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    RiderBOT
    175kW homologation special ups the ante for all superbikes
    Having delivered two WSBK riders’ titles and three manufacturers’ crowns since 2022 the existing Ducati Panigale V4 R is a dominant force in the premier series for road-based machines – so its rivals probably won’t be too pleased to see a completely revamped and even more impressive homologation machine launched in time for the 2026 campaign.

    It’s not a surprise to see a new Panigale V4 R join the range for next year. After all, the standard Panigale V4 was completely redesigned for 2025, ditching the signature single-sided swingarm and adopting a new chassis and styling, so an ‘R’ version aimed at racing was always sure to follow. But the sheer extent of the updates will come as a surprise, with Ducati porting across knowledge from its MotoGP bike development to hike the level of aerodynamic performance.

    The basics of the 2026 Panigale V4 R are borrowed from the standard Panigale V4, including the ‘Hollow Symmetrical Swingarm’ that replaces the old single-sider, alongside a redesigned front frame, using the engine as a stressed chassis part. Both the frame and swingarm are designed to be more flexible than their predecessors, by 40% and 37% respectively, in the pursuit of improved grip at the extreme lean angles that modern race tyres allow. When a bike is cranked on its side, the suspension – designed to work when it’s upright – can’t do much to absorb bumps, so adding controlled chassis flex helps keep the rubber firmly in contact with the asphalt.

    On the R, the swingarm pivot height is adjustable over an 8mm range, with four positions, and the Ohlins TTX36 rear shock, while similar to last year’s, has a stiffer spring to counteract the fact the new swingarm is longer, and a redesigned linkage to allow substantially more ride height adjustment. Up front, the Ohlins NPX25/30 forks are carried over from the previous Panigale R, with Brembo’s latest Hypure calipers mounted at their bottom and gripping 330mm discs that can be optionally uprated to larger 338.5mm rotors with the ‘Pro’ brake package. A more extreme ‘Pro+’ pack switches the calipers for Brembo GP4 units.

    Power comes, as before, from a short-stroke, 998cc version of Ducati’s Desmosedici Stradale V4 engine, packing 160.3kW at 15,750rpm and 114.5Nm at 12,000rpm. That’s the same peak power as the previous version, but torque is higher and Ducati claims a significant boost in midrange performance. Adding the optional, track-only Akrapovic exhaust and a race engine map hikes power to 172.8kW, and when used in conjunction with special Shell oil developed for the bike, the peak goes to 175.7kW. It’s a tiny fraction less than the previous generation could achieve with the same mods, but the new version of the engine meets the latest Euro5+ emissions rules and the extra torque means overall performance should feel stronger. Top speed, with those track mods, is a remarkable 330.6km/h, and even straight from the showroom the bike will hit 318.4km/h thanks to revised gearing that makes the most of the engine’s power.

    Changes to the engine include new camshafts, lighter pistons, a heavier crankshaft and new conrods, as well as a redesigned intake that repositions the secondary fuel injectors for better atomisation.
    Visually, the bike adopts the same styling as the standard 2025-on Panigale V4 but adds race-style addenda including larger winglets – 20mm wider that the stock bike – and GP-style downwash ducts at the lower front edges of the fairing. These units, which Ducati calls ‘Corner Sidepods’, debuted on the company’s MotoGP bikes in 2021 and have since been mimicked across the grid in that series, but this is their first appearance on a road-going production bike. They’re intended to create downforce when the bike is at max lean, interacting with the road surface to produce ground effect, where the air between the surface of the bodywork and the ground is accelerated, reducing its pressure and sucking the bike downwards to increase front-end grip. The result, Ducati says, is that the front end holds a tighter line at max lean. In a straight line, the ducts have no effect on drag because they’re in the turbulent wash of the front wheel, so it’s downforce without a top speed penalty. While the bike only comes in red, it’s set aside from the normal Panigale by its bare alloy fuel tank.

    The second major innovation on the 2025 V4 R is the adoption of a race-style transmission that puts neutral at the bottom, below first gear, instead of between first and second. That means the shift between first and second is more direct and there’s no chance of hitting neutral when shifting between those ratios. Like MotoGP bikes, which also use a similar pattern, the Panigale V4 R has a neutral lock-out that makes it impossible to put the bike into neutral unless you simultaneously push a thumb lever on the right-hand bar.

