of it. Full-face helmets will fit into the Spyder’s saddlebags while taller items will find the RT’s front trunk obliging. All compartments are lockable, but only the Limited comes with semi-rigid travel bags included, a $780 retail value. If more storage is required, Can-Am offers the RT-622 Trailer providing an additional 622 liters of storage (enough for two sets of golf clubs touts Can-Am) bringing the Spyder’s total capacity to 777 liters.

Is the Spyder RT Limited comfortable? Let me put it this way, if it’s legal to enter in the Iron Butt rally it would be cheating. I’d go as far to say it’s the most comfortable motorcycle I’ve ridden, but that statement would be inappropriate considering the Spyder’s three-wheel architecture. Nonetheless, from seat material to seating position, it was hard to fault, and that goes for both rider and passenger.

If you purchase a Can-Am Spyder, be prepared for the attention it generates.

So if you’re in the market for a new touring rig but Gold Wings and BMW K1600s seem like a lot of machine to keep upright and balanced on two wheels, the Can-Am Spyder Limited, or the standard (read less expensive) RT model, is worth your attention as a viable option. But it ain’t cheap, with an MSRP of $28,099.

Having spent the better part of a month zig-zagging the Spyder Limited around Southern California, and sleepless nights trying to wrangle from my brain a cogent interpretation of the Spyder, I’ve come to the conclusion that the Can-Am Spyder is a horse of a different color, which is really what being a rebel is all about.

Source : motorcycle.com

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Triumph Tiger 800 & 800XC Review

The introduction of the 2011 Tiger 800 and Tiger 800XC tripled (pun intended) Triumph’s adventure-touring line-up. The three-cylinder Tiger 800s intensify the off-road prowess of the old Tiger’s capabilities and deliver a warning shot across the bow of BMW’s F800GS.

Whereas the Tiger 1050 is more of a sport-touring rig with long-travel suspension competing against the likes of Ducati’s Multistrada 1200, the new Tiger 800s are constructed to attack and conquer unpaved elements. To illustrate the measure of the newest Tiger’s off-road intentions Triumph invited a group of moto-journalists to a two-day ride that would challenge the Tigers on the street and in the dirt.

The morning of the event Triumph’s media liaison, Reg Kittrelle, shocked the attending press by announcing at breakfast we’d be spending the following night beneath the stars in a (insert gasp here) tent. “It’s all a part of the adventure-touring experience,” he said, attempting to assuage our discomfort at the idea roughing it for a night in the wilds of San Diego County.

The Triumph Tiger 800 and Tiger 800XC are capable of holding their own whether it’s on pavement or dirt... or in the air.

Sure, the presence of Triumph North America CEO, Greg Heichelbech, kept the group of pampered moto-journalists from pooh-poohing the inhumane conditions, but apprehensions remained. Kittrelle avoided journalistic mutiny by announcing there’d be a catered BBQ accompanied by our selection of campfire beer.

Triumph North America CEO, Greg Heichelbech, demonstrates the virtues of adventure-touring camping. (Photo by Tom Roderick)

Before embarking on our exploration of SoCal’s outback, Triumph’s Chris Langlois refocused the group on the job before us by explaining the distinctions between the slightly more streetable Tiger 800 and the 800XC’s dirt-oriented components. The dissimilar attributes include the spoked, 21/19-inch front/rear wheel combo of the XC vs. the 19/19-inch setup of the standard 800’s alloy wheels; the XC’s fork that is 2mm larger in diameter and offers 1.6 inches more travel; and other differences including rear suspension, seat height, handlebar width, wet weight, etc. (see comparison spec sheet).

The spec sheet also reveals technical differences between the Tiger and the F800GS such as 10mm more front suspension travel for the GS compared to the Tiger XC, an 18-lb weight advantage for the BMW (7 lbs compared to the standard Tiger), a 9-hp advantage for the Triumph but 4 ft-lbs more torque for the GS.

What this information conveys regarding the better choice of motorcycle between the two competing brands I’m not sure, because, although I thunk it a good idea, Triumph didn’t share my wisdom when it came to providing an F800GS for us to ride. Hopefully, our requisition to BMW for an F800GS will soon be answered and we can complete this destiny.

