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    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.
    RiderBOT
    ZERO Motorcycles’ local arm is liquidating its assets, signaling the end for the fledgling electric motorcycle brand distributed under Peter Stevens Motorcycles. 
    ZERO Motorcycles Australia’s remaining stock will be sold off by Pickles over four liquidation auctions, a move seemingly forced by the recent Peter Stevens retail group break up.
    Approximately 420 ZERO electric motorcycles will be offered, and are expected to sell at a heavily discounted price.
    According to Pickles, the lots are located across its branches in VIC, NSW, ACT, SA, WA and QLD, with bids to be accepted from anywhere in Australia and Internationally exclusively via its website.
    ZERO Motorcycles relaunched in 2023 in Australia under distributor Peter Stevens Motorcycles, though INFO MOTO understands that the brand struggled to break through in an EV-resistant Australian motorcycle market, with some customers citing price and range-anxiety as major deterring factors.
    The four concurrent Pickles auctions will run from Thursday 11 September to Tuesday 16 September. Click here to find out more.
    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 fire sale signals electric brand demise in Australia appeared first on INFO MOTO.
    RiderBOT

    Marshal Cruiser Design Leaked

    By RiderBOT, in Articles,

    Rebranded Chinese company target the custom market with radical-looking machine
    Marshal is the new name for a Chinese company – Guangdong Jianya – that previously sold its machines under the Hanyang and Xiangshuai brands, and it’s out to challenge Benda as the wackiest cruiser maker in China.
    The new name appeared alongside a new factory earlier this year, and while its existing range mainly consists of fairly conventional 800cc V-twins with Harley-ish styling, the indications are that Marshal intends to take a more ambitious approach in the future.

    This new design patent from the company, for example, could never be said to be copying a Harley. The design takes the unusual step, particularly in the cruiser realm, of entirely covering the engine. At first glance you might even think it’s an electric bike, but there’s an exhaust tucked into the belly and an engine of unknown size and configuration hiding behind the panels that cover each side.
    Other unusual elements include the wheels, with a solid disc wheel at the back and an odd design at the front with just two, wide spokes connecting the rim to the hub.
    It’s not the only upcoming novelty from the company, either. It’s also planning a 1200cc V4-powered trike that appears to borrow its engine design from Benda’s largest V4 – even though Benda has yet to launch its own 1200cc model – that takes its styling inspiration from Harley-based trikes made by famous Japanese car tuner Liberty Walk.
    Under the Hanyang name, before its Marshal rebrand, the company had a stand at last year’s EICMA show in Italy, pointing to its international intentions.
    The post Marshal Cruiser Design Leaked appeared first on Australian Motorcycle News.
    RiderBOT
    Brave attempt by CFMoto to develop a battery-powered sportsbike in a cynical market
    Motorcycle brands are facing a dilemma. They know legislation and technology is edging towards the eventual elimination of combustion engines so investing in the development of electric models is a safety net for the future. However they also realise that global sales of electric motorcycles aren’t big enough yet to give a return on that investment.
    Get started too early and they might be wasting time and money creating machines that will be outdated before they ever have a chance to recoup their development costs. But leave it too late and their rivals get an invaluable head-start that they might never overcome.
    Could CFMoto’s 450SR be the inspiration for an electric sportsbike to complement the new CF-X MXer? In China, CFMoto already has its own electric bike brand for scooters, ZEEHO, and it’s dabbled with larger electric models like the 300GT-E that was developed in response to a Chinese police tender for a zero-emissions patrol bike. It’s also due to launch a production version of last year’s CF-X electric motocross bike in the near future, and now a new patent has revealed how it could build a future electric sportsbike.
    The designs, like recent patents from Honda for the Japanese firm’s own electric sportsbike, shift the motor and transmission rearwards, moving the main part of the power unit behind the swingarm pivot, underneath a banana-shaped swingarm, to clear more space in the main frame for batteries.

    The patent shows an alloy frame that uses the battery packs – two of them, each slim units mounted vertically – as its sides to provide additional structural strength.
    Unusually, the two batteries have a void between them, sealed in by the perimeter of the frame, and that area is filled with coolant. Fins on the battery packs protrude into that coolant to increase the surface area in contact with the fluid. There’s no mention of a radiator or water pump to circulate the coolant and expel heat, but presumably those components would also be fitted.
    The patent shows that the electronics for the battery control system, as well as the charger unit, are mounted above the frame, where the fuel tank would normally sit, allowing those parts to be housed under a tank-shaped cover so the bike retains a familiar silhouette and riding position.

