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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. View full article

The first Chinese-built inline four to hit the Australian market ushers in a new era of affordable performance Twist the throttle of CFMoto’s new 500SR VOOM and its four 125cc pistons harmonise into a fluid, rising soundtrack that builds with every thousand rpm. It starts with a reasonably loud hum at low revs, as musical as it is mechanical, and the note tightens into a keen-edged growl in the midrange before soaring into a distinctive howl as the digital tacho climbs past 10,000rpm. It’s urgent, alive and unmistakably inline-four, and I’d forgotten just how much fun a small-capacity four-cylinder engine can be. That steady, insistent pull that rewards commitment, thrives on revs and has you nervously checking your surroundings for flashing red and blues. Compared to today’s ubiquitous parallel twins, the VOOM’s engine feels creamy and turbine-smooth, thanks to its naturally balanced 180-degree crank and the seamless timing of four evenly spaced crank throws. It’s just so much fun; you’re chasing the redline not out of necessity, but because it’s addictive. FOUR PLAY The 500SR VOOM is the first Chinese-built inline four-cylinder motorcycle to be sold in Australia. Even with a ride-away price of $10,990, I already knew the ride quality and the execution were going to be top notch. I’m a big fan of what the 37-year-old brand has achieved in the past decade, but I wasn’t prepared for just how much fun I was going to have on a 500cc retro-styled sportsbike. It’s also worth noting the VOOM isn’t LAMS-approved. Despite its capacity, it exceeds the power-to-weight threshold and doesn’t qualify for Australia’s learner scheme. That’s unusual for anything under 660cc, but not entirely without precedent – Kawasaki’s ZX-4R and ZX-4RR are also off the list. Like those bikes, the VOOM occupies a small niche of compact, high-performance models aimed at fully licensed riders only. And that uniqueness adds to the appeal. Twin circular taillights echo the front styling Apart from that bold styling (more on that later), the 499cc inline four is the jewel in the 500SR VOOM’s crown. It’s free-revving, responsive and makes all the right noises. Peak power arrives at a relatively high 12,500rpm, but the engine thrives on revs, pulling harder the longer you stay in it, with a smooth, progressive build that’s both usable and exhilarating. Unlike some fours that feel strangled down low, the VOOM still gives you something to work with at the bottom and in the midrange, although the upper region is where the real fun lives. It runs a conventional cable-operated throttle, which keeps the connection feeling direct and mechanical – but also means there are no selectable ride modes. Standard quickshifter works on up-changes only This is the first four-cylinder engine developed by CFMoto, and it’s been built in-house. Despite the company’s joint-venture ties with KTM, this 499cc DOHC engine is entirely its own. Bore and stroke measure 63mm by 40mm, which explains its lively top end, and the claimed peak power output is 58kW (78hp) at 12,500rpm with 49Nm of torque at 10,000rpm. Ram-Air lift takes it to a maximum 61kW (82hp) at speed. That Ram-Air effect is fed by twin intakes cleverly integrated into the faux headlights – the actual LED projectors sit low and recessed under the front cowling, leaving the ‘headlight’ pods to function as air ducts. Those are Ram-Air intakes, old mate. The headlights are below What’s arguably more impressive is that CFMoto has brought this engine to market as a fully homologated, Euro 5+ compliant roadbike. At a time when Yamaha has been forced to make both its YZF-R6 and YZF-R1 inline fours track-only models due to Europe’s tightening emissions laws and the costs of ongoing development, here comes a Chinese manufacturer not only launching a brand-new straight-four, but clearing the regulatory hoops at the same time. Of course it’s not the only one available today – the three other Japanese brands are still developing them and BMW and MV, too – but for CFMoto to launch a completely new platform, clear Euro 5+ and hit this level of execution on its first attempt is impressive by any measure. It might have sporty pretensions but the 500SR VOOM is all-day comfortable The VOOM’s first gear is so short I ended up skipping it entirely – second gear launches were smoother, better for the quickshifter and more enjoyable from an aural perspective. In fact, the whole gearbox and quickshifter package felt inconsistent at first. At low throttle openings, the transmission was snatchy and the quickshifter was occasionally stubborn. But once I clocked that it was a loose chain and adjusted the tension correctly, the whole set-up was transformed. Shifts became clean and reliable, throttle transitions smoothed out and all my early gripes vanished with a properly tensioned drive chain. The six-speed gearbox is matched to a slipper clutch. Once things were dialled in, it worked well. The up-only quickshifter is responsive and adds to the sporty feel; you can switch it on or off via the dash settings if you prefer a retro sportsbike experience. It is as refined as anything you’d find on a premium offering – especially higher in the rev range where shifts are sharp and seamless. You can create magic with this handlebar switchblock To my eye, this is one of the rare times a low-cost bike has gone all-in on bold styling without ending up looking awkward or clumsy. VOOM’s neo-retro fairing hits that sweet spot between homage and modernity, with clear visual cues that recall Suzuki’s game-changing 1985 GSX-R750 – especially in the dual ‘headlights’, the shape of the bodywork and the twin pipes. There’s also plenty of CFMoto’s own Papio minibike in the design, and I can even see a hint of the Paton twin that races in the Isle of Man’s Lightweight TT class. But, unlike some of CFMoto’s earlier efforts that tried to blend too many ideas, this one feels fully formed. It’s cohesive and distinct. Old school and contemporary styling merge elegantly Those faux headlights are bordered by ring-shaped daytime running lights that give the bike a sharp, unmistakable on-road presence that’s complemented by the always-on indicators which make the bike look wider from a distance than it actually is. Around the back, the twin circular taillights echo that same design. The dual exhausts give it a real retro racer look, as does the shape of the petrol tank, which is flat on the top and tapers towards the bottom while the base of it gets factory-installed grip tape which is proper old school. A neat touch are the bar-end mirrors, which suit the retro racer look and offer better visibility than expected. They sit out wide enough to be really useful, but could impede on lane splitting if you’re using the VOOM to commute. Pretty cool exhaust cans eh? While the styling leans heavily on old-school cues, the equipment is anything but. Fully adjustable suspension front and rear, a 41mm upside-down fork, dual 300mm discs with radial-mounted J.Juan calipers, an adjustable steering damper and a slick 5-inch TFT dash with navigation support all come standard. One particularly cool feature is the live power and torque curve displayed on the dash – an active overlay that traces your engine’s output against the revs in real time. Whether it’s gimmicky or not is up for debate, but it does give you a visual reference in terms of where you are in the powerband and how your throttle inputs translate into actual performance. LEAN CUISINE For a bike that looks and sounds like it does, the VOOM is surprisingly well-mannered. The chassis is well sorted, quick steering and offers a tonne of feedback. It turns in really easily thanks to the relatively narrow 160-section rear tyre, and the neutral-for-a-sportsbike ergonomics give you plenty of control. At a claimed 194kg wet, it’s relatively light for a fully faired inline-four and feels nimble through direction changes and is easy to manage at low speeds. Plenty of warning if you are about to run out of ground clearance. But let’s swap those out for titanium The suspension plays a role here, too. The fork and rear shock are adjustable for preload and rebound, although I didn’t feel like I needed to make any changes, such was the quality of the