    Other updates include the adoption of Ducati Vehicle Observer (DVO) software for the extensive rider-assist systems. Already used on the normal Panigale V4 and some other recent Ducati models, DVO simulates the inputs from 70 external sensors and feeds that info to the computer that operates the slide control, traction control, ABS, launch control and wheelie control systems, helping it make better judgements about how to use those controls.

    As standard, the bike weighs fractionally more than the previous R, coming in at 186.5kg, but that’s largely because, as a WSBK homologation machine, it must comply with the price cap for the series, set at 44,000 Euros. In Australia, that means a price of $75,200 AUD – not cheap by anyone’s counting, but less expensive than the Panigale V4 Tricolore or Panigale V4 Lamborghini, machines that might be limited-production but lack the thoroughbred racing nature of the V4 R.

    If you have the means, though, it’s all too easy to hike the price with options that make the V4 R an even more impressive package. The full titanium exhaust needed to unleash all that performance costs a whopping $16,230 AUD, the GP4 calipers are $8,326 and the discs to match them are another $7,888. Carbon wheels to replace the standard forged alloys add $10,820 AUD to the total. Go wild with the online configurator and it’s all too easy to race past the $130,000 AUD mark without ticking every box, so a fully-kitted V4 R could cost something close to twice the bike’s standard list price…

    The post Ducati Unveils Ballistic Panigale V4 R appeared first on Australian Motorcycle News.
    RiderBOT
    Two new four-cylinder Hondas get Chinese launch ahead of global unveiling
    There have been hints for months that Honda has been planning a new range of small four-cylinder bikes – including trademarks for the names CB500 Super Four, CB400 Super Four and CBR500R Four – and now two of those machines have officially broken cover at the CIMAMotor show in China.

    Details of the bikes are still scant, with Honda confirming only that their new four-cylinder engine measures 502cc (a CB400 Super Four and CBR400R Four are expected for the Japanese market where licence rules favour bikes under 400cc) and that the machines feature a next-generation version of the E-Clutch that debuted on the CB650R and CBR650R. We also know there’s ride-by-wire and traction control, the former allowing the uprated E-Clutch system – which automatically disengages and reengages the clutch during gearshifts – to auto-blip the throttle when shifting down.

    Unlike more complex semi-autos, the E-Clutch doesn’t shift gears itself, you still do that with the foot lever, but it means you never have to use the clutch lever on the bars, even when starting and stopping. But since there still is a clutch lever, you can always override or turn off the E-Clutch and use the bike completely conventionally if  you prefer.

    The next-gen version on the CB500 Super Four and CBR500R Four is more compact than the initial design, too, with the clutch operating servo repositioned to the left-hand-side of the engine, above the transmission, instead of bulging from the clutch cover on the right-hand-side.
    The bikes shown at CIMAMotor share the same engine – it’s expected to make around 55kW but no figures have been mentioned yet – and the same tubular steel frame, but look very different to one another. The CB500 Super Four is firmly in the retro camp, harking back to earlier models like the CB400SF and the CB750F, despite departing from the double-cradle used on those machines in favour of a design that uses the engine as a stressed component.

    A single, round headlight above twin horns makes it instantly recognisable. The CBR500R Four, meanwhile, is a resolutely modern sports bike shape, avoiding the wing-laden look of many rivals and instead going to for a clean shape with crisp edges and flat panels, marked out by a distinctive headlight unit that sweeps across the whole nose of the bike. The two machines have different exhaust cans to suit their styles, but are otherwise mechanically identical, with the same upside-down forks and radial Nissin brake calipers, as well as a 5in TFT dash.

    The decision to unveil the bikes in China reflects the importance of that market, particularly when it comes to bikes in this class. The same show also saw the launch of the ZXMoto 500F – a Super Four-alike made by the new company formed by Zhang Xue, who previously set up the Kove brand.

    A more complete reveal of the new Hondas, including full specifications and the company’s plans for the models on other markets, is expected later this year, probably around the EICMA show in November.
    The post Honda CB500 Super Four and CBR500R Four appeared first on Australian Motorcycle News.
    RiderBOT

    O’Show now world champ!

