Nikkor 16-85/3.5-5.6G AF-S DX ED Review

16-85/3.5-5.6G ED AF-S DX Nikkor

Nikon's newest prosumer zoom - the 5.3X Nikkor 16-85/3.5-5.6G ED AF-S DX VR - is an appealing wide angle to short tele design that will fit many shooters needs. A more useful range at each end has been added to overcome the limits of the 18-70 and 24-120 DX models. Unsatisfactory performance has plagued both the 18-135 and 18-200 kit lens offerings from Nikon with numerous comments from users that are moving to pro glass as a result. Will the 16-85 keep the average Nikon afficianado happy or not? Preliminary reviews show a decent performance for daylight shooters - will semipros and serious amateurs feel the same way? Time will tell...

Overall, I get a positive impression from the construct of the 16-85. Apparently built out of the same plastics as the 18-70 and 24-120, it exudes a quality feel with smooth turning rings and clean finish. The zoom ring has an obvious friction (my preference) with no sag or slop in the telescoping lens components. The focus ring is smooth and well damped. A thin, vertically oriented rubber gasket encircles the lens mount gap when mounted on camera. More of a 'flap' than the type of gasket you would find on your car's oil filter, it keeps dust out of the mirror box but is itself exposed and deserves a little care to avoid damage.

The peculiarities of the new Nikkor are not significant but worth knowing:
- The AF-ON switch will not activate the VR - partially depressing the shutter release is needed for focusing.
- Turn the camera off before detaching or attaching any VRII lens
- VR will not be available on cameras with built-in flash while it is recharging.
- Do not operate in the presence of flammable gases or with wet hands.

How does the 16-85 feel? On my D300 body, the 17-ounce optic falls right in place with the zoom ring at a comfortable distance that does not require moving your palm away from the edge of the camera body for handholding (I seldom use the manual focus ring but its right there close to the body and out of the way for steady AF use). It's the same width as the 18-70 and a tad shorter than the 24-120. It takes on an almost weightlessness when added to my D300 with the MB-D10 grip attached.

AF-S
Test images taken in my office confirmed that the 16-85's AF-S snapped into focus consistently even in low room light with indistinct subjects - even at the wide open f5.6 aperture at the 85mm focal length. Accuracy is also excellent with no errors on the camera's part in my test images. This unit should keep up just fine in general action situations - high speed sports or other scenarios will likely need to be well lit for optimum performance.

VRII
This feature is very subjective since time is needed to establish image stability in each shot and then decide when to release the shutter. My initial experience with the 24-120 VR is improved noticeably with this optic and I expect to get better as I use VR more often - but it is a voodoo hat trick in my book and everyone will have a different take on it. I like it and am becoming more dependent on VR to get a sharp image.

VR draws its current from the body power source, so carry spare batts in steady use - neither me or Nikon have any idea how long the camera can support using VR at the track or during events you'd employ it for. You gain an almost unlimited power supply when adding the MB-D10 grip to your D300, which includes longer shoot time using the popup flash as well.

Image Quality
Initial images gave me this impression- we've got another winner!

16mm



CA is minimal by f4 - still present at f8
Image edges are very good by f4
Overall image is very good at f4 & gets better at f5.6
Obvious field curvature
Detail at infinity very good at f3.5


35mm



No CA 'wide open' at f4.5
Image edges are very good at f4.5


50mm



No CA 'wide open' at f5
Very ittle degradation at f22

70mm



Some CA wide open at f5.6
Image edges are very good at f5.6

85mm



No CA wide open at f5.6
Image edges are fairly good at f5.6

Conclusion
Taken as a whole, the 16-86 VR is a very well controlled lens, including above average wide open performance at all focal lengths - with truly good images just above 16mm especially. One stop down from wide open is all it took to bring images into a very good rating and just another stop to give great overall performance (according to 1:1 previews in Lightroom). Typical optical compromises in the 16-85 have allowed some visible CA and obvious distortion - still, Nikon is making real progress in this price category, which drew one reviewer to think that a 17-55 pro glass buy might be wasted money.