base settings – and yes, I’m the first person to test the unit. It felt great straight away; firm enough to push, yet not harsh or twitchy. Over mixed roads it stayed composed and never felt overwhelmed; really impressive stuff for the asking price. Mid-corner, the VOOM communicates well – there’s good feel through the ‘bars and ‘pegs – making it easy to develop trust. That’s helped by the CST Migra S3N tyres, which felt surprisingly grippy in all the conditions I rode through. And with both pressure and temperature data displayed in real-time on the dash, it adds a layer of confidence most bikes at this price can’t offer. The 41mm upside-down fork runs dual 300mm discs with radial-mounted J.Juan calipers Those J.Juan front brakes are backed up by a 220mm rear disc, all connected to a dual-channel ABS system. The front brake set-up is excellent – progressive feel, good bite and no hint of fade. I did feel the rear ABS intervention a few times through the pedal when decelerating hard into switchbacks, but never through the lever, and it wasn’t off-putting. The rear brake itself isn’t overly powerful, but useful when used in tandem with the front for stabilising the bike into a corner or tightening a line without upsetting anything. From this angle the 500SR VOOM looks understated. But don’t be fooled There’s also a steering damper fitted as standard. Once again, I didn’t feel the need to move through any of the 20-step adjustability on offer, nor did I really notice its presence – which is probably the point. Beyond that, it’s surprisingly practical for something that looks so focused. The switchgear is intuitive, the clutch action is light and fuelling is just about perfect. Fuel consumption over the test averaged 5.2L/100km, and with a 15.5L tank, that gives you a theoretical range just shy of 300km. Dashboard is amazingly comprehensive for what is a budget model Mimicking that retro styling is a relatively relaxed ergonomic triangle. The handlebar mounts are cast directly into the top triple clamp rather than being clip-ons mounted beneath. While the sportsbike look is convincing, the overall riding position isn’t punishing and you’ve got plenty of room to move around. The seat is wide and supportive. I never found myself wishing for a break to ease any numbness or discomfort and it’s really accessible at 795mm high, too. Rear brake ABS was activated going hard into switchback hairpins There’s a prominent pillion pad, which garnered many a comment from others saying they wouldn’t like to spend a lot of time there, but there are certainly more precarious-looking pillion seats around and it does form a decent perch to strap a bag to (which I did). There’s even a decent-sized loop strap tucked underneath it for someone to hang on to if they so desired. DASH OF GENIUS For a sub-$11k sportsbike, the VOOM packs in more tech in the dash than you’d reasonably expect. The five-inch TFT unit is crisp and well laid out, with a standard display that includes a tacho, digital speed readout, both engine and ambient temperatures, a clock, fuel gauge, range-to-empty, trip data, real-time tyre pressure and temperature, and the live power and torque curves. You can toggle between two trips and an odo, and the layout is easy to read at a glance. Steering damper looks trick and worked seamlessly without adjustment Dive into the menu and you’ll find five tabs. Under Vehicle, you can switch traction control between Level 1, Level 2 or off, adjust the RPM threshold for the shift light, turn the quickshifter on or off, and activate or disable the ESS (Emergency Stop Signal), which flashes the indicators during heavy braking. The other menu tabs cover Phone, Music, MotoPlay (which enables Google Maps projection to the dash) and Settings, where you can customise language, units, time and even create two separate display presets depending on how you want the dash to look. It’s a polished system that genuinely adds value without trying to be too clever for its own good. The jury is still out on the pillion perch There are dual USB ports inside the fairing below the dash – one USB-A and one USB-C – making it easy to charge a range of devices. Buyers can also option a T-box module, which gives you ride tracking, over-the-air updates, diagnostics and navigation control. VERDICT It’s been a long time since a new bike surprised me this much. Not because I had low expectations, but because the VOOM over-delivers in all the areas that matter on such an inexpensive machine. The engine is the star, no question. It’s engaging, characterful and makes you want to find the long way home. But what makes it work as a complete package is that the chassis, suspension, brakes and build quality all keep up. There’s no weak link. And then there’s the price. At $10,990 ride away, you’re getting a proper inline-four with high-spec componentry, decent electronics and one of the best dashes in the segment. It’s not a beginner’s bike and it’s not just a weekend toy either. The VOOM occupies that rare sweet spot where performance, style and everyday usability overlap. Just like those sportsbikes of the 1980s and 1990s did. Record setter Before it even hit Australian showrooms, the 500SR VOOM became a record-breaker. At Lake Gairdner in South Australia, CFMoto’s new inline-four clocked 227.42km/h (141.31mph), setting a new official Australian land speed record in the 500P‑P (500cc Production Frame/Engine) class. The record-breaking run was piloted by Richard Harding and eclipsed the previous 500cc class benchmark of 199.14km/h. That effort gives the VOOM a unique claim in the current sportsbike market; a verified land-speed record on a production-spec machine, before a single unit had been delivered. The company it keeps The CFMoto 500SR VOOM is the most affordable inline-four motorcycle currently sold in Australia, and by a fair margin. While it doesn’t have many direct rivals, there are still a few other options worth noting. Kawasaki ZX-4R / ZX-4RR Launched in 2023, Kawasaki’s ZX-4R range revived the high-revving, small-capacity four-cylinder formula. The ZX-4RR gets more premium running gear and is priced at $13,194 plus on-road costs, making it the VOOM’s closest competitor in layout and licensing class. Like the VOOM, neither version is LAMS-approved. Honda CB650R A 649cc inline-four with more torque and top-end grunt, Honda’s middleweight neo-retro nakedbike sits in a different class but could be the next step up for riders who love four-cylinder performance. It’s heavier, less visually nostalgic (to my eye) and, when on-road costs are added, around $2500 more expensive. Suzuki GSX-8R Not an inline-four, but worth a mention for context. Suzuki’s new GSX-8R is likely to draw interest from some of the same riders. It uses a parallel-twin engine, not a four, and targets sportsbike riders looking for comfort. It’s $3000 more expensive and less exciting on paper, but smooth and refined to ride. SPECIFICATIONS ENGINE Capacity 499cc Type Inline four cylinder, DOHC, four valves per cylinder Bore & stroke 63mm x 40.1mm Compression ratio 12:1 Cooling Liquid Fueling EFI, Bosch Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 58kW (78hp) [max. 61kW (82hp)] @ 12,500rpm (claimed) Torque 49Nm @ 10,000rpm (claimed) Top speed 220km/h (claimed) Fuel consumption 5.2L/100km (measured) ELECTRONICS Type Bosch Rider aids ABS, traction control, up-only quickshifter and shift light Rider modes Not applicable CHASSIS Frame material Tubular-steel frame Frame type Trellis Rake Not given Trail Not given Wheelbase 1395mm SUSPENSION Type CFMoto Front: 41mm upside-down fork, adjustable preload and rebound, Rear: Multi-link monoshock, adjustable preload and rebound WHEELS & BRAKES Wheels Cast alloy Front: 17in x 3.0 Rear: 17in x 4.5 Tyres CST Migra S3N Front: 120/70R17 Rear: 160/60R17 Brakes J.Juan, ABS Front: Twin 300mm discs, four-piston monobloc calipers Rear: Single 220mm disc, single-piston caliper DIMENSIONS Weight 194kg (wet, claimed) Seat height 795mm Width 730mm Height 1115mm Length 2010mm Ground clearance Not given Fuel capacity 15.5L SERVICING & WARRANTY Servicing First: 1000km Warranty Up to three years, unlimited kilometres BUSINESS END Price $9590 (ride away) Colour options Nebula White or Zephyr Blue CONTACT cfmoto.com.au The post ROAD TEST | 2025 CFMoto 500SR VOOM appeared first on Australian Motorcycle News.