    By RiderBOT, in Articles,

    Jason O’Halloran capped a dramatic, rain-soaked finale at the Bol D’Or by guiding Yamaha to the 2025 FIM World Endurance Championship crown in the closest title fight in the event’s history
    Jason O’Halloran rode the last stint as the official Yamaha team won the 2025 FIM World Endurance Championship at the Bol D’Or in France by one point, the closest in the event’s history.
    The win also gave Yamaha the Manufacturer’s title for the second year in a row.
    YART entered the finale at the Circuit Paul Ricard with a one-point lead over BMW but after qualifying both teams were on equal points, meaning a winner-takes-all fight lay ahead.
    After two hours the Yamaha team of O’Halloran, Marvin Fritz and Karel Hanika was holding a 40-second advantage over BMW. However, a persistent loose fairing that cost extra time during three pit stops dropped them back to fourth.
    However, they never gave up and were back to third at the eight-hour mark.
    The race then developed into a nail-biting battle for the title with YART knowing it needed to finish second and ahead of BMW to take the crown.
    All three riders were suffering from a severe stomach bug and at dawn Hanika was so ill that O’Halloran and Fritz went back-to-back for three hours to let him regain some strength.
    As the hours ticked by, BMW maintained its advantage over YART with the Yoshimura Suzuki team leading.
    Then, with just 30 minutes remaining, everything changed. The BMW’s engine started smoking and blew up, meaning YART just had to finish to win the title.
    With 20 minutes to run, O’Halloran went out but the team’s nerves were on edge as rain started to fall, making conditions tricky.
    But O’Halloran stayed safe on a course he’d never ridden before and brought the Yamaha home for its third EWC title, adding to the ones taken in 2009 and 2023.
    It made Fritz and Hanika double EWC champions, with O’Halloran grabbing his first world title on debut.

    “It’s been an amazing season,” he said. “We won at Le Mans, then led at Spa before my crash, but we fought back to the podium. Obviously we had our issues at Suzuka and didn’t finish the race, which meant it all came down to here. It was my first time riding at Circuit Paul Ricard. I literally only completed my first laps in Private Practice on Tuesday, so I didn’t know what to expect. We worked through the 24-hour race as you do and never gave up.”
    O’Halloran also gave BMW credit for its huge effort: “You never ever want to see your competitors go out the way they did. BMW made a fantastic race and they also deserved to be standing here today.”
    The post O’Show now world champ! appeared first on Australian Motorcycle News.
    RiderBOT
    Fledgling electric motorcycle company ZERO Motorcycles has today announced a new partnership with Queensland-based dealership Australian Electric Motor Co, which will see the brand continue to trade in Australia following its stock liquidation this month. 
    ZERO Motorcycles was previously distributed under Peter Stevens Motorcycles before the retail arm was hit with financial struggles – which resulted in some 400+ ZERO units offered at auction.
    An industry insider told INFO MOTO that many of the ZERO models sold at auction may have been snapped up by ZERO’s overseas arm. It has been speculated that these models may be utilised by new distributors in Australian Electric Motor Co.
    “With our chapter alongside Peter Stevens coming to a close, we’re excited to continue building momentum with our longest-standing and best-selling dealer in Australia,” said ZERO Motorcycles director of international expansion Adrian O’Donoughue.
    “This new partnership ensures that both longtime owners and new riders can keep enjoying our bikes with full support for sales, parts, and service every step of the way.”
    Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. He also knows how to operate the big computery thing in the office. By night, Spencer plays guitar with Melbourne punk outfit LOUTS.
    The post ZERO Motorcycles to live on in Australia appeared first on INFO MOTO.
    RiderBOT
    Specs promise 600cc power and 1000cc torque plus 130km range and 30-minute recharge
    Honda unveiled its EV FUN concept bike at last November’s EICMA show with the promise that the production version would be available in 2025 – and the company looks just about on course to do that after releasing official images and the first specs of the machine in Europe.

    While the ‘EV FUN’ name was a bit on-the-nose, the production model’s name, WN7, feels a little bland in comparison. Honda says the title derives ‘W’ from the development concept ‘Be the Wind’ and ‘N’ from ‘Naked’ while the ‘7’ is reference to the capacity class that the bike is aimed at, presumably 700cc combustion engine bikes.