While the $600 street price point might be a stretch for some, the 16-85 is money well spent in spite of its slow lens speed if you factor in the wide to short tele focal range and VRII features. My lovable 18-70 has now been transferred to the D40 body and the 16-85 is the new 'normal' zoom on my D300.

MPG & Cost of Ownership

I've noticed a few folks already slowing up their average speed on the road. Will it really save them some fuel? Yes, a little. But not enough to save the amount they're going to need to fuel that vehicle in the future. It's time to reconsider the vehicle you're driving and get one that best suits your actual needs based on cost of ownership.

It's not too complicated to see how much the cost of your next fuel-saving vehicles will impact your gas bill. Fuel mileage is taking centerstage faster and faster nowadays and the money spent on better MPG's will more quickly outpace the time it takes to offset a car's price tag.

Using a 15,000 average miles driven per year and a soon-to-be $4 per gallon gas price, see how quickly fuel costs outpace the price differences of your car.

24 MPG Vehicles
625 gallons per year X $4 per gallon = $2500
Monthly Fuel Cost: $208

35 MPG Vehicles
428.5 gallons per year X $4 per gallon = $1714
Monthly Fuel Cost: $142

At a more common 20,000 annual mileage average, the differences add up even faster:

24 MPG Vehicles
833 gallons per year X $4 per gallon = $3332
Monthly Fuel Cost: $277

35 MPG Vehicles
571 gallons per year X $4 per gallon = $2285
Monthly Fuel Cost: $190

Cost of ownership affects more than the monthly household budget. Cost is affected by length of ownership and operating costs accrued over that ownership period. The greatest economy can only be achieved when the cost of ownership is spread out over longest period of time. Trade-in and resale values will soon hold fewer advantages than in previous years when operation costs (purchase price, taxes, title and registration fees, financing interest, fuel, insurance, maintenance) were cheaper and permitted frequent changes in vehicle ownership.

Calculating total cost of ownership for your vehicle is sobering when fully considered. For example, a $15,000 vehicle comes with many costs. For example:

Purchase Price: $15000 + fees
Taxes: $1000+ per year
Insurance: $800-$1000 per year
Financing Interest: $400-$600 per year
Fuel: $1700 - $3300 per year ($2500 average @ $4 per gallon)
Maintenance: $250-$500 per year

Typical Cost of Ownership $600-$700 per month or $22 per day

The moral of this story is simple:
Drive as cheaply as possible - gas is just going to get more expensive.
Don't drive unless you have a reason - get organized to control this lifestyle cost.
Watch every contributing expense that affects cost of vehicle ownership - from checking insurance rates to keeping your tires properly inflated.
Slow down a bit and fill up less often.

The Honda Era Ends... Hello, Suzuki!

A personal era ended recently with the sale of my 1989 Honda NX250 dual sport to a fellow in Greeneville, TN this morning. As I waved goodbye to my old ride I mentally reviewed its colorful past- bought use and ridden for 5 years, stolen for 3 years, then recovered and restored to mechanical soundness this past fall. A shining example of Honda reliability throughout its-not-over-yet lifetime, the NX stands as a testimony to what all bikes should.

That little 2500cc water-cooled, six-speed conveyance defined what I still look for in quality two-wheeled transportation. Reliability first - performance and fun factor second. Every feature of that bike is still working except the problematic speedo assembly (I balked at a $100+ parts list to make another attempt to keep it working). And that's it. The tranny is shifting a little harder and the throttle is less snappy in its response, but the bike is more than drivable and relatively safe with its ancient disc brake and rear drums. Getting 85 mpg is a nice feeling, too.

Having owned 3 Hondas all told - a 1966 305 Super Hawk, a 1975 CB350, and the 1989 NX250 - my overall experience was very positive. Few if any breakdowns. No maintenance problems. And a couple of tumbles due to my foolhardy driving. For me, motorcycles are Hondas. Until now...