The standard Tiger 800 is a capable off-roader as long as the going doesn’t get too rough.

However, of the two Tiger models, after multiple days and hundreds of miles on both, I’m now an authority on the intricacies on either model’s handling and performance. The insight I possess is so grand this story could become the Dianetics of adventure-touring articles. But before I get all L. Ron Hubbard, allow me to abridge my knowledge with this condensed version of the details: The XC is taller and handles better in the dirt.

Short and sweet but also the truth. What gives the XC a taller seat height (longer travel suspension and a larger front wheel) is also what provides the XC with better off-road manners. In addition to the aforementioned dirt-specific components, the XC gets an upgraded rear shock that boasts 1.8 inches more travel than the standard Tiger, a remote reservoir and rebound adjustability. The XC’s handlebar is also 2.7 inches wider, which goes a long way in providing better leverage during off-road riding applications.

With this in mind it’s no surprise the XC is capable of absorbing larger off-road obstacles than the standard Tiger, but unless you’re riding at speed through terrain more serious than a fire road, the standard Tiger is probably sufficient for your off-road purposes. As a person who’s ridden sportbikes across terra firma similar to what we encountered in San Diego county (albeit at a slower speed), I may not be the best gauge, but I was equally happy on the standard Tiger whether it was paralleling the Mexican border on an undulating dirt road or carving paved switchbacks outside Julian, CA.

Although the XC’s surplus suspension travel had it diving more during aggressive road riding, it wasn’t as severe as I feared. In fact, both the XC and standard Tiger exhibited a well-balanced suspension package that kept the bikes from teetering back and forth when braking and accelerating.

A notable and expensive deficiency spotlighted during our outing wasn’t the bike itself, but rather its accessories. The visually rugged saddlebags ($800) are seemingly built to withstand a Dakar-esque get-off, and I liked their lockable, easy-on, easy-off design that will appeal to commuters. But a component is only as strong as its weakest part, and on these saddlebags it’s the attachment point. Twice I witnessed bags break off of fellow journalist bikes during slow-speed, front-end washouts in the dirt. Off-road warriors will wish for more robust mounts.

Beefcake in appearance, the saddlebags’ attachment points break too easily in a tip-over. We imagine Triumph is working on a more rugged design for future Tigers.

Kudos are merited for the Tiger’s new 799cc engine, which is based on Triumph’s lovable 675cc Triple. Exhibiting lots of low-end and mid-range grunt, the inline three-cylinder engine is even more impressive for its lack of vibration. Not once during my two-hour freeway ride to and from San Diego did I feel the need to remove my throttlehand from the bar in order to shake out the tingles and restore blood flow. Yeah, it’s that smooth.

Another nicety is the adjustable seat on both model Tigers. Increasing or decreasing the seat height on either is a simple process of removing the seat and repositioning the height bar and returning the seat to its position on the bike. Why more motorcycle seats do not provide a seat adjustment this simple is a mystery.

What I didn’t appreciate was the unendearing resonance of a spittoon echo emanating from the catalytic converter. This Jiffy Pop pinging sound was present on each Tiger I rode, but under acceleration on certain bikes the sound became a ceramic warble that pierced my earplugs around 7000 rpm. Only certain bikes emitted this sound, while others didn’t, and some journos didn’t even hear the noise, so it seems as if this noise occurrence may be a vagary.

The XC version of the Tiger is recognizable by its high, beak-like front fender.

So, to reiterate the emphasis of the two Tigers I’ll venture to say that for the dirtbiker looking for something street-legal, the Tiger XC is the ticket, while the sportbike guy craving some off-road action will probably feel more at home on the standard Tiger. The standard Tiger retails for $1,000 less than the $10,999 XC model. Throw in the optional $800 ABS and you’re still under the MSRP of the XC by $200.