    The full launch will be at this November’s EICMA and production is confirmed to be scheduled to start before the end of this year, even though dealers aren’t expected to receive bikes before early 2026.
    The key information released so far is intriguing. The peak power is rated at only 18kW, but Honda claims the power is on a par with 600cc ICE bikes. It’s not unusual for electric motors to have a rated ‘continuous’ power figure that’s substantially lower than their peak power, though, so Honda’s claim of 600cc performance levels might not be that far off the mark. Meanwhile, the motor’s torque is put at 100Nm, on a par with litre combustion engines, but again that’s a slightly skewed figure because ICE bikes invariably use multi-speed transmissions as torque multipliers at lower speeds, while electric bikes like the WN7 have a single-speed drive between the motor and rear wheel. The real performance level will become clear when we get a chance to ride the bike.

    Perhaps more important than outright performance, though, is the range and practicality of an electric bike. Honda says the WN7 is good for more than 130km on a charge of its lithium-ion battery, 30km more than was originally promised when the concept was shown last year. Importantly, and unusually for an electric motorcycle, the WN7 also has a CCS2 rapid DC charging port that allows it to plug into the sort of fast chargers used by most electric cars. That means it can refill its battery from 20% to 80% full in 30 minutes, while a 6kVA home charging wall box will complete a 100% charge in under three hours. That points to a battery capacity of around 15kWh.

    In terms of dimensions, the bike looks to be close to the CB1000 Hornet, and it’s around that mark when it comes to weight as well, tipping the scales at 217kg.
    Full tech details won’t come until later this year, but the TFT dash is claimed to have RoadSync connectivity and ‘exclusive EV menus’, while the lighting is full LED.
    And how much does it all cost? In the UK, the price has been confirmed at £12,999, equivalent to $26,600 AUD.

    The post Honda WN7 Electric Bike Launched appeared first on Australian Motorcycle News.
    RiderBOT
    Diavel V4 RS joins updated Multistrada V4 RS to add more desmo options to Ducati’s 2026 range
    Ducati has traditionally offered most of its models in either a base form or an Ohlins-suspended ‘S’ variant but it added an extra tier with the launch of the Multistrada V4 RS in 2023 – boosting performance as well as handling prowess. Now there’s a new RS in town in the form of the Diavel V4 RS and Ducati says it’s the fastest-accelerating production bike it’s ever made.

    The formula is the same one that was used to create the Multistrada V4 RS. Like the normal Multistrada, the standard Diavel uses Ducati’s Granturismo V4 engine, with an 1158cc capacity and conventional, sprung valves instead of the signature desmodromic system used by high-performance Ducatis for years. For the Multistrada V4 RS the Granturismo V4 was swapped for a version of the Desmsedici Stradale engine used in the Panigale V4, complete with desmodromic valvetrain and a smaller, 1103cc capacity. That makes for a more powerful, more rev-hungry character, and new Diavel V4 RS is created using the same recipe.

    Once again, the normal Diavel V4’s 168h, 1158cc Granturismo V4 engine is ditched for the RS model, replaced with a 182hp version of the 1103cc Desmosedici Stradale V4. That peak needs you to rev it to 11,750rpm, and the redline doesn’t arrive until 13,500rpm and is stretched even further to 14,000rpm in first gear. That higher rev limit might well be a key to the Diavel V4 RS’s ability to out-accelerate any other production Ducati up to 100km/h, a target it hits in just 2.5 seconds (admittedly with Marc Marquez at the controls – your mileage may vary if you’re not a multiple world champion.) Ducati says the only machine it makes that can beat that mark is Marquez’s normal ride, the Desmosedici GP25 MotoGP bike.

    The motor is paired to a revised look, with RS graphics and updated bodywork including new air intakes and a single-seater tail unit, all made of carbon. The standard, two-seat tail can be specified if you want to ride with a passenger.

    Forged Marchesini wheels and new red-painted Brembo Stylema calipers add to the look, as does a redesigned titanium finisher for the distinctive, quad-exit exhaust. Weight, without fuel, is 3kg lighter than the standard bike at 220kg, and while Australian market prices haven’t been revealed, elsewhere the RS costs around 40% more than the standard offering, which would equate to around $61,000 AUD if the same is applied over here.