With a much lauded 2007 Suzuki DL 650A V-Strom, I have entered the midsize bike realm. For me, it is a whole new era of comfort and performance with a bike that can take me anywhere. Power and handling are first rate. ABS braking technology is a must-have now in my mind. And careful accessorizing has now turned my V-Strom into a capable adventure tourer. But reliability is still an issue. With just 6500 miles on it, the speedo is malfunctioning and an intermittent stall occurs when I come to stop. Some things never change... (we'll also see what kind of dealership experience is in store for this era too).

Will the Wee stand the test of time that the NX has managed to endure? Only time will tell in this new era of modern motorcycling - and I can only hope so....

DL650A Driving Report: April 2008

After several weeks of regular riding, I am getting a better feel for this great bike and, generally speaking, it is a very good feeling indeed. Here is my experience with the Wee thusfar:

As an adventure tourer/street/commuter all-purpose design, my 2007 Suzuki DL650A (ABS) V-Strom is a superb example of power and comfort for less than $7200 MSRP (due to hogh demand this figure could be potentially more in 2008 at some dealerships). It's also a class act in providing a versatile cycling experience encompassing both economy and performance. Capable of attaining mid-50 mpg fuel consumption, its 5.8 gallon tank can carry the conservative rider upwards of 250 mile on a single filling. At $3.40 per gallon (for now), a $19.72 87-octane fuel investment translates into an 8 cents per mile operating cost. (I used to get that scale of economy with my car - no more!)

Ride position/comfort and overall handling is above average for a bike of this price range and its popularity in the touring circles confirms its rightful place among much more costly models. A few more thousand dollars will transform the basic configuration into a worthy touring machine. Keeping it stock is all you will need for street/weekend and commuting purposes. Make what you want out it - the Wee will deliver!

Engine performance from the 650cc v-twin is steady and strong - its proven SV650-derivative powerplant has been tweaked and upgraded from the original design specifically for this model. Dependable and easily maintainable, you mostly get on it and ride. The six-speed gearbox is easy to use with many situations needing just a single downshift to add power or engine braking for turns and speed zones. My 2007 model is surprisingly buzzfree at any speed and grunts nicely during acceleration to let you know it doing its job. Low speed rolloffs in high gear are very doable around 3 grand, but I'll drop it down a cog or two to get the good stuff when I'm not lazy. The suspension is more than adequate for a non-aggressive driver like myself and easily upgraded if need be. I've found it to be fine for my 190 pounds plus gear. Skilled riding techniques will reap much of what this bike can do from the factory without pouring a lot more money into it.

In the handlebars department, the 'up and back' barbacks that came with mine helped my reach a lot - rotating them a tad brought my hand/wrist positioning into proper alignment and alleviated all of the initial discomfort. A pair of $9 Grip Puppies will further improve the grip experience and a set of $28 Symtec heated grips has extended the riding season as well. Handling is as good as you are - get to know this machine and you'll be happy with its response from milque toast puttering to pushing it in the curves. With it's lower torque and wide power band, Suzuki has done a remarkable job of transforming its sportbike SV cousin into a long distance newcomer.

The cable operated clutch on the DL650 is smooth and positive - especially after I disassembled, cleaned, relubricated and adjusted the clutch release mechanism. This procedure is covered in the manual as a worthwhile maintenance step to repeat for each riding season. Shifting is very solid and smooth - I haven't had any 'false neutrals' or anything else for that matter. After a few hours of operation, this is one area where you begin to sense the level of quality that's built into the V-Strom.

Adding a $128 Kevin Baker Fork Brace was also a smart move. Fork stability is clearly improved with this accessory in long sweeper turns, rough pavement and windy conditions.

What can I say about the ABS braking that hasn't already been expounded on thoroughly? ABS adds a whole new level of safety and is easily the most valuable feature on my Wee - immediate maximum brake power at any time with no dangerous side effects is worth the paltry extra $500 they ask for, in my opinion. Thanks to BMW's relentless brake development, tests have shown ABS to be consistently safer and more effective than any degree of manual braking techniques. Required as standard equipment on all Canadian units, the U.S. is being starved for ABS models with no expectations of seeing any in showrooms all year! As a result, finding a DL650A in the U.S. during 2008 has been difficult to impossible - while non-ABS models are commanding their highest prices to date. (So glad I snatched up my 2007 ABS Wee late last year - whodaknown?!)