Comparing Three Adventure Tourers
	Triumph Tiger 800	Triumph Tiger 800XC	BMW F 800 GS
Engine Type	Liquid-cooled, DOHC, inline, 3-cylinder	Liquid-cooled, DOHC, inline, 3-cylinder	Liquid-cooled, DOHC, parallel twin-cylinder
Displacement	799cc	799cc	798cc
Bore & Stroke	74mm x 61.9mm	74mm x 61.9mm	82mm x 75.6mm
Compression	11.0:1	11.0:1	12.0:1
HP (BHP or Rear Wheel)	94 bhp @ 9300 rpm (claimed)	94 bhp @ 9300 rpm (claimed)	85 bhp @ 7500 rpm (claimed)
Torque	58 lb-ft @ 7850 (claimed)	58 lb-ft @ 7850 (claimed)	62 lb-ft @ 5750 (claimed)
Frame	Tubular Steel Trellis	Tubular Steel Trellis	Tubular Steel Space Frame
Wheelbase	61.2 in	61.7 in	62.1 in
Rake/Trail	23.7°/86.2mm	23.1°/91.1mm	26.0°/117mm
Front Suspension	Showa 43mm upside down fork, 180mm travel	Showa 45mm upside down fork, 220mm travel	45mm upside down fork, 230mm of travel
Rear Suspension	Showa monoshock, preload adjustment, 170 mm travel	Showa monoshock, remote reservoir, preload adjustment, 215 mm travel	Monoshock, preload and rebound adjustment, 215mm travel
Front Wheel	19 in x 2.5 in	21 in x 2.5 in	21 in x 2.5 in
Rear Wheel	19 in x 4.25 in	19 in x 4.25 in	17 in x 4.25 in
Tires	Front: 110/80 ZR19 Rear: 150/70 R17	Front: 90/90 ZR21 Rear: 150/70 R17	Front: 90/90 21 Rear: 150/70 17
Front Brakes	Twin two-piston Nissin calipers with 308mm discs	Twin two-piston Nissin calipers with 308mm discs	Twin two-piston calipers with 300mm discs
Rear Brakes	Single Nissin caliper with 225mm disc	Single Nissin caliper with 225mm disc	Single piston caliper with 265mm disc
Weight	Wet: 462 lbs	Wet: 473 lbs	Wet: 455 lbs
Seat Height	31.9 in/32.7 in	32.2 in/34.0 in	33.5 in/34.6 in
MSRP	$9,999	$10,999	$11,445

Source : motorcycle.com

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Motorcycle Safety Primer, The ABCs of surviving all that fun

Motorcycling has always been about fun and without a doubt it can be a blast, but it’s not a video game, or a trip to an over-safety-engineered amusement park.

Like a lot of higher-stakes adrenaline rushes, riding is a measured gambit, and one to always maintain a healthy respect for. But most people know this already, so what is there to talk about right? Wrong.

Even the best riders crash. Sometimes it is their fault. Sometimes not. Does it really matter if you or someone you care about goes down and gets hurt? Sure it matters on one level, but even more important is ensuring it does not happen in the first place – or if it does anyway, you are as prepared as possible.

Unlike automobile driving, motorcycling involves far more variables to pay attention to. These include details involved with protecting yourself, improving your ability and focus, making sure your machine is in good working order, and watching out for the other driver.

Riding takes more skills and focus than driving a car, and the penalty for getting it wrong is usually more severe. As such, we’ll hit some of the high spots to stay mindful of.

Gear

Though most states don't require you to wear one, we can't think of a good idea not to put on a helmet when you ride.

Nearly two-thirds of American states now require no helmet for most riders, or certified motorcycle-specific clothing. It may be your right not to wear these, but never is it a good idea.

All sanctioned racing requires full coverage helmets that meet minimum certification standards, and head-to-toe protection. If the pros know the gear serves a life-saving purpose, doesn’t that suggest everyday riders should follow their example?

True, it can be tempting on a hot day to forget the leather or textile, but why take that chance? There is gear made for every climate from cold weather to super hot.

Road rash and broken bones are serious business, as many an experienced rider can tell you. With no crash cage around you, and the increased likelihood of one day hitting the ground or another immovable object, why risk it?