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. View full article

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. View full article

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. View full article

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. View full article

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. View full article

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. View full article

A day to remember as we are handed the key* to Toprak’s priceless, 250hp BMW M 1000 RR Like so many of us, I was a wide-eyed teenager when I became besotted with World Superbikes. In 1995 I’d saved up just enough cash to attend my first race meeting and rode my Kawasaki KR-1S to Donington Park in the English midlands to watch the gladiators of the time do their thing. Carl Fogarty, Aaron Slight, Anthony Gobert and Troy Corser were like gods as they snaked down Craner Curves with a ferocity and bravery that remains etched on my mind. I was hooked. Brave smile. Check. Big boy pants fitted. Check. Now just get out there and go for it! Now, decades later, I found myself in the paddock at Cremona, about to throw a leg over the actual BMW M 1000 RR of reigning WorldSBK champion Toprak Razgatlioglu. Riding any WSBK machine is intimidating. But doing so in front of the entire ROKiT BMW Motorrad WSBK team and the ridiculously talented, double world champion Toprak himself is another level altogether. The team had even left his pit garage as it had been over the race weekend, letting me experience not only the bike, but also what it feels like to be in Toprak’s boots. This was going to be a day like no other. Time to dig out those big boy pants. Yet another thing to remember: there is no rear brake pedal but a lever on the left handlebar THE UNTHINKABLE Although the BMW World Superbike is based on the 2025 M 1000 R, it’s not a case of thumbing the starter button, flicking up the sidestand and tootling down pit lane. For starters, there is no sidestand, and that’s only the start of a long list of oddities and protocols I had to get used to. I was given a detailed briefing from Christian Gonschor, Technical Director of BMW Motorrad Motorsport. He was acutely aware that I was about to ride his near-perfect and possibly priceless factory machine in something close to full race trim. Unsurprisingly, I was given detailed instructions on what and what not to do. There was a mountain of information to digest. The race dash is confusing, the cockpit has more buttons than the Millennium Falcon, there’s no foot-operated back brake – just a thumb lever on the left ‘bar – and no ABS or braking rider aids. The M 1000 RR punches out between 250-260hp but weighs just 168kg. There are some rider aids, like TC, and the gearbox is not only raceshift, but first gear is down – meaning there’s no neutral between first and second. So that’s down for first, second and third, and so on… and don’t select a gear until the wheels are turning (which is why riders are pushed by mechanics). Oh, and don’t forget the pitlane limiter – which button was that again? And if you crash it… it’s just unthinkable. Remember, there’s no neutral and don’t select first gear until the mechanic has pushed it to get the wheels turning The tyre warmers came off to reveal steaming Pirelli slicks. My technician wheeled the BMW out of the garage, pointed it down pitlane and I climbed aboard, feeling every eye trained on me. I tried to absorb all that was front of me, but she can’t be left ticking over for too long. I got the nod, the tech pushed me to get the wheels moving. Then it was down for first gear, a few more revs, release the clutch – please don’t stall – and we were away. Thank God I didn’t mess that one up. Oh dear! Which button was the pitlane limiter again? As the limiter popped and the Akrapovic exhaust spat fury, I fumbled for the limiter release button – then remembered it deactivates automatically in second. Now it was just me and the fastest BMW motorcycle ever built. LEARNING TO FLY The golden rule when riding a WSBK bike is, of course, don’t crash. But ride too slowly and the tyres cool, the brakes fade and the bike becomes unstable. I’ve raced the Isle of Man TT, but I knew this experience would be another beast entirely. Lots of very expensive carbon fibre everywhere you look From the first few corners, the M 1000 RR felt very strange. Toprak runs a very low seat and high ‘bars, so you sit in the bike, not on it. It’s a relaxed position, almost cruiser-like, compared to the nose-down aggression of most pure race machines. Out of Turn 6 for the first time, I gave the throttle a tickle. It’s a short, straight blast to Turn 7, a fast right-hander taken in third or second. The BMW is quick, obviously, but even as the revs built and I was propelled to the next corner, it wasn’t as scary or brutal as anticipated. Not yet. Gotta say Chad looks pretty relaxed, but then again he has raced at the Isle of Man TT Now it was time to unleash the BMW’s full power; in second, pushing the bike upright as I aggressively dialled in the power, trusting the grip from the Pirelli slick as well as Toprak’s electronics. Again, the result wasn’t as violent as expected and I was beginning to suspect BMW may have turned down the power in the lower gears. Then, in third gear, those 250 horses kicked in hard. Cornering brought several features into play, modifying engine braking and power output according to the lean angle, gear and other parameters All the air was driven from my lungs. It was so frantic I was momentarily stunned. But to my surprise, the front wheel remained planted. Not a hint of a wheelie as those huge wings and stunningly effective electronics did their work. The shift from third to fourth and into fifth was done faster than you can finish this sentence. The 750m straight was consumed in what felt like two seconds or less. The gear changes were beyond rapid – just seamless. The large fairing is so effective and the riding position so low that there’s very little windblast compared to other race bikes I’ve ridden. But when I popped up to apply the Brembo stoppers, I was hit by a wall of air that smashed me in the chest. Toprak’s riding position had Chad sitting low in the saddle I was expecting the stoppers to bite harder than a Great White shark, but they are actually progressive and full of feel. Toprak is regarded as the supreme braker in WSBK, so I was expecting something dramatically fierce. But while the Brembos are very strong, the lever feel was friendly, with more travel than I was expecting. Meanwhile, the bike remained impeccably stable as the front slick tyre bit into the asphalt. DANCE PARTNER By lap two, things were beginning to click. Despite the unconventional riding position, the BMW felt light, flickable and agile. I expected it to steer like a truck, but instead it turned like a sweetly set-up SuperSport 600. It shouldn’t work but it does, and in just a few corners it felt natural, like it was my bike, not an angry monster that wanted to kill me. The world champ is doing it all again for the second year in a row In some ways, I was thankful I only had a handful of laps as my brain couldn’t compute any more information, and my lack of fitness was starting to show. Not only are you thinking about apexes, braking points and apex lines but also about the bike: Why does it do that? Can I feel or hear the TC? What’s happening mechanically? All this while trying to look fast and competent without crashing. It was an intense few laps. How the pros do this for half an hour or more is unimaginable. Back in the pits, I was just relieved to hand the priceless bike back in one piece. Both physically