    While the engine is the centrepiece of the changes, and includes a dry clutch and high-end electronics including launch control, wheelie mitigation, three power modes and four riding modes as well as cornering traction control, the chassis parts are also substantially upgraded. New, 48mm Ohlins NIX30 forks replace the normal, 50mm USDs, and there’s an Ohlins SRX46 rear shock to match. The updated wheels are shod in Pirelli Diablo Rosso IV tyres, which previously weren’t offered in the wide, 240/45-17 size that the Diavel uses at the rear.

    The other ‘RS’ model in Ducati’s range, the Multistrada V4 RS, is also updated for 2026, with improved strategies for its semi-active Ohlins Smart EC2.0 electronics suspension, as well as new Marchesini forged wheels and improved electronics for the Bosch combined, cornering ABS braking system.

    Like the latest Panigale V4, the 2026 Multistrada V4 RS also gets the Ducati Vehicle Observer (DVO) system that simulates 70 sensors in addition to the normal data from the inertial measurement unit, feeding that info to the cornering ABS and wheelie control systems. Ducati’s uprated DQS 2.0 quick shifter is also added for 2026, along with new graphics for the TFT dash. Again, there’s no Australian price yet for the 2026 Multistrada V4 RS, but the 2025 version’s $57,400 AUD gives a good idea of what to expect.

     
    The post Ducati Doubles its RS Offerings appeared first on Australian Motorcycle News.
    RiderBOT
    More power, smarter electronics and fresh bodywork headline changes to hard-hitting Huskies 
    Husqvarna has lifted the lid on refreshed 701 Enduro and 701 Supermoto models, promising more poke, smarter rider aids and sharper styling while sticking to the big single’s keep‑it‑simple brief. Production is due to start in September 2025, with Australian availability and pricing TBC.

    At the core is a reworked, Euro 5+‑compliant LC4 single that jumps from 74 hp to 79 hp (54.5 kW to 58.1 kW). Alongside a new exhaust with a relocated cat, higher‑pressure fuel pump and revised valve timing for stronger low‑rpm torque, news that service intervals have been stretched to 15,000 km for oil changes and 30,000 km for valve checks will be music to the ears of prospective buyers.

    The cockpit gets a long‑overdue upgrade to a 4.2‑inch landscape TFT with clear revs and gear indicators, and bar‑mounted toggles to swap ride modes and trim traction control and ABS on the fly. Connectivity runs through the Ride HQV app for calls, music and turn‑by‑turn+ nav, and there’s a USB‑C port. Cornering ABS and Cornering MTC are standard on both bikes, and the 701 Enduro adds a dedicated button to fully switch off ABS for proper dirt work.

    Model‑specific tech is where things get interesting. The 701 Enduro’s optional Rally Mode unlocks Motor Slip Regulation, a Slip Adjuster and the new Dynamic Slip Adjust system, which briefly allows more rear‑wheel spin when grip drops, before reverting to your chosen traction‑control level once you’re back on solid ground – designed to increase permitted slip when you need momentum. The 701 Supermoto, meanwhile, picks up Supermoto+ ABS to let you back it in with controlled rear slides while keeping front‑wheel ABS active, plus a Sport ABS setting that allows harder, later braking at lean before intervention. Opt into Track Mode and you also get launch control, a five‑step anti‑wheelie, Motor Slip Regulation and a Slip Adjuster. Up front, the four‑piston Brembo caliper and 320 mm disc remain in play.

    Under the skin, both bikes carry over the chromium‑moly trellis frame, aluminium swingarm and the polyamide subframe that doubles as the fuel tank, now paired with updated WP suspension settings and new centre‑stand mounting points. Fresh plastics, a brighter LED headlight and cleaner graphics modernise the look – white/blue for the Enduro, white/yellow for the Supermoto – without ditching the Swedish‑minimal vibe.