Rider

An occassional refresher from a good riding school can make you a better and safer rider.

Some modern bikes are so well engineered, they can make you think you can bend the laws of physics. The more skilled you get, the more this can seem true.

Anyone with money or credit can buy a bike, but becoming competent is your job. You owe it to yourself to do it. Buying the bike and getting licensed are only the beginning.

Follow-up courses from the Motorcycle Safety Foundation’s Basic Rider Course, to Lee Parks’ Total Control, to advanced-level stuff like supervised track days and rider schools such as those put on by Reg Pridmore are highly recommended.

For those so inclined, self-teaching is also possible. Really, this is all that most riders have historically done whether consciously or not. They get a bike, and start riding, and this is their “experience.”

Rider trainers like Keith Code, Lee Parks, and others have great books like A Twist of the Wrist, or Total Control, that will focus self-teaching.

Adapting the attitude of a “lifelong learner” is the smartest one to take.

Machine

ABS brakes are an investment worth making.

As two-wheeled, single-track vehicles, motorcycles and gravity have a love-hate relationship.

The Motorcycle Safety Foundation has adopted a vehicle check procedure recommended before every ride. Yep. It takes a few minutes, but one day could save you – and your bike.

The Insurance Institute for Highway Safety strongly recommends ABS brakes too, if you can get a bike with them.

With lots of moving parts, and less margin for error, getting a machine you can control, and ensuring it is in good condition is in your own best interest. Pride in your machine is also part of the whole ownership experience.

Motorists

Even if you do everything right, you can still be taken out. Most of the time it is an accident. Sometimes it isn’t. Yes, road rage is a reality, and all the more reason to stay sober and vigilant.

As for the usual concerns, it has long been known that motorcycles can be “invisible” to motorists who are visually scanning for large vehicles and can tune you out. This is especially true when approaching intersections. More than half of all crashes happen as a result of driver negligence, and failure to yield the motorcyclist’s right of way.

In addition to a helmet, motorcycle-specific jacket, pants, boots and gloves will help keep you safer.

Wearing bright clothing is a no brainer here. At least a colorful jacket or vest over your jacket helps. If you choose not to, are you good with the front brake? The front brake typically does 85-100% of the stopping. Are you good at evasive maneuvers? If not go back to the “Rider” section and think about where you’ll be taking your next skills class.

And for safety gear, check one of the many aftermarket suppliers. Some good choices can be found at Aerostich z

At night, having reflectivity on your gear and bike help, as do extra running lights. If you are concerned about style and how you look, it can be done in good taste so you don’t look like Ralph Nader was your dad and dressed you in the morning.

All kidding aside, distracted driving is no joke. The U.S. Department of Transportation now has annual “summits” where besides doing a lot of hand wringing, and issuing stern warnings, safety authorities discuss the “epidemic” of distracted driving.

Unlike the flu, there is no shot at the corner drug store for this epidemiological symptom the entire U.S. has been diagnosed with. People behind the wheel are texting, making phone calls, handing out meals for the kids, talking to people in the back seat, all sorts of things these days.

According to the U. S. DOT's website, recent stats are enough to make any motorcycle rider take notice:

• In 2009, 5,474 people were killed in crashes involving driver distraction (16 percent of the total fatalities).
• The proportion of fatalities reportedly associated with driver distraction increased from 10 percent in 2005 to 16 percent in 2009.
• 20 percent of injury crashes in 2009 involved reports of distracted driving.

Conclusion

If you take away anything from this, we hope it is this: You are the one most responsible for your own safety. Even if you have ABS brakes or an airbag, riding is still inherently more risky.

The upside is it is usually way more fun than driving a car, and typically more economical as well. It is a phenomenal sport and hooks people for life.

We’d like to see you be one of them, and our best advice is have fun, but be prepared.

Source : motorcycle.com

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Aprilia Shiver vs. 2011 Ducati Monster 796 Shootout

Things don’t always goes as planned around here. Sometimes motorcycle testing opportunities are missed by wide enough margins that it’s no biggie.

