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Team Triumph helps drive The Distinguished Gentleman’s Ride to record-breaking success, raising $130,000 for Movember as over 127,000 riders worldwide unite for men’s health DGR at Melbourne, Australia In a record-breaking year for The Distinguished Gentleman’s Ride (DGR), more than 127,000 riders around the world raised an incredible US$7.6 million (A$11.66M) in support of men’s mental health and prostate cancer research through Movember. Among them was Triumph Motorcycles’ official rider group, Team Triumph, which alone raised a remarkable US$130,000 (A$199,480). Zürich DGR, the only Gentleman’s Ride in the world that uses several ferries to transport participants across a lake. Founded in Sydney in 2012 by Mark Hawwa, The Distinguished Gentleman’s Ride has grown from a stylish tribute to classic motorcycling into the world’s largest charitable motorcycling event. This year’s ride, held on Sunday, May 18, 2025, spanned 1038 cities across 108 countries, with participants donning dapper attire and firing up vintage and modern classic bikes in a united charge for men’s health. “This year marks our most successful yet – not just in funds raised, but in lives reached and conversations started,” Hawwa said. “Together with Triumph Motorcycles, we are driving a movement that saves lives and reminds folks around the world that men’s health matters everywhere.” Mark Hawwa at Madrid DGR Team Triumph’s contribution stood out not only for its fundraising total but also for its camaraderie and presence at key rides around the globe. Among the 491 members were high-profile names from the worlds of entertainment and motorsport. 007 stunt coordinator Lee Morrison took part on a Bonneville Bobber, while four-time Enduro World Champion and James Bond stunt rider Paul Edmondson tackled the roads of Warwickshire aboard a Scrambler 400 X. “What an event! It’s great to see so many Triumphs and classic bikes all in one place – and it’s a brilliant showcase for our biker community. Lots of money raised too, for a cause that means a lot to me and so many others,” Edmondson noted. Hand-painted commemorative Triumph tank Musicians also got in on the ride. Skinny Kangur, bassist for industrial metal band Deathstars, rode a Bonneville T120 Icon Edition in Stockholm, where he and his team raised around 110,000 SEK (approx. US$11,480 / A$17,600). “What a great day we had. A fantastic event made possible by the DGR Stockholm hosts and their sponsors,” he said. In the UK, Dougie Poynter of pop-rock band McFly rode a Speed Twin 900 at the London ride. “This was my first DGR and I loved it! Having bikers all unite and connect for a good cause feels incredible and personally for me it felt like Christmas!” McFly’s Dougie Poynter at London DGR Across the Atlantic, World Champion MMA fighter Impa Kasanganay participated in the Los Angeles ride on a Speed Twin 1200 RS. He echoed the sentiment felt by many first-timers worldwide: “Participating in this year’s Distinguished Gentleman’s Ride was one of the most memorable experiences of my life… Riding alongside fellow enthusiasts to raise awareness for men’s mental health and prostate care – it was a privilege to be part of something far greater than ourselves.” South Africa DGR Globally, the top DGR fundraiser for 2025 was Canadian Joseph Mancinelli, who participated in Hamilton, Ontario and brought in US$62,624.75 (A$96,084), earning a Triumph Bonneville Scrambler 1200 Icon Edition. His total contributions since he began riding DGR in 2017 now top US$550,000 (A$844,000). Joining him in the top three and receiving their own Triumph Modern Classic bikes are Andrew Cook of Idaho (US$56,640 / A$86,906) and Nick Politis of Florida (US$46,999 / A$72,114). DGR in Orange County California In Australia, 5,152 riders participated across dozens of cities, raising a combined total of US$573,038 (A$879,109) – placing the country third globally behind the United States and England. Top Aussie fundraiser Johnny Barron of Toowoomba, Queensland, raised US$7779 (A$11,940) riding his Triumph Bonneville. His efforts since 2022 have brought in over US$24,000 (A$37,295). WA’s Miles Kennedy (US$7,278 / A$11,165) and Brisbane’s Malcolm Duff (US$6,032 / A$9,254) completed Australia’s top-three fundraisers. DGR in South Korea, with 115 riders raising 3,173 USD Australia’s most successful DGR cities were Sydney, Perth, Brisbane, Melbourne, and Adelaide — with Sydney leading the national leaderboard by contributing US$85,946 (A$131,897) from 584 riders. The winner of this year’s Gentlefolk Prize draw was Joseph Mannion, who rode in Manchester in the UK and will take home a brand-new Bonneville Bobber. This year also marks a milestone in the partnership between Triumph and Movember, celebrating 10 years of collaboration. Dan Cooper, Movember’s Director of Global Innovations, presented Distinguished Gentleman’s Ride Director Ramsey Sayed with a unique, hand-painted Triumph tank at the London event to commemorate the decade-long partnership. São Paulo DGR “Thank you to these incredible fundraisers who raise such large sums for Movember at the DGR year after year,” said Paul Stroud, Chief Commercial Officer at Triumph. “We’re delighted to reward the top four with iconic models from our Modern Classic range… It was fantastic to see so many riders showing how much our community cares about men’s health.” Triumph’s long-standing dedication to the ride, its riders, and the cause is part of a larger mission to unite motorcycle culture with meaningful community impact — one mile at a time. The Distinguished Gentleman’s Ride will return in 2026, with next year’s event scheduled for Sunday, May 17. For more information or to register, visit: www.gentlemansride.com Tokyo DGR The post Triumph and DGR Ride into the Record Books appeared first on Australian Motorcycle News. View full article