    Significant changes at a glance
    Power up: LC4 single now 79 hp (approx. 58.1 kW), with revised valve timing and a new exhaust/catalyst. Longer service intervals: oil at 15,000 km, valves at 30,000 km. New 4.2‑inch TFT: bar‑mounted mode/TC/ABS controls, plus USB‑C and app connectivity (calls, music, turn‑by‑turn+). Smarter brakes: Cornering ABS on both; Supermoto+ ABS and Sport ABS on 701 Supermoto; full ABS disable on 701 Enduro. New electronics packs: Dynamic Slip Adjust in optional Rally Mode (Enduro); optional Track Mode with launch control and five‑level anti‑wheelie (Supermoto). Chassis and styling tweaks: updated WP settings, new bodywork and LED headlight, centre‑stand mounts carried over.
    Pricing is TBC, but the blend of extra grunt, less‑intrusive electronics and stretched service intervals look great on paper.
    The post Husqvarna Unveil Updated 701 Enduro and Supermoto appeared first on Australian Motorcycle News.
    RiderBOT
    Electric motocross pioneers aim to beat the best ICE street bikes
    Electric bike specialist Stark Future has already found remarkable success with its Varg off-road machines in a tough market for battery-powered motorcycles and has now revealed plans to delve into the street bike market in the coming years.
    A new YouTube video published by the company outlines its plans, starting with a supermoto version of the Varg, expected to be launched later this year. While that machine, previewed in the video, follows the usual format of adding 17-inch wheels and street tyres to an existing enduro model, the company’s next steps will be more extreme.

    In the video, company founder Anton Wass speaks about an upcoming range that starts with an adventure bike targeting the 800cc capacity class – presumably including the likes of Suzuki’s V-Strom 800, Honda’s XL750 Transalp, BMW’s F800GS and Yamaha’s Tenere 700 – with plans for “50% more power at lower weight, and a charging time as fast as you can drink a cup of coffee.”

    Called Älg – Swedish for Moose (following on from the off-road Varg, which means ‘Wolf’) – the adventure bike is intended to compete head-on with combustion-engine machines, without the weight, range or cost penalties normally associated with electric models. Stark ambitiously believes that hitting those targets will be the recipe to make it the best-selling adventure bike in the world.
    It will be followed by a sports model, using the same powertrain, called Lo, which means ‘Lynx’ in Swedish. It’s previewed with a café-racer-style styling buck in the video, complete with a bullet-shaped nose cowl.

    That will be followed by a more mainstream offering, targeting Asian markets, as a platform to compete in the 100cc-500cc classes, again using an electric powertrain. It’s further in the future, and the plan is to combine an aggressive price with better performance than equivalent ICE bikes, along with ultra-rapid charging.
    Other plans include a ‘freeride’ bike and, further in the future, an electric ATV.
    The post Stark Future Embarks on Roadgoing Projects appeared first on Australian Motorcycle News.
    RiderBOT
    Uber-Exclusive track weapon packs GP tech and 238hp for $150K
    Aprilia has unveiled the RSV4 X‑GP at the Catalunya GP, a limited run of 30 bikes marking 10 years since the RS‑GP’s premier‑class debut. It continues the brand’s “X” series (RSV4 X, Tuono X, RSV4 X Trenta, RSV4 X ex3ma) and is aimed squarely at serious track riders, and collectors with deep pockets.

    The headline is aerodynamics lifted straight from the RS‑GP25, with Aprilia claiming five times the straight‑line vertical load of a standard RSV4 and triple the load at lean, targeting better stability, reduced wheelie and more corner grip. The rear subframe is a structural carbon unit from PAN Compositi that doubles as an aero element and uses a lightweight sandwich lay‑up. All bodywork is carbon, built using the same processes as the GP bikes, and the bike wears RS‑GP25‑inspired livery. There’s no road gear, so don’t expect rego—this is a track‑only proposition.

    Under the carbon is an 1099 cc 65‑degree V4 in race trim, claiming 238 hp at 13,750 rpm and 131 Nm at 11,750 rpm, with a 14,100 rpm ceiling. Upgrades include a higher compression ratio, Sprint Filter racing air filter, racing intake trumpets, an SC‑Project titanium twin‑pipe system with compensator, and an STM dry clutch. Electronics are run by the Aprilia Racing APX ECU—the same architecture used in RSV4 race programs—offering per‑gear mapping of power delivery, wheel‑lift mitigation, traction control and engine‑braking, plus built‑in GPS and data logging.

    The aluminium double‑spar frame is matched to mechanically adjusted Öhlins suspension, including a pressurised fork with a dedicated setup. Braking is top‑shelf Brembo gear: a 19×16 front master cylinder, billet GP4 MS calipers with Z04 pads, and 330 mm T‑Drive discs, with a nickel‑plated rear caliper. Forged magnesium Marchesini wheels are fitted with Pirelli WorldSBK‑spec slicks—125/70 SC‑1 up front and 200/65 SC‑X at the rear. Extras include carbon mudguards, Jetprime right‑hand race switchgear, Spider rearsets, lever guards, clutch lever, fuel cap and a numbered top yoke, oversized WSBK‑style water and oil radiators, plus a PBR titanium rear sprocket, lightened front sprocket and an RK 520 chain. The double‑pipe SC‑Project exhaust comes standard.

