Honda DN-01 700 2009 — Specifications

When Honda decides to blur the lines, the manufacturer doesn't do things halfway. The DN-01 700, which first appeared as a concept in 2005 before reaching dealerships, is the kind of machine that provokes a puzzled silence the moment you discover it. Neither truly a cruiser, nor quite a tourer, and even less a scooter despite certain clues, this Honda DN-01 700 cc refuses to fit into any box. And that's precisely what makes it fascinating — or irritating, depending on your point of view.

Style-wise, the beast leaves no one indifferent. That elongated profile, that front end carved like a shark's snout, that Pro-Arm single-sided swingarm displayed like a piece of technical jewelry: everything screams show-bike brought to production without too many aesthetic compromises. Honda wanted to create a category, not simply a model. The visual gamble paid off. But design, however seductive, doesn't make a motorcycle ride. Beneath the sculpted bodywork lies a 52-degree V-twin displacing 680 cc, delivering 60 horsepower at 7,750 rpm with 58.8 Nm of torque at 5,500 rpm. Modest figures, inherited from the Deauville/Transalp platform. We're not talking about raw performance here: the DN-01 tops out at 180 km/h and makes no claim to rival an FJR 1300 or a BMW K 1200 GT. The playground is relaxed cruising, not devouring highways at full throttle.

The true originality lies in the transmission. Honda named its system HFT, for Human-Friendly Transmission. Nothing to do with a scooter variator or a conventional semi-automatic gearbox. This is a continuously variable hydromechanical transmission, controlled by a hydraulic clutch. The right switchgear lets you toggle between an automatic mode, with two maps (Drive and Sport), and a manual mode offering six ratios selectable from the handlebars. The result: clutch-lever-free riding that's fluid, almost disconcertingly simple. A single button is all it takes to shift into neutral. This technology is the machine's true selling point and clearly targets riders seeking ease of use, or even motorcyclists tired of juggling the clutch in city traffic.

The ergonomics follow the same philosophy. Seat perched just 690 mm off the ground, swept-back handlebars, wide floorboards, a nearly custom riding position: the DN-01 aims to be welcoming. The fully digital dashboard, backlit by white LEDs, displays the selected gear, gauges, and fuel level with decent readability. The steel double-cradle frame, 41 mm fork, and shaft-driven single-sided rear swingarm ensure sound road manners. Braking, with twin 296 mm discs up front and a 276 mm disc at the rear, benefits from ABS paired with a combined braking system. On paper, the rolling chassis holds its own.

The problem is the weight. 270 kg wet for 60 horsepower and a mere 15-liter tank — that's an unfavorable power-to-weight ratio. The tire choice raises just as many questions: a 190/50 at the rear, a size borrowed from sportbikes, on such a placid machine, is more about posture than dynamic logic. A 120 up front would have gained in agility over the chosen 130. These choices penalize low-speed maneuverability, precisely where a machine designed for city riding and comfort should excel. What's the price of a Honda DN-01 700? Listed at 12,990 euros new, it sat in a high bracket for its category, which didn't help its commercial career. Today, on the used market, you occasionally come across a Honda DN-01 700 2010 on sales platforms at far more accessible prices, which radically changes the equation.

The DN-01 remains a curiosity in Honda's history. A machine conceived to open motorcycling to a wider audience thanks to its innovative transmission and reassuring ergonomics, but weighed down by excessive bulk and a prohibitive price tag at launch. It appeals to urban or suburban riders who prioritize comfort and originality over pure performance. A prototype turned reality — not quite fully realized, but genuinely bold.