Horner brothers shift focus from Super Hooligan rounds to iconic US event In a move that blends pragmatism with ambition, Melbourne’s Irving Vincent team – led by Ken and Barry Horner – has announced it will skip the final two rounds of the 2025 Super Hooligan Championship at Laguna Seca and Mid-Ohio. Instead, the team is focusing all efforts on a return to Daytona Bike Week in March 2026, marking 18 years since their famous 2008 Battle of the Twins victory. “We were originally going to do the two meetings in July and August this year,” said Ken Horner. “But it would’ve been a huge effort for comparatively little gain. So instead, we’re putting everything into Daytona. Daytona means something – it’s not just a weekend meeting. The whole town gets taken over by bikes, there’s half a million extra people there. It’s a proper event.” The plan is to field two Irving Vincents in MotoAmerica’s Super Hooligan class –both air-cooled twins, one 1620cc and the other stretched to 1760cc for improved reliability. Both machines are in development at the team’s southeast Melbourne workshop, with a planned shakedown at Sydney Motorsport Park in August. MotoAmerica has welcomed the Irving Vincent entry, having confirmed its eligibility after years of regulatory hurdles at home. “The rules are a lot more generous for air-cooled because they’re just wanting variety on the grid,” Horner said. “I think the only other air-cooled bike will be an Arch – the Keanu Reeves bike – they’ve built a special one for that series.” The 2008 Daytona win, achieved with minimal testing, put the Irving Vincent name on the global racing map. This time, the team is determined to build on that success with more preparation. “We know from last time how little testing we got away with – just half a day at Broadford and another at Phillip Island before shipping the bike to the States. I don’t think we’ll get away with doing as little this time.” Beau Beaton will ride at Daytona, while Craig McMartin – who claimed the 2008 victory – is keen to join the team, pending the 2026 ASBK calendar. Supporting the effort is K.H. Equipment, the Horner brothers’ Houston-based business, which will serve as the team’s US base and could enable further American outings. “Houston becomes the base,” Horner said. “The containers will go straight there and we’ll truck everything to Daytona. After that, we’ll reassess our options.” The post Irving Vincent targets 2026 Daytona 18 years after landmark win appeared first on Australian Motorcycle News. View full article

Australian Supercross icon earns place among the US greats after a legendary two-decade career in AMA competition Australia’s most decorated motocross export, Chad Reed, is set to be officially immortalised in American motorcycling history, with confirmation that he will be inducted into the AMA Motorcycle Hall of Fame as part of the Class of 2025. Reed amassed 132 AMA Supercross podiums before retiring in 2020 Reed’s induction will take place during this year’s AMA Hall of Fame Days, held on Thursday, October 23, 2025, at the Violet Township Event Center in Pickerington, Ohio—just steps away from the American Motorcyclist Association (AMA) headquarters. The celebration includes an induction ceremony followed by a reception at the prestigious AMA Motorcycle Hall of Fame Museum. Few riders have made as big an impact on American Supercross and Pro Motocross as Chad Reed. Debuting on U.S. soil as a teenager in 1999, the Kurri Kurri native launched into stardom in 2002 by dominating the 125cc East Supercross series—winning the first six rounds and taking the championship title. That would only be the beginning of a career spanning nearly two decades, filled with grit, determination, and an unrelenting commitment to success. Reed holding aloft the 2008 AMA Supercross championship trophy By the time Reed retired, his CV included two AMA Supercross Championships (2004, 2008), one AMA 125cc East title (2002), and the 2009 AMA Pro Motocross 450cc Championship. He earned AMA Athlete of the Year honours that same year and currently holds the all-time record for most AMA Supercross Main Event starts (265) and podium finishes (132). In total, Reed amassed 61 AMA professional wins across Supercross and Motocross disciplines. His versatility and longevity were matched by a natural charisma that made him one of the sport’s international icons. Reed competed for various teams over the years, including a successful stint with Yamaha and a championship-winning effort with Rockstar Energy Makita Suzuki in 2009. He also became synonymous with privateer success, launching his own race teams through later chapters in his career. Beyond American soil, Reed remained a proud ambassador for Australian motocross. He won four Australian Supercross Championships and flew the flag high for Team Australia at the Motocross of Nations. His incredible effort in 2011 to win the combined MX1/MX2 moto in France further sealed his reputation as a world-class competitor. That same year, Reed was appointed a Member of the Order of Australia (AM), recognising his outstanding achievements and contributions to sport. Reed’s last AMA podium in Detroit, 2018 The 2025 AMA Motorcycle Hall of Fame induction ceremony will also welcome fellow competition legends Colin Edwards (Road Racing) and Joe Kopp (Dirt Track), as well as influential figures Dana Bell and Chris Carter under non-competition and well-qualified categories, respectively. For Australian fans and supporters of the global Supercross scene, Reed’s induction is not just a recognition of individual excellence, but a celebration of a rider who helped shape and globalise the sport. CHAD REED CAREER HIGHLIGHTS 1997 Australian Junior Motocross Champion 1999 Australian Supercross Champion 2000 Australian Supercross Champion 2001 Motocross of Nations (Belgium) – Race 2 (125/250), 1st Place 2002 AMA Eastern Regional Supercross Champion 2003 U.S Open Champion 2003 FIM World Supercross GP Champion 2004 U.S Open Champion 2004 AMA Supercross Champion 2005 X-Games Supermoto – Bronze Medal 2007 King of Bercy Supercross Champion 2007 Motocross of Nations (USA) – Race 1 (MX1/MX2), 2nd Place 2008 AMA/FIM World Supercross Champion 2008 Australian Supercross Champion 2009 Monster Energy Triple Crown Motocross Champion 2009 AMA National Pro Motocross Champion 2009 Motocross of Nations (Italy) – Race 1 (MX1/MX2), 2nd Place 2009 AMA Athlete of the Year 2009 Australian Supercross Champion 2011 Motocross of Nations (France) – Race 1 (MX1/MX2), 1st Place 2016 AUS-X Open Champion 2018 The Ironman of Supercross (Most AMA Supercross Starts Record) 2018 SX-Open Champion 2018 FIM Oceania Supercross Champion The post Chad Reed to be Inducted into AMA Motorcycle Hall of Fame appeared first on Australian Motorcycle News. View full article