and mentally exhausted, it took me a while to soak everything in. Chatting with the team in the pits revealed that what I’d been feeling in Turn 7 in particular was the engine braking and power output changing in response to the lean angle, gear and other parameters. I’d been given a safe base setting, while the pros can have changeable power and engine brake strategies for each corner. VERDICT I’ve tested WorldSBK and TT-winning machines before, but nothing quite like this. Toprak’s M 1000 RR has the seating position of a Harley, the bodywork and stability of a sports-tourer, the handling of a SuperSport 600, and the acceleration of a rocket ship. Again, it should not work, but does. Toprak Razgatlioglu was on hand to make sure his pride and joy didn’t get scratched It’s also a lot easier to ride than expected – with the caveat that BMW dialled down its ferocity for me. In theory, a skilled rider could take it to a track day without issues, as long as you remember what the buttons do and which way the gears go. And you would need a pit crew. Half of me wishes I’d had more laps to play with the electronics and adapt to the bike’s quirks, but the other half is just pleased I got it back to pit lane unscathed. Three key takeaways? First, how unusual it is in terms of riding position and feel. Second, how talented, skilled and intelligent top-level riders are – managing pace, strategy and machine feedback at warp speed. Finally, and possibly most importantly, how vital the team is. Getting this bike to work perfectly, corner by corner, takes experience, intelligence, data crunching time and a clear understanding with the rider. The team effort to get the bike to work, not just on lap one but the last lap when the fuel is almost gone and the tyre is shot, is an incredibly difficult task. The M 1000 RR might have Toprak’s name on it, but it takes a village to make it fly. It takes a small village of technicians and boffins to keep this beast at the front of the pack PROS – Set up for a world champion to ride to the limit and win, the M 1000 RR was deceptively easy to ride to the limits of a mere mortal CONS – The ride of a lifetime that will leave you wanting more but happy to return this priceless piece of mobile history to its makers in one piece. SPECIFICATIONS ENGINE Type Four-cylinder 999cc four-stroke Performance 186kW-plus above 14,000rpm (est), 320km/h-plus (est) ELECTRONICS Rider aids Traction control, engine maps and engine braking, varying per track and possibly per corner. Stock frame has adjustable rake and tale WHEELS & BRAKES PVM forged wheels, Pirelli WSBK slicks, front 3.5 x 17, rear 6.0 x 17. Brembo 4-piston caliper brakes (front 2 x 338mm discs, rear 218mm disc) DIMENSIONS Weight 168kg (dry min for WSBK) Width 561mm (718mm with wings) Wheelbase 1450mm (variable) Length 2080mm Fuel capacity 21L (per regulations for season 2025) BUSINESS END Colour options Rokit Price Probably priceless The post QUICKSPIN | Toprak Razgatlioglu’s World Superbike appeared first on Australian Motorcycle News.

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. View full article

The Tracer 7 and GT step up in spec and ability while staying true to their value-packed roots In a perfect world we would have a garage full of bikes for every occasion. Sports bike for the track, adventure bike for the occasional off-road foray, something cool and retro for summer evenings, a large scooter for commuting and a big tourer for that week-long holiday. The real world, however, is rather different. If we’re lucky, we might have two bikes but, for the majority of us, just one bike is what we can afford or have room for. That machine needs to be an all-arounder that can do it all on a budget. Which is where bikes like Yamaha’s 2025 Tracer 7 and Tracer 7 GT step up and make all the difference to us mere mere mortals. The updated Tracer is based on the popular MT-07. Fun, light and able to be ridden hard, the MT-07 is also great at darting around the city and cutting through congestion. The Tracer carries those virtues forward but adds more practicality, while the GT version has genuine touring potential. At under £9k (Aussie prices TBC) for the Tracer and just over £10k for the GT, both machines look like outstanding value for hard-earned cash, especially as they’re likely to be used all year round. At the heart of it all is the familiar 689cc CP2 parallel twin engine, complete with 270-degree crank and the same outright power as before. For 2025, Yamaha has added Y-CCT ride-by-wire throttle, which allows the introduction of switchable riding modes – Sport, Street and Custom – along with improved fuelling and an even more linear power delivery than before. There’s also cruise control and traction control as standard. The fork is now an inverted KYB 41mm item with rebound damping and spring preload adjustment. The swingarm gains 40mm in length, and the main frame is beefed up. Brakes are now radially mounted, while both bikes gain a bit of weight: the Tracer 203kg (plus 5kg), the GT 212kg, (plus 10kg). Bodywork and styling are new, there are dual bi-focus LED headlights, a new rear taillight and indicators in the knuckle guards. The 2025 Yamaha was designed in Italy in partnership with Yamaha Japan and produced in France, which helps explain both bikes’ distinctly European feel. The fuel tank gains an extra litre, taking it out to 18 litres in capacity. The ’bars are both higher and wider, with a new 5-inch TFT display. The seats on both bikes are also new and sit at 830mm on the Tracer and 845mm on the GT, both with more padding. The switchgear and a taller screen are new, while luggage comes standard on the GT, along with a centrestand and heated grips. The seat has been redesigned on the GT to make it plusher, raising the height slightly It’s clear Yamaha has worked weekends to improve the Tracer and GT, which is why we were so looking forward to a day in Portugal jumping between the standard bike and the tourer. THE RIDE We’ve always been a fan of Yamaha’s CP2 twin, whether it’s in the R7, Tracer or MT-07. It’s punchy, fluid and powerful, and although the on-paper figures aren’t that impressive, it feels stronger than its quoted 54kW (73hp) peak. For 2025 Yamaha, has added Y-CCT ride-by-wire, first seen on the R6, I believe, nearly 20 years ago and, as you would expect, Yamaha has got it spot-on, too. The throttle response is immaculately smooth and easy in the lower rpm, especially in the dedicated Street mode. So smooth it feels more like a multi than a twin. The seat has been redesigned on the GT to make it plusher, raising the height slightly Although peak power and torque remain the same as the previous model, the spread of torque is (and feels) wider. The CP2 seems even more eager from 3000rpm to 6000rpm. It’s lively and grunty and, as noted, punches well above its 689cc capacity. Switch off the TC and it will happily loft the front, despite that extra weight and longer wheelbase. Engine retains original spec but has been retuned for a more linear power and torque delivery It lacks the top-end power of larger-capacity bikes but delivers more than enough to have a blast. The revs flow, the delivery is deliciously linear and that superbly metered fuelling makes it responsive without a hint of sharpness. The 212kg GT is 9kg heavier than the stock Tracer, meaning the engine doesn’t feel quite as perky, and I expect when fully loaded two-up with luggage you might find yourself dreaming of a Tracer 9 GT triple – but the smaller engine has always been fun and arguably the most enjoyable in this category. Add a pleasing rasp from the Euro5-plus exhaust and it’s easy to see why the CP2 has so many fans. In