    Only 30 units will be offered, priced in Europe at €90,000 plus VAT. At current rates that’s roughly AU$145–155k before shipping, insurance, import duty and GST. As a non‑ADR, track‑only machine, it will come in via private import; budget for around 5% duty on EU bikes and 10% GST calculated on the landed cost. Local dealer support will be limited, so factor in your own spares and data support.

    Ordering opens in September via factoryworks.aprilia.com. Buyers can opt to collect from Noale with a look through Aprilia Racing. The package even includes a laptop preloaded with ECU software, IRC tyre warmers, RCB titanium front and rear stands, a floor mat, bike cover and a digital certificate of authenticity.

    MASSIMO RIVOLA, CEO APRILIA RACING
    “Ten years after their return to MotoGP, Aprilia Racing wanted to celebrate the occasion with a truly special X, drawing as much as possible from MotoGP and transferring many concepts of the RS-GP25 to a factory derivative bike. This is certainly a unique, beautiful, and extremely intriguing product capable of providing special sensations – those that only racing riders know how to take full advantage of, but which even an amateur enthusiast can clearly perceive. It is a product for a select few which houses all of Aprilia Racing’s passion, technology, and artisanal love for racing.”
    FABIANO STERLACCHINI, DIRETTORE TECNICO APRILIA RACING
    “With the RSV4 X-GP, we wanted to take another step forward in our project of placing the most advanced technology in the hands of our customers. Our engineers created something that is much more than an evolution of the extraordinary X project. It is a bike truly born out of MotoGP DNA. Several features demonstrate this: the aerodynamics with leg and tail wings derived directly from the RS-GP25, the structural carbon seat support, with technology like that used on the MotoGP bikes and an exceptional weight/power ratio. Numerous components – both visible and not – are new or have been optimised with the goal of ensuring performance and a riding experience in line with the highest standards of motorsport.”

    SPECIFICATIONS
    ENGINE: V4 65°, 1099 cc with SBK racing specifications
    EXAUST: SC-Project Titanium Full-System Exhaust MotoGP Replica 4×2 with balance pipe between cylinder banks
    AIRBOX: MY25 Throttle body and dedicated intake trumpets
    AIR FILTER: High permeability racing – MotoGP technology – Sprint Filter
    ELECTRONIC CENTRAL UNIT: APX Aprilia Racing with specific settings and GPS system
    RADIATORS (WATER AND OIL): Oversized Racing – SBK technology
    TRANSMISSION: Titanium rear sprocket and lighter front sprocket by PBR (designed by Aprilia Racing)
    CHAIN: RK 520
    MAX. POWER @ CRANKSHAFT: 238 CV @ 13.500 Rpm
    MAX. TORQUE @ CRANKSHAFT: 131 Nm @ 11.000 Rpm
    MAX. ENGINE RPM: 14.100 Rpm
    RIMS: Marchesini in forge Mg M7R GENESI (front 17’’x3.5’’ – rear 17’’x6’’)
    BRAKING SYSTEM: Brembo Monoblock caliper GP4 MS, Brembo master cylinder PR19x16, pads Z04
    FRONT BRAKE DISKS: Brembo DP 330 “T Drive”, thickness 5,5mm
    REAR BRAKE CALIPER: Nikel-plated
    FRONT FORKS: Pressurized cartridged Öhlins FKR with mechanical control. Adjustable in: spring pre-load, hydraulic (with dedicated setup) compression and rebound damping.
    REAR SHOCK ABSORBER: Öhlins TTX monoshock mechanically managed piggyback derived from MotoGP, fully adjustable in: spring pre-load, wheelbase and hydraulic (with dedicated setup) compression and rebound damping.
    STEERING DAMPER: Öhlins, adjustable
    CLUTCH: Dry clutch by STM
    UPPER TRIPLE CLAMPER: Racing, lighter, CNC machined
    HANDLEBARS SWITCH: Racing by Jetprime
    CLUTCH LEVER: Racing by Spider
    FOOTRESTS KIT: Racing, adjustable, by Spider
    FAIRING: MotoGP specifications, full carbon by PAN Compositi
    AERO PACKAGE: Carbon front and under wing, cornering wings, leg wings, tail wings, by PAN Compositi
    SEAT SUPPORT: Structural carbon seat support, by PAN Compositi
    MUDGUARD AND CHAIN GUARD: Full carbon
    LIVERY: “RS-GP25”
    CNC PARTS: Fuel tank cap, engine crankcase and brake lever protections, by Spider
    TYRES: Pirelli Slick Diablo SBK ant. SC-1 125/70 post. SC-X 200/65
    DRY WEIGHT: 165 kg
    The post Aprilia Unveil MotoGP Inspired RSV4 X‑GP appeared first on Australian Motorcycle News.
    RiderBOT