Patent shows simple system to move the bars and pegs on-the-fly A motorcycle that can transform on the move from race-rep crouch to a comfortable upright riding position has been something manufacturers have imagined for decades – at least going back to the 1989 Yamaha Morpho concept demonstrated precisely that – but there’s still no showroom offering that can actually achieve that goal. Now CFMOTO has filed patent applications for a system that could finally bring an adaptable riding position to production models without a ground-up redesign and vast price tag. The system is based around two elements: movable bars that can rise or lower electrically depending on your requirements, and footpegs that swing upwards and rearwards for a sportier posture or down and forwards for a more relaxed position. Starting at the front, the movable bars in CFMOTO’s patent are mounted on normal, upside-down forks, with a conventional steering stem and triple clamps. The difference is that the bars themselves are attached to an aluminium bracket that sits above the top yoke, mounted on two sliders that drop into corresponding holes on the yoke. A third shaft extends down from the handlebar bracket in front of the steering head into an electromechanical actuator that raises or lowers that shaft – and with it the bar mounting bracket and the bars themselves – at the command of an on-board computer. The shape of the bars themselves means that when they’re at their lowest position they’re like low-slung sport bike clip-ons, but when raised they adopt a position more like the one-piece bar you’d find on a roadster. The advantage of the system is that it could be adopted on virtually any motorcycle, simply by adding the new top yoke, actuator and bars, without changing the main structure of the chassis. The footpegs also move using a simple system, each getting their own linear electromechanical actuator, and can mount on a normal bike’s chassis if it has the sort of two-bolt, triangulated footpeg hanger that most sports bikes use. The trick is that the upper of those two bolt holes in the chassis becomes a pivot point in the centre of a longer alloy bar, with the footpeg on the rear end and the linear actuator on the front, where it’s clamped or bolted to the main frame. Extend the actuator upwards and the footpeg bracket see-saws on that pivot point, lowering the peg and bringing it forward in an arc. Retract the actuator and the peg goes upwards and backwards into a sportier position. A two-piece secondary linkage attaches the peg to the lower of the two footpeg hanger mounting holes, providing additional lateral bracing but hinging in the vertical plane to allow the peg to move. It’s a simple system, so why hasn’t it been done before? The answer could lie in the recent proliferation of semi-automatic gearshifts. You’ll notice that the patents make no provision to move a gear shifter or rear brake pedal along with the footpegs – doing so would add a whole new layer of complication – but if there’s a semi-auto, pushbutton shifter and automated clutch, and the back brake is moved to the left bar, the foot controls can be eliminated, allowing CFMOTO’s simple active riding position system to be easily adopted. The post CFMOTO creating variable riding position bike appeared first on Australian Motorcycle News. View full article

A new era dawns for two-wheeled racing as F1 owners set sights on expanding MotoGP’s global reach Liberty Media’s ambitious acquisition of Dorna Sports S.L., the commercial rights holder of MotoGP™, has moved one step closer to completion following unconditional clearance from the European Commission. The green light from Brussels was the final regulatory hurdle, paving the way for Liberty’s full entry into the world of premier motorcycle racing. The deal is expected to be finalised by or before 3 July 2025. The transaction marks the beginning of a significant new era for both MotoGP™ and WorldSBK, which Dorna also manages, alongside other championships such as the FIM Women’s Circuit Racing World Championship (WorldWCR). Liberty Media, the company behind Formula 1’s commercial success in recent years, will now look to apply its global media expertise to advance motorcycle racing’s commercial position, grow its international fanbase, and boost visibility across platforms. “Today’s approval from the European Commission marks the final condition to closing Liberty’s acquisition of MotoGP. We are thrilled to officially commence Liberty’s partnership with Carmelo and his excellent management team,” said Liberty Media President and CEO Derek Chang. “MotoGP is a highly attractive premium sports asset with incredible racing, a passionate fanbase and a strong cash flow profile. We believe the sport and brand have significant growth potential, which we will look to realize through deepening the connection with the core fan base and expanding to a wider global audience.” Carmelo Ezpeleta Dorna Sports CEO Carmelo Ezpeleta, who has led the organisation since 1998, will continue at the helm post-acquisition. Under Ezpeleta’s leadership, MotoGP™ has evolved into one of the most dynamic motorsports on the planet, blending premier racing with strong commercial appeal. “We are very happy that the European Commission has approved the transaction. This is an important milestone confirming the even brighter future that lies ahead,” Ezpeleta said. “MotoGP is one of the most thrilling sports on Earth, and we look forward to accelerating the sport’s growth and expanding its reach to even more fans around the world. Liberty is the best possible partner for our sport and the entire community, and we are excited to create even greater value for our fans, commercial partners and everyone competing.” Once complete, Liberty Media will hold an 84% stake in Dorna Sports, with MotoGP’s existing management team retaining the remaining 16%, ensuring a level of continuity as the series embarks on its next phase under new ownership. Formula 1’s recent boom in mainstream popularity can largely be credited to a more dynamic and accessible media strategy, spearheaded by Liberty Media’s efforts since taking the reins in 2017. A key element in that success has been Drive to Survive, the hit Netflix docuseries that offers fans unprecedented behind-the-scenes access to the lives of drivers, team managers and the intense rivalries playing out in the paddock. This candid, drama-driven approach has helped reel in a new generation of fans—particularly younger and more international audiences—recasting F1 not just as a motorsport, but as a high-stakes, emotionally charged human drama. With MotoGP and WorldSBK now under the same corporate umbrella, the potential to adapt a similar storytelling approach is significant. While MotoGP has seen its share of popular documentary-style features, some fans—and even past and present riders—have remarked that current rivalries lack the heat and depth that once characterised the sport’s golden eras. With Liberty’s media savvy and reach, there’s a clear opportunity to reignite interest by giving fans greater behind-the-scenes access and humanising the stars of two-wheeled racing. While MotoGP remains hugely popular, WorldSBK has plateaued slightly in comparison. With Liberty now involved, there’s also potential to inject fresh ideas into the series, which could include exploring new classes or negotiating returns to once-iconic WorldSBK venues. Beyond storytelling, Liberty’s commercial muscle could bring major improvements to MotoGP’s global visibility and event presentation. The company’s resources might be directed toward elevating broadcast quality and upgrading venue infrastructure, something that could be warmly welcomed at iconic circuits like Australia’s own Phillip Island. Cross-promotional and sponsorship opportunities will also be huge, with the world’s premier four-wheel and two-wheel racing series now managed under one roof. This alignment opens the door to collaborative events, unified branding opportunities, and combined fan festivals. For both MotoGP™ and its sister series WorldSBK, this move signals major commercial potential and a stronger global outlook. All eyes are now on how Liberty Media will look to reshape and grow the paddock in the coming seasons. The post EU Clears Liberty Media’s MotoGP Takeover appeared first on Australian Motorcycle News. View full article