the past handling has been a relative weak point of ‘entry-level’ Yamaha streetbikes, and after listening to the technical presentation on the eve of the press test, I found myself questioning Yamaha’s chassis updates: a longer wheelbase, more rigidity in the frame, beefed-up fork, a fraction more weight… More rigidity usually means a reduction in feel, and a longer wheelbase usually results in slower steering. But, thankfully, I was wrong; Yamaha has produced a plucky, easy-handling Tracer equipped with decent Michelin Pilot Road GT rubber. Despite opting for a racier, stronger inverted fork from KYB, suspension is still relatively basic, with just preload and rebound damping adjustment. It’s the same adjustment on the rear, but the GT gets a handy remote pre-load adjuster knob. Our tester liked the joystick but didn’t find other aspects of the switchgear were as intuitive There’s a sweet, natural balance to the Tracer, which makes it feel like your bike from the off. In tricky early morning conditions, I was getting excellent feedback from a damp surface and was able to trust the quality Michelin rubber. The taller ’bars and wider stance allow you to lever the 200kg-plus Tracer around with relative ease, which in turn makes it enjoyable to ride. Later in the afternoon, on an almost deserted dry section of switchback mountain roads, I upped the pace, expecting to soon hit the limitations of the handling, but I didn’t. The pegs will tickle the road from time to time, but you have to push the handling to do so or be heavier than the average rider. I’m relatively light (81kg in kit) and only touched the pegs down on the very odd occasion. The heavier GT sits farther into its suspension, meaning the pegs do touch down a fraction sooner. Some heavier riders present added rear spring preload via an easily accessible adjuster. But even carrying decent lean angle at pace, the Yam is planted and stable, offering excellent feedback for this type of bike. Sure, there are limitations, but they’d only be felt on a racetrack. Sidestand is standard and tucked in for improved cornering On the road, the standard set-up – despite being more set to comfort over sport – is hard to fault. A £10k tourer should have handling limitations but they are not apparent. Yamaha has certainly not saved on suspension, which was questionably on the limit a few years ago. SPLIT THE DIFFERENCE When riding both bikes back-to-back, the standard Tracer feels a little sportier and firmer. Both bikes, however, share the same set-up and only differ in weight and the seat cushioning and height. Improved seat comfort means a 400km+ range is rideable in one hit The GT coped with the poorly surfaced roads in Portugal way better than I was expecting. I could see upcoming imperfections in the road and was expecting some complaints from the suspension – but there weren’t any. Its ride quality is excellent: plush but still able to be ridden reasonably hard. The brakes, too, have certainly taken a step forward and are now radially mounted and bolted to a stiffer inverted 41mm fork. At everyday speeds, you only need one finger on the lever. When the pace hots up, you need a little more leverage, but the four-piston calipers are still up for the job. Even on the 9kg-heavier GT they were faultless for this type of bike. I’m sure even when fully loaded with pillion and luggage, the stoppers will be up for the challenge. Our tester found the display easy to read and relatively simple to navigate The ABS is not lean sensitive as there is no IMU fitted to the 2025 Yamaha. You can’t change the ABS level and there is no engine braking strategy, but in dry and perfect conditions in Portugal this wasn’t a problem; the rear ABS just kicked in a few times when pushed hard. But would I want lean sensitive ABS in winter when it’s cold and horrible? Maybe so. Traction control can be changed on the move and deactivated at a standstill. Riding and power modes can also be changed but I’d argue there’s no reason to change from the standard riding mode. Brakes are now radially mounted and sit on a stiffer inverted 41mm fork There’s a neat little USB Type C charger up front, and the 5-inch TFT dash has connectivity and four themes to play around with. The display is easy to read, relatively simple, and we even tried the connectivity and navigation, which again is relatively straightforward. I’m undecided about the new switchgear, which we also see on similar Yamaha models. The five-way joystick is easy enough but less so the auto-cancel and ‘tap’ indicator. Screen is manually adjustable on both models We had the opportunity to bash out a few motorway miles, during which the standard cruise control came in handy (there’s no radar and you wouldn’t expect it at this price). The screen is manually adjustable on both bikes, but larger on the GT, and Yamaha claims its increased thickness reduces buffeting. But while the screen, hand guards and riding ergonomics are good, it was a little noisy. The seat is higher with more cushioning on the GT; therefore, there’s slightly more room, but both bikes offer excellent comfort. However, we only got a taste of its long-distance potential and didn’t get the opportunity to test the new wider pillion seat. Frame geometry has been revised for improved handling Hard panniers come standard on the GT and are colour coordinated and operated by the same key. The centrestand is also a welcome touch on the GT and has been neatly redesigned to tuck away for improved cornering clearance. My only gripe is that the panniers are not the most attractive and are wider than the ’bars, which means being careful when filtering if you’re to avoid collecting car wing mirrors. The GT looks the business and proved it could well be all you need in an affordable tourer Easily missed but most welcome is the new ‘ergonomic’ fuel tank, which jumps up from 17 to 18 litres. Yamaha quotes 4.1L /100km, which is incredibly frugal. That equates to a theoretical range of around 440km until bone dry. In the real world, 360 to 400km between stops is impressive, and three to four-hour stints are more than possible, more so on the comfier GT. For short, regular commuting you might only need to fill the Tracer once a week. New inverted fork, which is fully adjustable, is part of a much improved suspension package Some may categorise the GT as an entry-level tourer, but a 400km-plus range, excellent suspension and good comfort mean this isn’t just a weekend toy and is more than capable of taking on a few weeks in the saddle, matching much pricier, heavy-duty designed tourers. VERDICT I’m still on the fence regarding the new facelift. From some angles, the front for example, it’s a yes. But the rear, with those huge panniers… the GT is a maybe not. I’m also not in love with the indicators, and should the rider aids be lean sensitive and a quickshifter be standard at this price? But when the only real niggle I have is the indicator stalk, then you know Yamaha has done a great job improving an already good Tracer 7 and Tracer 7 GT. This is what touring is all about. A competent, easy-to-ride bike that won’t break the bank to buy and own At this price, the standard 2025 Tracer is an excellent do-it-all bike. If you need a machine that’s great at almost everything – will commute, is comfortable, easy to ride, frugal, relatively cheap to run and maintain, yet can offer fun evening rides – then look no further. It’s way more entertaining than its on-paper power figures suggest, and offers more practicality than its naked sibling, the MT-07. GT suspension can be remotely adjusted to compensate for added luggage weight But for me, the real surprise is the Tracer GT. What an