    BMW Unveils Vision CE

    By RiderBOT, in Articles,

    Self-balancing electric scooter-with-a-roof concept revisits the C1
    Quarter of a century ago BMW launched a bike that’s become something of a legend in the ‘ambitious failures’ category – the C1 scooter. Not only did it enter a market segment that was entirely new for the company but it added a car-style roll cage and seatbelt so you could theoretically ride without a helmet or other protective kit but still be safe in the event of an accident. Buyers stayed away in droves but the idea has lingered on at BMW and now the company has revealed a modern take on the idea in the form of the Vision CE.

    The ‘Vision’ element of the name is important. In BMW-speak, ‘Vision’ is applied to more speculative concept vehicles, unlikely to see production in the form they’re shown but giving a more general hint at upcoming projects. Show vehicles carrying the name ‘Concept’, meanwhile, are usually previews of upcoming production models, the most recent example being BMW’s Concept F450GS. In other words, don’t expect a showroom version of the Vision CE in the near future, and realistically if any of its ideas do reach production, they’re likely to appear in a very different package.

    So, what is the Vision CE? Under the skin, it’s largely similar to the existing CE-04 electric scooter, with the same long, low chassis setup and similar styling cues with flat surfaces and crisp edges – a far cry from the egglike outline of the original C1. Its most distinctive feature is that box-like safety cage that surrounds the rider, along with a high-backed seat with four-point, harness-style seatbelts to keep them pinned in place. BMW says that, like the original C1, the Vision CE’s design means you don’t need riding kit or a helmet: if there’s a crash, you stay inside the safety cell and let it absorb the impacts.

    Although initially shown as an open cage, BMW’s sketches also illustrate how the Vision CE could be fitted with a full-height screen and a transparent roof section, adding at least a bit of weather protection and further eliminating the need to wear motorcycle-specific clothing.

    The idea, just like the C1 25 years ago, is to create a machine with the small footprint and traffic-busting abilities of a motorcycle but the safety and convenience of a car, letting owners get from A to B without having to worry about getting changed or what they’ll do with their riding kit on arrival.

    The cage also acts as a mounting bracket for accessories, and BMW’s illustrations show the Vision CE in multiple forms, from a mobile barista with a coffee machine lashed to the back to a plumber’s transport with pipes on the roof and toolboxes behind the seat. The glaringly AI-generated ‘photos’ of the concept are more leisure focused, including an adventure version with knobbly rubber and camping kit attached, and a variant that’s bizarrely kitted out as a mobile DJ.

    The publicity images might have the uncanny valley look of AI, but BMW has built a real mock-up of the Vision CE. There’s little explanation of its technical elements, but it’s clearly electric, probably with the CE-04’s powertrain, and claims to be able to self-balance, even when stationary. BMW has previously demonstrated an autonomous R1250GS, so the tech isn’t out of the company’s reach. A box behind the seat is labelled ‘Radar’ – so we know there’s a rear-facing sensor for blind spot monitoring at the very least.

    While the Vision CE is unlikely to reach production as seen here, BMW has spent several years filing patents around roofed motorcycles, long after production of the C1 ended, and clearly still believes that the convenience of a helmet-free machine could be a winning idea in the market. At one stage the company considered offering a removable, bolt-on safety cage for its now-discontinued C Evolution electric scooter, so extending that idea to the current CE-04 that replaced it is well within the bounds of possibility.

    The post BMW Unveils Vision CE appeared first on Australian Motorcycle News.
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