Administrators reveal full extent of financial exposure, including $2.1 million in customer deposits and $26.5 million in secured loans Peter Stevens Motorcycles, one of Australia’s largest and longest-standing motorcycle retailers, entered voluntary administration in May, with total debts reported to exceed $65 million. The development impacts approximately 400 employees and numerous customers across the company’s dealership network. Founded in Melbourne in 1970 by the Chiodo family, Peter Stevens had expanded to 15 locations across Victoria, South Australia, New South Wales, and Western Australia. The business includes both its own branded dealerships and franchise operations such as Ducati, Triumph and Harley-Heaven. At the time of its administration, Peter Stevens reported an annual turnover of around $250 million, with operations covering new and used motorcycle sales, parts and accessories, service, insurance, and finance. Documents lodged with the Australian Securities and Investments Commission (ASIC) outline the full extent of the company’s financial position. According to a report by company director Luc Favre, the group owes a total of $65.9 million to its creditors. Employee entitlements are listed at $1.6 million, while customer deposits total over $2.13 million. The report also notes that the business owes the Australian Taxation Office approximately $4.5 million in deferred tax and $318,586 in GST. A further $4 million is owed to related companies, VC Motorcycles and Motorcycle Dealership Group. Westpac is identified as a secured creditor, with $7.6 million owed to the bank. An additional $26.5 million in retail floor plan financing – commonly used by motorcycle and automotive dealers to manage stock purchases – has been recorded as secured debt. Lease obligations account for another $15.1 million. Offsetting these liabilities, the company’s assets include approximately $42 million in inventory, $1.2 million in cash, and a $5.7 million deferred tax asset. The business is also owed around $1.4 million, including payments pending for motorcycles, spare parts, and other prepayments. At the first creditors meeting, administrators Craig Shepard, Michael Korda and Andrew Knight of KordaMentha advised it was still too early to determine whether unsecured creditors would receive any payments. “Craig mentioned that it was too early to provide a conclusive answer as the results depend on the sale of business outcome,” the meeting minutes lodged with ASIC stated. “Craig stated that by law, if a customer has paid a deposit, they become a creditor of the company. It was suggested that if the customer has paid by credit card, that they could request a chargeback to the card issuer.” Administrators confirmed the business continues to operate at all dealership locations for the time being. However, online trading has been paused while expressions of interest are sought for the whole business or select parts of it. “Craig noted expressions of interest were for a combination of all or parts of the business,” the minutes noted. Despite the circumstances, the administrators are continuing to meet employee entitlements incurred since entering administration. “Craig also noted that the shareholder had provided funding to ensure that post-appointment entitlements were paid,” the report indicated. The administrators have kept all dealership locations open while they assess the business and consider potential sales. Online trading has been paused. According to meeting minutes filed with ASIC, expressions of interest have already been received from multiple parties, some seeking the entire business, others interested in parts of it. Administrators also confirmed that the business continues to operate and that employee entitlements accrued following their appointment are being met. Funding has been provided by the shareholder to ensure the continuation of payments. While the company’s future is yet to be determined, work continues behind the scenes to preserve value and potentially maintain business continuity under new ownership. Peter Stevens has also announced discounts for new and used motorcycle stock on hand of up to 50% until June 25th 2025. The post Peter Stevens’ $65.9 Million Debt Uncovered appeared first on Australian Motorcycle News. View full article

TT legend Davo Johnson already put the Savic C-Series through its paces on a racetrack. Now it’s time to tackle the real world… Sitting at the traffic lights in dead silence, I could hear people talking as they pointed at my motorcycle. Some were going “What is that?”, some were saying “Wow, is that an electric bike?”, some were just smiling at the chance to see something different on the road after spending all day at the Adelaide Motorsport Festival that had featured everything from F1 racers to drift cars. The 7in touchscreen is easy to operate and connects to the cloud To demonstrate that this wasn’t some underpowered city bike, I gave it an extra tweak as I took off. On a bike with 200Nm of torque (some 50Nm more than a Suzuki Hayabusa) that goes from zero to 100km/h in around 3.5sec, it’s not hard to get off the line like you mean it. There’s no doubt that the Savic C-Series looks distinctive and different. It will cause people to take a second look anywhere you ride it. They should do anyway, just to check out the build quality and effort put into producing an Australian-designed and assembled motorcycle. The C-Series comes with a 10-amp charging cable. You can plug it into a public charge point or charge it up at home I’d spent the previous two days riding a C-Series around part of Adelaide’s old F1 car circuit as part of the annual Motorsport Festival (see AMCN Vol 74 No 16). Fellow Isle of Man TT racer Brian McCormack was on another C-Series and we’d done the obligatory burnouts (we had to, as 30 drift cars had been around before us) and chased each other across the circuit in several 15-minute sessions. I was impressed with the overall performance. However, there is a big difference