    The frame extends rearward to support the seat without a separate subframe, and the upper mount of the rear shock is farther back than normal, within that extended section, again to clear more space for the batteries in the main part of the chassis.
    As with other companies’ electric projects, there’s no clue as to whether the design being patented here is going to make the leap to production, or if it’s simply a case of experimenting with different layouts and getting intellectual property protection on ideas in preparation for the battle for electric motorcycle supremacy that seems sure to take place at some point in the future.
    The post Will This Be the Bike Nobody Wants to Buy? appeared first on Australian Motorcycle News.
    RiderBOT
    Why riders love the open road – Hundreds of AMCN readers responded to a very simple question, and revealed just how profound motorcycling can be
    There’s something about a motorcycle that stirs the soul in a way few other machines can. As part of a recent BMW Motorrad competition, for the chance to win two passes to a Level 1 California Superbike School training day of your choice, we asked our readers a simple question: “What do you love most about riding motorcycles?” The responses we received were raw, heartfelt and inspiring.
    For some, like reader Matt Fernandez, riding is “the most freeing thing I’ve ever done”, a personal escape hatch from the pressure cooker of everyday life. “A few hours in the saddle makes it all manageable,” he wrote.
    Reader Ben Sykes waxed poetic about the sensory richness of two wheels: “Every sense is alive,” he wrote. “The scent of the bush, the rush of the wind, the bite of cold morning air. It’s pure presence.” That immersion was echoed by Salim Aljunied, who described it as “meditation at 100km/h”.

    For others, riding is about connection – to the road, to a machine and even to strangers. Graham Ball said it best: “I’ve made more lifelong mates at roadside stops and servo forecourts than I ever did at parties. It’s a brotherhood on wheels.”
    Several readers tapped into the therapeutic value of a ride. Andrew Dowling called it “therapy with no office”, and Sheryar Bhesadia likened it to a spiritual detox: “No traffic jams in the mind when you’re gliding between trees or along the ocean. Just peace, and adrenaline.”
    Not all reflections were quite so abstract, either. Some, like Ian Pickett, celebrated the tactile pleasure of a perfect run on a beloved machine: “My BMW R 1250 RS hums beneath me, the curves roll out like ribbon in the countryside – it’s joy on two wheels.”
    And sometimes, the joy is simply in being truly, utterly present. “There’s a complete, beautiful silence in my mind when I ride,” wrote Seumus Andrews. “It’s a stillness I find nowhere else.”
    Even nostalgia made an appearance. Richard Paul King recounted his love affair with bikes starting in 1977: “My friend lent me a 350cc Honda and said, ‘Give it a go.’ I was hooked from that first twist of the throttle. Motorcycles have taken me places cars never could – geographically and emotionally.”

    Of all the hundreds of frankly impressive entries, however, the one from reader Melvin Rivera stood out for its lyrical honesty and emotional depth:
    “Every time I ride, I remember who I am,” wrote Melvin. “Not the worker, not the husband, not the student, but the person who just wanted to be free. Riding brings me back to my core self – joyful, fearless, alive. The road doesn’t care about your job title, your problems, your status. It just invites you to dance with it. That’s what I love most.”
    So, a huge congratulations to Melvin for capturing the spirit of motorcycling in one unforgettable paragraph, and an equally huge thanks to all the other passionate riders who sent in their entries – they were tremendous fun to read, and very inspiring.
    Other responses
    “Back in 1977 I was racing my Formula Vee at a club meeting. My friend lent me a 350cc Honda and said, ‘Give it a go.’ I was hooked from that first twist of the throttle. Motorcycles have taken me places cars never could – geographically and emotionally.”
    – Richard Paul King
    “It’s the most freeing thing I’ve ever done. Riding clears my head, lets me escape stress, and resets my soul. No matter what I’m facing, a few hours in the saddle makes it all manageable.”
    – Matt Fernandez
    “What I love most is how the machine and I become one. I’m not just riding it – I’m in it, feeling every vibration, tilt and pulse of the road. It’s meditation at 100km/h.”
    – Salim Aljunied
    The post BMW MOTORRAD COMPETITION WINNER appeared first on Australian Motorcycle News.
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