Other times, a good motorbike battle is off the table by merely a day or two between the return of one model and the acquisition of another. Such is the case for our time with Ducati’s 2011 Monster 796 and Aprilia’s Shiver 750. The return date of one just slipped by the pick up date of the other.

However, since these machines are so close in performance and market category, a little spec sheet jockeying and drawing on overlapping memories of riding impressions seems in order – enough to whip up a pseudo comparo!

Through the miracle of Photoshop we alter the course of history and present the Aprilia Shiver 750 and Ducati Monster 796 together!

Engine

Both two wheelers are powered by a Twin: an 803cc, air-cooled, SOHC, 90-degree two-valver for the Monster, and a 749cc, liquid-cooled, DOHC, 90-degree four-valver for the Shiver.

Despite what sounds like a lower-tech engine in the Monster, it is actually the more powerful of the two. The Ducati’s grunty low-rpm force was evident in its recent battle with Triumph’s Street Triple R. In the comparative horsepower and torque charts with the Shiver, the Monster once again shows that it isn’t a Twin to trifle with just because it lacks the latest and greatest technology.

The Monster’s air-cooled two-valve-per cylinder 803cc Twin is simply more powerful than the Shiver’s liquid-cooled four-valve-per cylinder 749cc Twin. However, out on the street the Ducati’s tall gearing makes it feel as though it’s not as powerful as the Aprilia.

The 796 pulls strong off bottom, and never looks back, besting the Shiver’s 44 ft-lbs of peak torque by a full 9 ft-lbs. Although the margin in peak horsepower is narrower, from roughly the 4500 rpm mark the Ducati opens a sizable gap over the Aprilia – by as much as 10 hp at certain points.

Yet the Shiver’s graph reveals it’s the bike with the smoother, more linear power development. Compared to the Ducati’s squiggly torque and hp graph lines, the Shiver’s charts look as though a laser level was used to draw them. But despite the hard numbers in the dynos, the Monster’s mill seems the mellower of the Twins.

The 796’s tall gearing (in order to meet stringent European emissions standards) somewhat hampers spirited acceleration, with the Shiver providing a revvier, more assertive engine feel. If we owned the Duc, we’d bolt on a rear sprocket with a couple more teeth to provide acceleration with extra immediacy.

The Shiver suffers from abrupt throttle response when in Sport mode, but so does the Monster. As seems typical for a lot of modern Ducatis, the Monster 796 is equally as guilty of jerky acceleration at small throttle openings.

Here again the Monster shows what a grunty mill it has; but the Aprilia's graph line reveal that it develops power in a much more linear manner.

However, with the Aprilia a rider can mitigate the abruptness without losing any peak power by switching over to Tour mode. In case you’re unaware, the Shiver offers three rider-selectable engine mappings (Sport, Tour, Rain). No such mechanism exists on the Duc.

As noted in the Monster’s initial review, its gearbox was Notchy (that’s notchy with an N). But the 796 got a passing grade in light of the fact that it likely received no break-in time before it was turned loose into the media test pool. Also, its APTC slipper-type clutch is a functional asset.

The Aprilia cannot claim a slipper clutch, but its six-speed transmission is otherwise smooth and trouble-free.

Chassis

Just as each of these naked middleweights are motivated by Twins, they each also hold their powerplants with a frame combo of steel-tube trellis joined to aluminum side pieces. The Monster’s frame is predominantly trellis, and, frankly, the more attractive of the two frames.

The Shiver’s now narrower rear wheel changed rear tire profile to better match the front tire’s profile, improving overall steering and handling compared to the previous model Shiver.

Suspension components are similar for each bike.

The Ducati sports a 43mm inverted fork where the Aprilia utilizes a 41mm inverted unit, but neither fork offers any type of external adjusters. That said, each fork works quite well. Good damping and bump compliance is a testament to tuning work the manufacturers did before finalizing spring rates and damping performance.

Each bike’s shock provides for spring preload adjustment along with the ability to tweak rebound damping. And, as with the fork sets, both shocks perform adequately.