between hammering around a racetrack on either full throttle or hard braking and riding around in the city or out in the hills. Savic Motorcycles founder Dennis Savic was so keen for me to get the full picture that he made a C-Series available for me straight after my last track session. So now here I was, riding it home for a couple of days of real-world testing. When AMCN last rode a Savic on the street (a pre-production version), the main complaints were its suspension that dived and wallowed under brakes, with the front cowl even hitting the ground under extreme braking, and the lack of acceleration compared to its rivals at the time (the LiveWire and Energica). Distinctive LED headlights compliment the C-Series’ unique styling My sessions on the track proved that the Savic team has fully sorted the suspension and power output. As I reported in my Quick Spin article, the handling was excellent, despite the 280kg weight. Under extreme braking, the suspension took up travel quickly without any hint of it bottoming out. On a 10 per cent lean angle going into a corner, I reckon I was at 90 per cent braking effort, then 100 per cent as I pulled it upright into the apex. Top-shelf Brembo brakes have a span-adjustable lever One issue I was keen to check out in street riding was the cooling system. On a 34°C day with a track temperature around 50°C, the C-Series went into a reduced-power mode to stop the inverter overheating. Would it do this in similar sunny weather on the road? PERFECT STREET CRUISER The plan was to meet photographer mate Mark Boxer mid-morning during the week and head up to the Adelaide Hills for a few hours before spending some time in the city’s trendy East End – which seemed like how a typical C-Series owner might spend a day. Let’s be clear: this bike is aimed at true riders, not posers, and as such has plenty of performance to match its stand-out styling. Before I set off from home, I sat on the bike for a couple of minutes to make sure I knew how everything worked and how I was going to ride it. I ride, test and race a lot of different motorcycles, so this is something I always do. I suggest everyone should do this to get into the zone of riding. There’s nothing particularly complicated about the C-Series, except that there is no clutch or gearbox, so you have to put that out of your mind. Some sportsbikes/superbikes have so many gizmos to work out but not the C-Series. Its 7-inch digital dashboard with a touchscreen gives you all the vital information, such as battery charge and what ride mode you have set (Normal, Sport, Eco or Rain). The four riding modes can be customised and include a cruise control option. Final drive is an Optibelt Delta belt with carbon cord that has an 8mm pitch and 36mm width The C-Series connects to the cloud via a 4G connection. This means you can receive alerts for maintenance and over-the-air electronic management updates. You can also track your bike’s location when parked, monitor the progress of its charging and read a log of your ride statistics (don’t show that to the cops though!). You enable keyless ignition via your smartphone. Riding through the suburbs to Gorge Road, which would take us deep into the Hills, I found the C-Series to be the perfect street cruiser. Its upright riding position and weight distribution make it easy to ride in the lower city speed zones. It hides its 280kg weight well – similar to big cruisers like Harley-Davidson’s Softail range. Front brakes are dual Brembo M4 radial-mounted Monoblocks with 320mm discs. Savic worked with Bosch on the ABS system It was comfortable and easy to ride but if I owned one I’d put clip-on ‘bars and rear-set race footpegs to take more advantage of its sports performance. This would make it even more of a sports bike in the Hills. I chose Gorge Road because it’s one of South Australia’s most famous “motorcycle roads”. Dating back to 1920, it winds from the suburbs along part of the Torrens River with overhanging rock outcrops and up past one of the city’s water reservoirs into orchards and small farms. It has a mix of road conditions, from hairpins with some gravel on them, bumpy sections and then smooth, flowing sweepers near the reservoir – which was part of an elevation upgrade in the 1960s. It’s best to ride this road during the week and outside commuting hours, when traffic is less busy. Fan is part of cooling system At first it felt a bit weird not having to change gear but I soon worked it out after a few corners. You just wind the throttle on and off according to the conditions. The torque, which feels endless, pushes you on. The C-Series actually felt pretty much like a conventional sports bike and its weight seemed to help with “engine braking” into the hairpins. This so-called regenerative braking uses the electric motor to feed current back into the battery to help it recharge what you’ve used under acceleration. The process creates torque in the opposite direction of rear-wheel travel, which slows the bike. The level of retardation can be set on the touchscreen. Proudly designed and assembled in Australia Front brakes are dual Brembo M4 radial-mounted Monoblocks with 320mm discs. They work as well as you’d expect. Savic has developed the ABS in conjunction with Bosch Australia. Gorge Road’s changing surfaces certainly put the C-Series to the test but, like on the racetrack, it soaked up all the dips and bumps with not a hint of suspension wallow or twitch in the steering. Single rear shock has been developed especially for this model Since 2022, the Savic team has worked with ex-racer Jed Metcher to develop the suspension from bought-in components to an in-house designed system that has involved over 100,000km of testing, mostly at the Lang Lang test track southeast of Melbourne. The result is an increase in ground clearance, compliance and handling that hasn’t compromised the seat height. The C-Series has evolved over seven years and six prototypes to get to where it is now. HEATING UP One area of concern was the possibility of power being reduced as the day got hotter. This had happened on the racetrack but all was fine on the open road, even though I was riding the C-Series in full-power Sport mode. But I wasn’t using full throttle like I did on the racetrack. The C-Series motor and inverter is liquid-cooled by a single-loop system that pumps coolant through a radiator (like an electric car) with a fan extracting heat when the bike is stopped or being charged. Re-gen braking system puts power back into battery to extend the riding range Back in the city I parked up for a break in Rundle Street’s coffee strip. As I started to explain to Mark Boxer how well the C-Series handled despite its weight, I thought the best thing to do was a 360° turn across this fairly