I repositioned the rear brake pedal as far down as I could to cover the pedal more effectively in traffic. Also replaced the anemic factory rear brake pads with EBC's sintered HH-rated pads. I can now start to learn how to trail brake the rear wheel during turns like the big boys...

Also adjusted the gear shifter downwards quite a bit to get at it more easily and keep my left foot at the ready to downshift. Replacing the front stock sprocket with a 16-tooth OEM GXSR 600 front chain sprocket removed 300 rpms for a longer first/second shift pattern at takeoff and lower the engine speed on the highway.

Raising and angling the Windstrom windscreen from its stock position has smoothed out the airstream a good bit - more would be better. This process might take a while to maximize but is an important step in improving the riding environment.

As reported by the original owner, in just 6,000 miles he replaced the original rear Trail Wing tire with an Avon Distanzia after repeated trips on the Blue Ridge Parkway. Since I've owned the bike, the front TW was showing its age a bit prematurely with remaining tread producing a 'lumpy' feel as if I was feeling the tire casing. For the 2008 season, I replaced it with a V-rated Metzeler Tourance and have a super front end again. Tire pressures set to 41psi rear and 36psi front have rendered wander-free straight running, excellent tracking through road snakes, over railroad tracks, etc. I'm finally getting to see the Wee great handling for the first time!

While my Wee came with a pair of Givi side hard cases, I added a Bestem 52-liter hard case on top. There doesn't seems to be any issues with them regarding aerodynamics or fuel mileage. I'm getting a consistent 53-54 mpg performance as a 190-lbs. rider in local rides with top speeds of 70-80 mph.

Now, to be honest, this bike IS top heavy. I have already tipped it over once trying to make a slow speed turnaround in a driveway - my fault of course for not having practiced that maneuver beforehand. However, it is very different from my much smaller dual sport Honda NX250 and, as a more 'full figured' motorcycle, requires a different mindset. Nonetheless, I love the Wee's overall ride/handling qualities am have become much more confident of its abilities the more I ride (duh!). It's size and weight is simply perfect for everything from highway and state roads to twisty secondary roads.

Reading a copy of Lee Park's performance riding book has been an excellent education in motorcycle dynamics and as I implement those principles I am certain my ability and confidence will better match the Wee's abilities. After a recent 4-hour roundtrip run from Knoxville to Rugby, TN through everything from typical intown traffic to state route twisties, the Wee is the kind of bike you don't want to park.

Images Set in Concrete

We're visiting yet another plant this week - a cement plant in Florida. The following images were shot to offer a scope of the size of this plant and its panoramic landscape - varying at a distance of 10-30 miles away, we could see the entire skyline from Ft. Lauderdale all the way to Miami and South Beach! Enjoy...


First, the freight elevator takes us up to around 350 feet...


The various plant systems lay before us - don't know what is what, really.


This is one of several ponds - that was an easy call, I know.


Their concrete fabrication inventory is enormous and provides the components needed for tilt-up concrete buildings and other structures.


Meanwhile, train cars snake around the complex delivering raw process materials.


On our floor, huge steel process structures surround us doing the job of making cement.


At over 300 feet elevation, these huge process ducts dwarf the superstructure holding them up.


Our emissions testing equipment draws flue samples out of the stack for characterization analysis. Flow velocity, CO, dioxins and particulate are several of the parameters being measured at this site.


I'd love to tell you what this is for... I just can't.


Massive piping meets up with even more massive vessels as the cement process goes on and on.


Appearing like a giant waffle iron, these forms add rigidity to the structural steel they are welded to.

Power to the People!

We shift gears again and return to some photography taken while stack testing at a power plant. This plant is undertaking massive construction of pollution control modifications to minimize its harmful emissions, these images will give a scope of the structures and environment.

Enjoy...