No question each bike is a genuine treat to twist through the bends, however, when the pace picks up, the 796 remains surefooted and stable throughout the turn. The Aprilia may protest with a wiggle or wallow at the back end.

But take these comments on Aprilia’s occasional wobble at speed with a grain of salt. It’s a matter of splitting hairs, really. As ably as the Ducati tracks through serpentine tarmac, the Shiver probably meets the Duc’s standard by 90%, if not more.

We enjoyed exploiting the composed, sure-footed nature of the Monster’s chassis.

For 2010/11 the Shiver’s rear wheel is half an inch narrower than the previous model year’s 6.0-inch wheel – one of a number of updates to the current Shiver. The new, narrower wheel reshaped the 180/55 x 17 Pirelli Diablo Corsa III rear tire to better match the front tire’s profile, which in turn gives the Shiver linear, predictable steering.

The Shiver has a marginally shorter wheelbase (56.6-inches vs. 57.1-inches) while the 796 counters with a shallower 24.0-degree rake compared to the Shiver’s 25.7-degrees. Regardless of differences in geometry, each naked Standard provides sporty, nimble steering.

Going up against the name Brembo (what the Duc wears) is always tough, but the Shiver’s Aprilia-branded binders go tit-for-tat in terms of ultimate stopping power. Also, as part of the Shiver’s upgrade package, it was graced with wave-type rotors. Braking excellence is almost a dead heat ‘tween this pair, but the Duc impresses more for its overall better sensitivity at the lever.

The Shiver received updates to its ergonomic layout that Aprilia says gives the rider a sportier seating position. Although the ergos are slightly more aggressive, it’s still a bit more upright compared to the Monster – and that’s just fine by us.

Ergos ‘n’ Stuff

If you’re familiar with the Monster 696 or 1100, then you’ve got a pretty good feel for the 796’s layout even if you haven’t ridden it yet.

The Monster’s rider triangle is pretty darn comfortable. It’s saddle is broad with supportive foam density, and pegs are rear set enough that it takes some serious lean angle to start scraping.

But reach to the Duc’s one-piece, tapered aluminum motocross-style handle is more forward than the position the Shiver places its rider in.

The name says it all.

Although changes to peg placement, seat width and handlebar height ostensibly have given the Shiver a more aggressive rider ergo package, it seems to offer a more open and upright position compared to the 796. Yet it gives up nothing to the Monster in terms of sport riding.

Seat height is basically a wash with 31.5 inches for the 796 and 31.8 inches for the Shiver.

Mr. Monster wears a hi-tech dashboard kit with its all-digital single-unit LCD panel. It’s essentially the same unit found on Ducati’s high-end superbikes. Unfortunately, the 796’s all-LCD bar graph tachometer can at times seem difficult to read, like during midday sun.

An instrument package consisting of a prominently displayed analog tachometer joined by an LCD panel handling the rest of the data – just like is on the Shiver – is preferable to most staffers at here at Motorcycle.com.

Pretend Shootout Conclusion

These I-talian sleds weren’t ridden back-to-back on the same day, but that doesn’t prevent one simple conclusion: each one is a doggone good bike.

The Shiver’s Twin provides tractable power, belying peak power deficits to the Ducati. And the Shiver also has the features of rider-selectable fuel mapping and true throttle-by-wire. You’ll have to decide if the Aprilia’s electronics are bona fide benefits, but for sure they are the way of the future.

Aprilia graced the Shiver with worthwhile improvements to handling this year, and it also has what feels like a slightly more neutral, upright riding position compared to the Duc.

On the other hand, the Ducati is, well, a Ducati. Nowadays that name is golden whether you’re a real rider or a style-conscious diva.

The Monster 796 package presents a strong Twin, stable chassis, user-friendly ergos, easy effort at the clutch lever (albeit with a chunky transmission) and sex appeal – all for a $996 premium above the Shiver’s $8,999 MSRP.

Once again, despite our best efforts to discern a clear winner amongst modern two wheelers wedged in the same category, all that’s left to say is: six of one, half dozen of another.

Source : motorcycle.com

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