narrow road. You can see how easy it was on the video at amcn.com.au/video/. A feet-up circle with no need to drag the rear brake like you might on a heavyweight cruiser. I think a lot of this has to do with the 1440mm wheelbase (which is similar to a Ducati Panigale V2). No doubt this was another factor in its ability to turn quickly and easily in the hairpins on Gorge Road. Regarding battery usage, I rode the C-Series from 10am to 5pm with a few breaks along the way. The battery level dropped but not to a critical level. This particular bike didn’t have the latest customer monitoring software so I don’t think it’s fair to make a judgment. I never used full throttle, as there’s so much torque, and the re-gen system was helping top up the battery in the corners. Carbon fibre bodywork looks beaut but adds $3000 to the base price When I got home I used reverse gear to help manoeuvre the C-Series into my garage. A very handy feature. Next day, when the solar panels were powering my swimming pool filter pump, they were also putting charge back into the C-Series. It isn’t compatible with a DC fast-charger, so the best way to describe the system is to say that anywhere you can charge your smartphone you can charge a C-Series. Savic claims four hours 0-80 per cent charging through a 15-amp outlet or at a public charging station. If you charge at home, expect it to take seven hours 0-80 per cent. The C-Series comes with a 10-amp charging cable. Davo’s ridden and raced a huge cross-section of bikes over the years, as well as building several performance customs. He gives the C-Series the thumbs-up So what’s my verdict on the Savic C-Series? I like the styling and its obviously built to a high standard and has had heaps of development put into it. I’ll never be a full electric convert as I love my two-stroke and four-stroke engines too much. But, styled more as a track-day bike, I’d certainly have one in my shed of motorcycles. PROS – An Aussie designed and assembled motorcycle with the feel and appeal of a petrol sportsbike. Worth a test ride CONS – It’s electric, so get ready for cheap jibes from the cynics about range anxiety and a lack of emotion The Comp How do the vital statistics of the C-Series compare with two ICE sportsbikes? Savic C-Series: Torque 200Nm, Weight 280kg (kerb), Wheelbase 1440mm, 100km/h in 3.5sec, Price $29,990 plus ORC Suzuki Hayabusa: Torque 150Nm, Weight 264kg (kerb), Wheelbase 1480mm, 100km/h in 3.2sec, Price $28,490 rideaway Ducati Panigale V2: Torque 93.3Nm, Weight 179kg (wet/no fuel), Wheelbase 1465mm, 100km/h in 3.2sec, Price $24,500 ride away SPECIFICATIONS MOTOR Type SM1 3-phase AC IPM Peak Power 60kW (80hp) Peak Torque 200Nm Cooling Liquid for motor, cold plates for inverter, charger and AC/DC converter Transmission Clutchless direct drive with Reverse Mode for slow-speed manoeuvring and parking Final Drive Optibelt Delta with carbon cord (8mm pitch, 36mm width) POWER SYSTEM Battery Li-Ion Maximum Capacity 16.2kWh Charging Level 1 1.8kW/8A from wall Charging Level 2 3.3kW/15A from wall or Level 2 public AC EV Charge time 4 hrs to 80 per cent at 3.3kW, 7 hours to 80 per cent at 1.8kW (DC fast charge not compatible) PERFORMANCE Top Speed 180km/h-plus Acceleration 3.5sec 0–100km/h Combined range (city and highway) 200km-plus ELECTRONICS Regenerative braking Deceleration and braking (both customisable) Rider aids ABS, regenerative braking Ride modes Normal, Sport, Eco and Rain pre-programmed and three customisable options Screen 7in touchscreen Connectivity Built-in cloud connectivity allows for system updates and security location as wel as keyless smart phone ignition activation CHASSIS Frame Cast-aluminum backbone with 144V battery pack incorporated as structural member Swingarm Cast-aluminum single-sided Wheelbase 1440mm Rake 24° Trail 103.5mm Lean angle 40° SUSPENSION Front Savic-developed telescopic fork, 160mm travel Rear Savic-developed monoshock, adjustable preload, 49mm travel WHEELS & BRAKES Wheels Cast aluminium, three-spoke Front 17 x 3.5in Rear 17 x 5.5in Tyres Pirelli Diablo Rosso III Front R5 120/70ZR17 Rear 180/55ZR17 Brakes Front Dual 4-piston Brembo M4 Monoblock, twin 320mm discs Rear 2-piston Brembo, 260mm disc DIMENSIONS Weight 280kg (Kerb) Seat Height 780mm SERVICE AND WARRANTY First service 1000km Minor 12,000km Major 24,000km Motorcycle warranty Two years (components other than Energy Storage System) Battery warranty 5 years (Energy Storage System) BUSINESS END Price from $29,990 plus ORC Colour Options Carbon Fibre, Atomic Silver, Dark Matter Black, or the owner’s personal colour Contact savicmotorcycles.com The post ROAD TEST | SAVIC C-Series appeared first on Australian Motorcycle News.

The only way to truly experience the new S 1000 RR beast is at the track Don’t get me wrong, riding superbikes on the street is fun, but riding them on the track is a whole different ballgame. You can literally ride as fast as you want. With this is mind, BMW let us cut loose on the 2025 S 1000 RR range at Sydney Motorsport Park – and it was the perfect way to experience these bikes in their natural habitat. BMW is no stranger to the idea of letting punters cut loose on their bikes either. Hell, the fleet of hire bikes available at Sydney Motorsport Park Ride Days are BMW S 1000 RR weapons. For good reason, too; they are reliable, fast and very easy to ride if they are in the right mode thanks to their top shelf electronics. The 2025 model update is a minor one, but don’t be perturbed by that. There was nothing wrong with the 2024 model. Hell, it won the WorldSBK championship with breathing room thanks to Toprak Razgatlioglu. I also spent a bit of time on the 2024 S 1000 RR Race on the road last year and it was an absolute missile. So, if it ain’t broke, don’t fix it, yeah? The updates are limited to an improved aero package, a shorter throttle rotation and the inclusion of Race Pro modes as standard across the whole range. The wings and side fairings are carried over from the 2024 M 1000 RR and tweaked further again. BMW quote a 37 per cent increase in downforce from these new wings, bringing the numbers up to 23.1kg of force at 300km/h. The front guard is also new. It’s shaped to increase front stability, protect the fork legs from stone chips and, most importantly, direct cool air straight into the brake calipers. These cooling ducts will make no difference to road riding, but as the S 1000 RR is aimed at track performance, it is an extra bit of security against brake fade on braking-heavy tracks, or when you want to ride like Stoprak. BMW-branded brakes are part of a Brembo-based system The shorter, 58-degree-throw throttle adds zero performance but a heap of comfort on the track. If you’ve ever been on the track thinking you’re Toprak tucked in on the