excellent all-round package. It’s so good, you ask the question: Why would you want more? Okay, if you’re touring two-up fully loaded over a week or more then it might be lacking in power, but solo touring will be no problem. It’s not intimidating like some heavy tourers and is easy to manage at slow speeds. The fuelling is superb, there’s a reasonably high level of spec and hard panniers are a standard fit along with a centre stand, cruise control, heated grips, USB… It’s ticking a lot of boxes before you even consider its big tank range. Furthermore, it’s fun, agile and handles way better than its entry-level label suggests. The UK pricing (£9000/£10,000) is starting to get a bit high for an entry-level bike with just 54kW. That’s getting into middleweight money. (Aussie pricing will be confirmed closer to the expected release date here around November.) The flipside is that the GT comes fully equipped, ready to tour. Only time will tell if Yamaha has got the pricing correct, but the Tracer and GT have hit the mark. I didn’t even want to fly back to the UK from Portugal but ride home on the GT instead. Tracer 7 standard vs GT Both bikes share the same chassis, suspension, brakes and rider aids. However, the GT comes with gold forks, not black. Engine power, torque and characteristics are the same on both models. Essentially, the GT is more tailored to longer journeys, so the seat has more padding and is slightly higher, 845mm compared to 830mm. The manually adjustable screen is 90mm taller than the current model as well as 1mm thicker with less tint than the Tracer. The knuckle guards are a fraction larger, and the centrestand and heated grips are standard on the GT, optional on the Tracer. Colour-matched solid panniers are standard on the GT, which are on a floating system designed to improve stability at high speed. Yamaha claims you can fit a full-size helmet in each pannier. As you’re more than likely to be adding weight to the GT, there’s an easily accessible remote preload adjuster, only found on the GT. Both bikes have the same ergonomics, the same new higher wider ’bars and pegs located in the same area. On the scales, the GT comes in at a claimed 212kg fuelled, compared to 203kg on the standard Tracer. Competition BMW F 900 R/XR From $17,310 (ride away) Honda NC750X From $14,700 (ride away) Kawasaki Versys 650 $14,086 (ride away) CFMoto 700MT $10,490 (ride away) SPECIFICATIONS ENGINE Type Liquid-cooled, 4 valves per cylinder, 689cc parallel twin Bore & stroke 80mmx68.6mm Compression ratio 11.5:1 Fuelling Electronic fuel injection, Ride-by-Wire TCI Transmission Six-speed Clutch Wet, multiple disc Power 54kw (73hp) @ 8750rpm (claimed) Torque 68Nm @ 6500 rpm (claimed) Top speed 217km/h (est) Fuel consumption 4.1L/100km (claimed) ELECTRONICS Type YCC-T (Yamaha Chip Controlled Throttle) Rider aids Three rider modes, three power maps, traction control, ABS Rider modes Sport, Street, Custom Frame Diamond steel tube backbone Rake 25.2° Trail 99.1mm Wheelbase 1495mm (std) SUSPENSION Type KYB Front 41mm, USD fork, preload and rebound adjustable,130mm travel Rear Single shock, rebound and preload adjustable (remote GT), 139mm travel WHEELS & BRAKES Wheels Cast aluminium multispoke Front 3.5 x 17in Rear 5.5 x 17in Tyres Michelin Pilot Road 6 GT Front 120/70/x17 Rear 180/55/17 Brakes ABS Front: Twin 298mm discs, four piston radial calipers Rear: 245mm disc, single-piston caliper DIMENSIONS Weight 203kg, 211kg GT Seat height 830-850mm, 845-865mm GT Width 875mm Height 1330-1390mm, 1424-1480mm GT Length 2135mm Ground clearance 140mm Fuel capacity 18L BUSINESS END Price (£9k/£10k, AU TBD) Colour options Midnight Black, Redline Red, (GT Icon Performance, Tech Black Contact yamaha-motor.com.au The post WORLD LAUNCH | Yamaha Tracer 7 and Tracer 7 GT appeared first on Australian Motorcycle News.

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. View full article

Superbike performance wrapped in carbon, aero and attitude. This is what happens when BMW’s M division cuts loose on a naked bike Born out of the idea that street riders wanted the performance of a superbike without the commitment of full fairings and trackday ergonomics, naked bikes have traditionally skimped a little from the spec sheet of their more serious siblings. Reduced peak power, softened suspension, more upright stance – a recipe built, supposedly, for the real world. Then someone, somewhere, yelled “what if we didn’t?”, and the hypernaked was born – bonkers machines like Ducati’s Streetfighter V4, KTM’s Super Duke 1390 and MV Agusta’s Brutale 1000 RR. But until recently, BMW had held back from going all the way. That all changed when Munich at last brought their famed M brand from the automotive world to us two-wheeled heathens. ‘M’ in this context stands for Motorsport, and when you slap the blue, purple and red badge on a standard Bimmer, like say a 3 Series sedan, you basically double the horsepower and end up with a vehicle that wants to destroy Nordschleife instead of depositing passengers around Berlin. In-line-four engine is a screamer that revs like an F1 car, however, its variable intake valve timing tames it for urban riding So what happens when you wave the M division’s wand over an already spicy machine like an S 1000 R? You can picture the engineers in Munich gleefully rubbing their hands together as they plotted what insanity they could get away with. “Fritz, what if we put the RR engine into the R chassis…” “Nein, Hans! That sort of power in a naked bike is completely unnecessary!” “Too late, Fritz! I already have board approval!” Cue maniacal laughter, presumably. Things that make you go MMMMM… Because that’s exactly what BMW has done. The M 1000 R gets the full-fat superbike engine from the S 1000 RR, together with the kind of race-grade componentry normally reserved for WorldSBK paddocks. Yes, there is provision for a pillion, if one is brave enough All that juicy performance comes at a cost though. The M 1000 R will set you back $36,274 ride away, and this particular version also comes with the ‘Competition’ add-ons, taking the price up to $42,590. That figure might seem steep, but if you want cutting-edge electronics, exotic materials, a full-power superbike engine and world-class German engineering in a naked chassis, this is what it costs. Given it’s got a power-to-weight ratio that makes any Porsche, Ferrari or Lamborghini on the planet look positively malnourished, you could even say it’s a bargain. Bright blue, radial ‘M’ calipers have been developed in-house What do you actually get? Well, rather a lot. But let’s start off with the changes for 2025. Aside from the obvious styling move to dual LED headlights, the new M R also gets a quick-action 58° throttle (previously 72°), revised DTC and Race ABS Pro, along with larger aerodynamic winglets – said to provide over 10.8kg of downforce at 220km/h. The devil’s in the abundance of carbon-fibre details The headline act is still the screaming 999cc inline four, deploying BMW’s patented ShiftCam system with variable intake valve timing to lift power from the S 1000 R’s 121kW (162hp) at 11,000rpm to 154kW (206.5hp) at 13,750rpm, with a Formula 1-esque 14,600rpm redline. The beauty of the ShiftCam tech is that, despite the huge top-end mumbo, torque and midrange pull aren’t sacrificed, with the peak 113Nm figure virtually identical to the S model. Can’t get cooler than carbon winglets, eh? The increase in engine potency is matched by a commensurate augmentation in the stopping department, with bright blue, in-house-developed radial ‘M’ calipers chomping on 300mm discs at the front, and a 220mm disc at the rear. Suspension duties are carried out by BMW’s