These four fiberglass composite stacks each measure 20 feet across and are contained in a single concrete 'stack'. They receive flue gases from the four main boilers that provide the power to generate electricity.


Looking up the interior of the larger exterior stack wall.


Here is our only transportation. We squeezed personnel and equipment into it to take us 420 feet above! (I made at least 30 trips on it during our three days of testing.)


The coal yard and cooling ponds alongside the muddy Ohio River.


Coal barges are constantly navigated to the site for offloading 24 hours a day.


Fellow stack testers set up their monitoring equipment.

2008 Riding Season - Are You Ready?

Well, I'm ready. Really ready, that is. My first ride of the season to Norris Lake a few weeks back and another one today tell me the V-Strom is ready for the 2008 Riding Season.

First rides of the season are a big deal only because they're the start of more rides. Six to seven months of rides to be exact. Long one. Short ones. Every one of 'em. And getting ready for those rides is a big deal. Cuz this means work. Fixing, adjusting, adding, changing, finding, buying, and eventually finishing everything you set out to do so you're really actually ready to ride this spring. This process usually requires working in a cold, poorly lit garage, repeated unplanned spending of parts and supplies, and huge sacrifices in quality TV viewing. Why? To make the 2008 Riding Season better than last year's. There's also the hours spent on internet research. More hours spent keeping up with your bike's forum members for all those details and insight you can't get anywhere else. Then, choosing the right items that will make your ride truly deluxe. There's never enough time or money. We must prevail. Spring is coming!

I bought my 2007 DL650A in December and had put only a few hundred miles on it until mid-February. In the meantime, I had my 2007 Winter To-Do List. Did I get it all done? You bet I did! Everything on the list is crossed out. What did it take?

- Repositioning the rear brake pedal for better leverage and quickly activating the tail light made all the difference in rear brake operation. Replaced the stock rear brake pads with a new set of EBC HH-rated sintered pads. I am now able to easily operate the rear brakes to the point of activating the ABS for maximum performance. This fixes the flaccid factory braking syndrome many DL650 riders are experiencing.

- Adjusting the shift lever all the way down for a more ergonometric grab with my right foot was big help.

- Careful handlebar and clutch/brake lever repositionings worked for me and took the pain out of my forearms. If I concentrate on my posture now, riding is really quite comfortable.

- An Eastern Beaver fuse box/relay harness is wired up and powering accessories with plenty of room for future add-ons.

- Symtec heated grips have been installed and are an absolute must-do! Not having to wear thick winter gloves is a big step in maintaining safe control in cold weather. The best $36 accessory I have added thus far.

- A Kuryakyn LED battery meter is keeping real-time tabs on the DL's power usage.

- The Bestem top box tail light and LED side markers will add some visibility, but I really want to convert the turn signal-only assemblies into a true parking/turn signal configuration.

- Two new Richland Rick RAM-mount mirror extenders are mounted and ready to accept future RAM-mounted accessories during 2008.

- A 16-tooth Suzuki OEM Gixxer 600 front sprocket has already proven to be a better gearing partner for the stock rear sprocket over the stock 15-tooth spec. This install included a thorough cleaning, lube repacking and adjustment of the clutch release mechanism - a good seasonal chore for us all.

- A Bestem 46-liter removable top box now holds my HJC CL-31 helmet and other riding gear. My Cortech GX jacket fits in one of the Givi side cases for a complete stow at the curb.

- A black Kevin Baker DL fork brace has stabilized the front end for smoother turns and better tracking in rough pavement conditions.

- 3M Black Reflective Tape has been applied on the frame and hard cases for better night visibility. I added some stylish patches on my helmet too.

- My PVC Koozie Kola Kooler drink carrier will keep me slaked on those longer roads.

- And there's fresh Shell Rotella T 5-30W synthetic oil in the crankcase for a long season of get-on-it-and-go convenience.

Now that's a feel-good post for any rider! If you spent last winter prepping your beastie for Spring of 2008, you know what that means. This year is gonna be the best one ever - we made sure of that!