gas and then realised you haven’t even got full throttle yet, you will appreciate the 12-degree reduction. I can’t say I ever had to give the old one an extra twist to get full beans, but now it’s much easier, especially on corner entry where you can go from full throttle to grabbing the brake without having to relax your grip on the throttle tube. On the 2024 model, I chose to run the throttle map in the most aggressive setting to get maximum effect. I can still use the same setting without the throttle feeling twitchy on the 2025 model. Rarest of the rare: The M version takes the performance game to a new level Lastly, the Race Pro modes. Race Pro lets you fine-tune the electronic settings within three fully customised ride modes and unlock features like the pit lane speed limiter and launch control. I feel the Pro modes are a must-have if you like to tweak your settings, so to have them as standard even on the base model is a massive bonus. It was my first time doing laps at Sydney Motorsport Park at night, so for the first session I grabbed the only bike with scrubbed-in tyres, dialled up Dynamic mode and headed out into the fast group. It just so happened to be the blinged-out M-Sport model, complete with carbon wheels. Take the mirrors off and you’ve got a racebike I know Dynamic mode isn’t the right setting for the track, but when I rode the 2024 model on the road, Dynamic was a great all-round mode to be in. After a lap or so the tyres were warm and I felt at home on the bike. The S 1000 RR is one of the most comfortable sport bikes I’ve ridden. The ‘bars are wide, they aren’t too far away from the seat and it just feels ‘right’ to me. I could ride this bike for hours on end. Everything is where it needs to be, the gear shifts are primo and the brakes are amazing. Obviously when you take one of the fastest bikes in production onto the track and rev the hell out of it through every gear, it’s not slow, but it feels so manageable and planted thanks to the electronics and the aero package. Those wings really do make a difference, on the racetrack at least The bike turns like nothing; you simply think of heading for an apex and it goes there. The carbon wheels make it turn like a 250cc two-stroke. As my confidence increased, I could feel the electronics holding the bike back. There wasn’t even a hint of a wheelie coming onto the straight or out of Turn 3 or even as much as a twitch from the rear end across the few bumps scattered around the circuit. Then there was the glaring lack of acceleration out of Turn 1 when I wound the throttle open while still leant over, almost as if the throttle wasn’t even attached to the engine. I ditched Dynamic mode for something a bit more track suitable and moved up to Race mode. This involves two clicks of the mode button while the throttle is closed… and away we went again. Now things would get a bit more interesting. There was plenty of help on hand from BMW’s experts The S 1000 RR now felt very much alive. The bike still felt stable and planted at speed and on the brakes, but on corner exit with the throttle tapped, the BMW was now protesting against my instructions in a different way. The rear end pumped, the whole bike shimmied. Not in a dangerous way, but I felt it was telling me we’re crossing a line I wasn’t ready for. With a more gentle approach to the throttle it drove hard off the corners, wheelied a little and the speedo spun numbers like a brickie’s laptop as I ran it all the way to the redline. Sadly, the chequered flag came out and it was time for a pitlane debrief. Riding under lights at SMSP was a whole new experience for our tester but he soon shone in the conditions! Next, I would ride the S 1000 RR Race, but after a chat with the BMW tech guys we established that Race mode may be detecting slides and wheel spinning and cutting in too aggressively in the previous session, causing my stability issue. For this session we switched to Race Pro mode and began customising the setting to my liking. First off, we switched the throttle mode to full torque and linear delivery, which is the most aggressive but responsive mode. Then we switched off wheelie control to see how much work the aero really does. The traction control could now be dialled up and down with my left thumb during the session, and we allowed some more slide as the S 1000 RR has a steering angle sensor to detect slides rather than just wheel spin. Spoilt for choice on a perfect evening at a world-class track We set the ABS to allow ‘backing in’, and the rear wheel to lift slightly also. These are the sorts of settings we don’t get to experiment with on the road as the surface changes so much and, you know, police and traffic… So, getting your BMW out onto a racetrack is simply a must-do. Out we went for another session. I immediately noticed the shifting felt different on my foot. Not bad, just different, as the M-Sport has different rear-sets. Never mind, on the show must go on. The Race model also wears forged aluminium wheels. These would be my choice if I were purchasing an S 1000 RR; I could not handle the stress of someone changing the tyres on my carbon wheels and damaging them. Their extra weight is marginal and doesn’t seem to affect the razor-sharp handling, same as with the carbon wheels – I could put the bike where I wanted it without so much as thinking about it, but it felt a little less lively underneath me. Don’t look it directly in the eye or it might bite The twitchy feeling was gone too. The bike was now lifting the front wheel gently over the crest behind the pits and out of the old Turn 9, now 8, and onto the main straight. If you short shift and let the engine fall into the meatier part of the torque curve, it will hoist the front wheel to the heavens. I’ve ridden bikes with 40 horsepower less that wheelie more than this bike. The wings are functional, not just aesthetic. I remember the circa 2013 S 1000 RR was horrendous at keeping the front wheel down, even with electronics. I was feeling more and more comfortable now, pushing the limits a bit more each lap while still playing it safe. Before I knew it, the session was over. I wasn’t even feeling worn out after swinging off a 200+ HP missile, it’s almost too easy. Wattie said the M felt utterly composed while being an absolute rocketship, thanks to its electronics package Now for something a bit special. BMW Australia lifted the covers off their first and only 2025 M 1000 RR, hot off homologation. Full details are scarce, but it now features titanium valves, oval intake and exhaust ports, higher compression, new engine mounts and boasts 160kW (215hp). When the opportunity knocks to throw your leg over a $60k+ monster dripping in carbon fibre, you don’t pass it up – even if it is essentially a