electronically controlled Dynamic Damping Control (DDC) system. It adapts on-the-fly in just 10ms to road surface and bike dynamics changes, and can be set for racetrack duties, trips to the milkbar and everything in between. Up front lives a 45mm fully-adjustable USD fork, and out back an aluminium swingarm with a preload-adjustable monoshock, also electronically regulated. It wasn’t that long ago that the famous M logo was only found on high-end BMW cars, making this model almost feel like a bargain On top of all that, the Competition version adds lightweight M Carbon wheels, a selection of M billet milled aluminium parts, such as adjustable footrests and levers, and various M Carbon components like the front fender, tank shroud and chainguard. M is for magic Electronic rider aids are par for the course on modern bikes, but the M 1000 R is so advanced it makes it feel like you’re riding with cheat codes enabled. The core of its capabilities stems from a sophisticated six-axis IMU that measures lean angles, pitch, steering inputs, throttle position, braking pressure and more, helping the onboard gizmos to Control-Z your sloppy mistakes before you know you’ve made them. Form follows function but it all works visually Three fully customisable ‘Race Pro’ ride modes are included on top of the standard Rain, Road, Dynamic and Race settings, allowing you to create personalised presets for virtually every parameter you can imagine. Want sharp throttle, mild engine braking, lenient wheelie control and tighter rear damping at the touch a button? Done. All those settings can be adjusted via the bike’s premium 6.5in TFT dash, in conjunction with the spinny-wheel jigger on the left handlebar, which seems a bit gimmicky until you realise how easy it makes navigating through the plethora of menu options. Anodised aluminium swingarm has been developed especialy for this model A quickshifter is standard, the alertness of which can also be customised, providing military-grade, clutchless shifts up and down the gearbox. Other standout features include a Sport display mode, a launch control system, pitlane limiter and lap timer. While it’s hard to imagine using many of those items away from a racetrack, the lean angle readout on the Sport configuration is quite illuminating, mostly when you discover that, no, you weren’t emulating Jorge Martin (2024 spec) through that last left-hander. Everytime you sling a leg over this beast the embossed handlebar mount reminds you it’s going to be a pretty special ride What’s it like to ride? Sitting kerbside, the carbon fibre additions and winglets combine with the metallic Titanium White paint to imbue the M with the brooding lethality of a bared blade. I was disappointed at first when BMW elected to ditch their distinctive single headlight for a twin arrangement, but in the metal it certainly lends the R some steely-eyed personality. The riding position feels racier than on the standard R, because it is. The ‘bars are situated lower and farther forward, with higher, adjustable footpegs letting the rider know immediately that the M means business, while still being kinder on the joints than an out-and-out sportsbike. That purposeful vibe continues when you press the keyless ignition, with the inline-four settling into a fast, angry buzz as though it resents being idle. An exploratory throttle blip reveals a scalpel-like precision to the new M quick-action throttle. Every micro-movement of your right hand is converted into revs without hesitation, with zero fluff in the fueling, and on the move if you so much as breathe on the go-grip, the bike responds. It’s not jerky at all but provides exactly what you ask for, exactly when you ask for it. Front and rear suspension is electronically controlled. Our tester reckons the adaptive suspension reacts to road conditions and cornering dynamics in real time to provide the perfect level of rider support exactly when it’s needed The M will still cruise through traffic and pretend to be civilised around town, particularly if you deploy Road mode with its softer throttle and damping settings. Even with the damping wound back the suspension feels pretty taut though, taking the edge off sharp undulations without really disguising the fact that it would prefer to be on a racetrack. But the M 1000 R is built to deliver feedback, not filter it out. Carbon fibre rims reduce rotational mass noticeably When BMW sticks an M badge on something, compromises are wound back to a minimum, so the fact my toe got a bit sore from the bare metal shift lever, or my head acted as an extended air brake at speed are forgivable. You want creature comforts? Buy a K 1600 GTL. That said, I did appreciate the cruise control and heated grips as I passed signs in the hills suggesting it might be an idea to fit tyre chains due to low-level snow. It’s well worth spending some quality time to fine-tune the rider aids to suit your weight, style of riding and the expected road conditions. The seat is also fairly firm, but BMW must have stuffed it with unicorn fur or something because at the end of a day in the saddle my posterior didn’t feel like it had been taken to with an oar, which is borderline miraculous on a bike this focused. You can almost feel the M rolling its eyes through the urban mundanity though; it wants to be unleashed, and when you do, all hell breaks loose. Let the M 1000 R off the chain and it doesn’t surge so much as detonate between each gear. You think it’s pulling hard, and then the ShiftCam kicks in and you realise there’s a whole other, psychotic level to go to as the digital tacho howls up to its stratospheric red line. The exhaust note from the titanium muffler tears through your skull like a mechanical banshee, a spine-tingling wail that’s equal parts fury and precision, and the impression of speed is dialled to 11 with wind protection that’s roughly equivalent to what a clothesline might provide in a tornado. You can tailor the electronics to allow for varying levels of front wheel lift, or just turn them off As you might expect, with Wheelie Control off and Stability Control off, monos are only ever a snap of the wrist away, especially with the throttle in Race setting. In the name of science, I discovered that the least amount of engine brake combined with max engine power and softest DDC worked best for me – which became Race Pro setting 2. With wheelie control on a low setting, you can apparently use the ECU as a kind of electronic failsafe, but I find it a strange feeling trying to negotiate with the electronics while keeping the front aloft. M badges everywhere you look Mind-reading chassis Remember how I said there’s no fat built into the throttle response? The steering feels exactly the same, with every ounce of force applied to the wide, flat ‘bars translated to instant turning – not so much telepathic as downright prescient. It took a little while before my brain had recalibrated itself to the M’s hyper-alert reflexes, but once I got used to it, tipping in felt smooth and effortless. In fact, there’s a fluidity to the way the M turns that feels graceful whether you’re changing lanes or attacking a high-speed flip-flop – no doubt aided by the carbon fibre rims reducing unsprung rotational mass by around 1.6kg. With overnight rain and freezing temperatures leaving a wintery, moist sheen over the mountain pass roads, I was happy to leave the electronics set to the more conservative Road mode but, through corners with more trustworthy levels of grip, the quality of the chassis starts to really shine through. As with the S 1000 RR Race and M 1000 RR, the adaptive suspension reacts to road conditions and cornering dynamics in real time to provide the RIGHT level of support at the RIGHT times. You can’t really feel it working, beyond the fact that both ends of the bike just feel super planted, giving you increased levels of road holding and therefore confidence. It’s a revelation, particularly on real-world roads that are far from billiard-table smooth. Navigating the premium 6.5in TFT dash is no brain teaser, with the help of the rotating handlebar selector The stopping power afforded by the blue eloxal coated calipers is immense, with the kind of instant chomp and feedback that feels like almost too much for road use. But it’s nice knowing you’ve got Great White levels of bite combined with sophisticated cornering-optimised ABS when you need it. There’s even Slide Control and Brake Slide Assist functions. While I could feel the TC balancing rear traction on exit at times though, exploring those kinds of parameters requires a clear racetrack with temperatures hopefully above the single digits. Still, there’s a precision-engineered competence in the way the M carves roads that feels a level above any other naked I’ve ridden. Verdict In some ways the M 1000 R is a rolling, super-badass contradiction. It comes loaded to its winglets with track-dissecting weaponry, but anyone who’s serious about smashing out laps at their local circuit will eventually want proper wind protection, and $43k is a lot of moolah to flush down the drain if you misjudge your braking marker. Seat is supportive without being punishing Yet for road use, the mirrors blur hopelessly at speed, the suspension is firm to the point I suspect I’d never use anything bar the softest setting and, while the M canards are functional chunks of aerodynamics, you’re risking torching your licence long before you get to the sort of velocity required for them to provide useful downforce. Titanium Akrapovic muffler looks and sounds the business But motorcycles don’t have to make logical sense. The M’s quality and purity of purpose give you the smug satisfaction of knowing that you’re piloting something very special – as well as a huge hit of adrenaline whenever you’re feeling brave enough. It delivers performance at levels that make the meat sack in the saddle the biggest limiting factor for everybody not named Toprak Razgatlioglu, along with high-velocity theatre that literally makes your heart beat faster just thinking about going for a ride. It might not be sensible, but greatness rarely is. PROS – This level of performance in a naked chassis is intoxicating and mind-scrambling, especially when combined with top-notch electronics. M Competition additions give the bike a rarefied aura. CONS – Fairly hard-edged for road use. For most people, the standard S 1000 R provides more than enough road performance for much less cost. Competition Ducati Streetfighter V4 S Cost: $43,100 Weight: 189kg wet Power: 157.4kW at 13,500rpm Torque: 120Nm at 11,250rpm MV Agusta Brutale 1000 RR Cost: $59,295 Weight: 203kg dry Power: 156kW at 13,000rpm Torque: 116.5Nm at 11,000rpm KTM 1390 Super Duke R Cost: $31,995.00 Weight: 200kg (wet, no fuel) Power: 141.7kW at 10,000rpm Torque: 145Nm at 8000rpm SPECIFICATIONS ENGINE Type Water/oil-cooled, 999cc in-line four-cylinder, four-stroke with four titanium valves per cylinder and BMW Shiftcam variable intake camshaft control Bore & stroke 80mm x 49.7mm Compression ratio 13.1 : 1 Fueling Electronic intake pipe injection / digital engine management system: BMS-O with throttle-by-wire Transmission Claw-shifted 6-speed gearbox integrated in the transmission housing Clutch Multiplate in oil bath, anti-hopping with self-reinforcement Final drive Chain PERFORMANCE Power 154kW (206.5hp) at 13,750rpm (claimed) Torque 113Nm at 11,100rpm (claimed) Top speed 280km/h (claimed) Fuel consumption 6.4L/100km (measured) ELECTRONICS Type: Ride by wire Rider aids Dynamic Damping Control (DDC), BMW Motorrad ABS Pro, Riding modes Pro, Pit Lane Limiter, Launch Control, Dynamic Traction Control (DTC) +/- Shift, Wheelie Control, Slide Control, Dynamic Brake Control (DBC), Shift Assistant Pro, Automatic Hill Start Control (HSC), Cruise Control, Keyless Ride Modes Rain, Road, Dynamic, Race, Race Pro 1–3 CHASSIS Frame material Cast aluminium Frame type Bridge-type Rake 24° Trail 96.5mm Wheelbase 1,455 mm SUSPENSION Type: Marzocchi with DDC Front Upside-down telescopic fork, 45mm diameter, electronic self-adjusting Dynamic Damping Control (DDC), spring preload, rebound and compression stages adjustable Rear Aluminium twin-sided swingarm, Dynamic Damping Control (central shock absorber), adjustable spring preload, rebound and compression stages electronically adjustable WHEELS & BRAKES Wheels M Carbon Front 3.50in x 17in Rear 6.00in x 17in Tyres Bridgestone Battleaxe RS11R Front 120/70 ZR17 Rear 200/55 ZR17 Front brake Twin discs, 300mm diameter, 4-piston fixed calipers Rear Single disc, 220mm diameter, single-piston floating caliper DIMENSIONS Weight 199kg (wet) Seat height 830mm Width 996mm Height 1176mm Length 2085mm Fuel capacity 16.5 litres SERVICING & WARRANTY First service 800km Minor 10,000km, Major 30,000km Warranty 60 months/unlimited kilometres BUSINESS END Price $45,445 ride away Colour options Light White / M Motorsport, White Aluminium Metallic Matt, Black Storm Metallic / M Motorsport CONTACT Bmw-motorrad.com.au The post ROAD TEST | 2025 BMW M 1000 R Competition appeared first on Australian Motorcycle News.

$349 gets you on track with a Streetfighter or Panigale Ducati Australia is rolling out a new Ducati Superbike Experience in partnership with Pirelli and ASBK, giving riders the chance to sample the latest seventh‑generation Panigale V4 S and Streetfighter V4 S on three of Australia’s headline circuits: Phillip Island, One Raceway and The Bend. Rather than a standard demo ride, the format drops participants into 20‑minute curated on‑track sessions guided by Australian Ducati Superbike Team principals Craig McMartin and Ben Henry. Each booking also includes a technical/product briefing, a track familiarisation session, refreshments, personalised photography, and spectator access to the ASBK round on the same weekend. A one‑day Motorcycling Australia track licence is included in the $349 fee. Riders will need to bring their own kit: one‑piece race suit, back protector, helmet, race boots and leather gloves. Alana Baratto, Head of Marketing for Ducati Australia and New Zealand, said the aim is to let riders experience the new models where they make the most sense: on track alongside the country’s top road racing paddock. “Every rider dreams of laps at Phillip Island, The Bend and One Raceway… It’s a chance to discover the latest in technology from Borgo Panigale and meet the all‑new Panigale V4 S and Streetfighter V4 S in their natural environment,” she said. Event details Ducati Superbike Experience — Phillip Island When: Friday 5 September 2025, from 9:30am Where: 381 Back Beach Rd, Ventnor VIC 3922 Ducati Superbike Experience — One Raceway When: Thursday 2 October 2025, from 10:00am Where: 4770 Braidwood Rd, Tirrannaville NSW 2580 Ducati Superbike Experience — The Bend When: Saturday 8 November 2025, from 3:00pm Where: 543 Dukes Hwy, Tailem Bend SA 5260 What to expect on the day Product presentation and setup walk‑through for the Panigale V4 S or Streetfighter V4 S Track familiarisation session before your own laps Guided 20‑minute on‑track session Refreshments and event photography One‑day MA track licence included Spectator access to the ASBK round Full details on how you can reserve your spot at the Ducati Superbike Experience can be found here. The post Ducati Superbike Experience Comes to ASBK appeared first on Australian Motorcycle News. View full article