one-of-a-kind at this stage. This is the base bike that Toprak is currently sending in the WorldSBK championship. I got the BMW guys to load up the same settings as the previous session, so I could see what it was like back-to-back… and out I went. Life doesn’t get much better than this The M 1000 RR felt very similar to the S 1000 RR but the aero package is bigger; the wings look as wide as an R18 engine. The windscreen is taller and the fairings are smoother and slipperier. While not obvious as first, I did find that there’s a few extra revs available on the M model. The tacho starts to redline 500rpm later than the S. That’s not huge, but it’s still singing right through. There was definitely less turbulent air around me and getting under the bubble and tucked in was easier. I begin upping the pace a bit and reduced the traction control down to minus 1. It goes to minus 7, I believe, but I was on road tyres with mirrors, blinkers and a numberplate, so we didn’t need to get carried away. Talk about wearing your heart on your sleeve The electronics feel very similar if not the same as the standard S models and unless you look down at the dash, you would hardly know the traction control was doing anything. But I could see it wa working hard, so I upped the ante to minus 2. This awakened the beast some more. It now hung the rear out slightly and the revs rose even faster off the turns, but it didn’t lose its composure while doing so. It is so planted and smooth it’s criminal. Tweaking the electronics transformed the S 1000 RR The extra revs and power were welcome, but I can’t say they made a difference at my pace. I was still clocking similar 275km/h top speeds down the chute. It was very clear that the gearing was a long way away from ideal for this track. I didn’t even get into sixth gear on the straight and I was way down in the rev range on the slower corners. Trackdays are weird; you never know everyone’s skill level, head space or bike spec, but I was making mincemeat of almost every bike on the track – even race bikes. No doubt if there was a race meeting coming up and some ASBK riders showed up I would look like a gumby doing 1.38 laps. But the M 1000 RR felt so natural and composed while being an absolute rocket. I was hardly scratching the surface of its capabilities, or the S 1000 RR for that matter. You could be Toprak, just for one day, on the ultra-rare M version After four sessions, I had a smile from ear to ear, the bikes were in one piece and it was time to reflect. I didn’t even feel tired. I felt I could have done another four sessions, the BMWs are that easy to ride, even at speed. Rather than jumping from bike to bike, an owner would spend days just getting through all the different settings and the effects they have. The settings menu feels like a Pandora’s Box, but there’s so much to fiddle with. We didn’t even get involved in suspension set-up; we just left it in the Race setting. There is so much more adjustment to play with. I know I could have used some extra preload, but with shared bikes it’s hard to change them to suit one person. I’ve always been a fan of trackdays. It’s so much fun to push your bike’s limits in the safest possible environment while learning new skills and making new friends. The BMW S 1000 RR is the perfect tool for the job. With a few clicks of the mode button, you tame the beast from a racetrack slayer back into a perfectly capable commuter or weekend thrasher. The base model without the Dynamic Damping Control might just be the best value Superbike on the market. PROS – A rocketship but can be a big pussy cat, composed at speed, huge range of tech options CONS – I’d say price, but it’s in line with the competition. Carbon wheels give me nightmares. We don’t have a long termer… Meet the family They say “three’s a crowd”, but what about four? It’s a case of pick your poison or know your budget here. There are four S 1000 RR models to choose from. Starting with the value-for-money base model all the way to the bling-king M-Sport. S 1000 RR ($29,053 ride away) standard equipment: ABS Pro, Dynamic traction control, lightweight battery, riding modes Pro, launch control, slip and slide control, brake slide assist and Bluetooth connectivity. S 1000 RR SPORT ($31,711 ride away) Additions from the S 1000 RR: Dynamic damping control, heated grips, cruise control, passenger kit, tyre pressure monitoring S 1000 RR RACE ($36,150 ride away) Additions from S 1000 RR Sport: M endurance chain, Akrapovic silencer, forged alloy wheels S 1000 RR M-SPORT ($41,423 ride away) Additions from S 1000 RR Race M carbon wheels, M endurance seat, M blue brake calipers, black fuel cap, M Billet pack SPECIFICATIONS ENGINE Capacity 999cc Type Inline four-cylinder, 16 valves, Shiftcam Bore & stroke 80mm x 49.7mm Compression ratio 13.3:1 Cooling Liquid Fueling EFI, variable intake Transmission Six-speed Clutch Wet, multi-plate, slip, self reinforcement. Final drive Chain PERFORMANCE Power 154kW (207hp) @ 13,750rpm (claimed) Torque 113Nm @ 11,000rpm (claimed) Top speed 303km/h (claimed) Fuel consumption 6.4L/100km (claimed) ELECTRONICS Type BMW Motorrad ABS Rider aids ABS Pro, Traction Control, brake slide control, slide control, wheelie control, launch control, pit lane speed control, Dynamic Damping control, shift assist, hill hold assist, Modes: Road, Dynamic, Rain, Race, Race Pro 1, 2 and 3. CHASSIS Frame material Cast aluminium Frame type Bridge type, co-supporting engine. Rake 23.6° Trail 99.8mm Wheelbase 1457mm SUSPENSION Type Marzocchi Front: 45mm telescopic fork, Dynamic Damping, manual preload, 120mm travel Rear: Monoshock, Dynamic Damping control, manual preload adjustment, 117mm travel WHEELS & BRAKES Wheels Forged aluminium Front: 17 x 3.5in Rear: 17 x 6in Tyres Metzeler K3 Front: 120/70 ZR17 (M/C 58W) Rear: 200/55 ZR17 (M/C 78W) Brakes Brembo, BMW Front: Twin 320mm floating discs, BMW four-piston calipers. Rear: Single 220mm disc, Brembo single-piston caliper. DIMENSIONS Weight 197kg (wet, claimed) Seat height 832mm Width 848mm Height 1151mm Length 2073mm Fuel capacity 16.5L SERVICING & WARRANTY Servicing First: 1000km Minor: 10000km Major: 30,000km Warranty 5 years, unlimited km BUSINESS END Price $29,053 (ride away) Base mode Colour options Black Storm Metallic, Bluestone Metallic, Light White (M-Sport only) Contact bmw-motorrad.com.au The post TRACK TEST | 2025 BMW S 1000 RR appeared first on Australian Motorcycle News.

Soft power – There’s something for everyone in Harley-Davidson 2025 Softail range “Nothing soft”, said the iconic sportswear brand Everlast advertisement, “comes out of the Bronx”, superimposed on a photo of a teenage punk with a cigarette hanging from his mouth. You could be forgiven for substituting “Milwaukee”, world-famous for beer and motorcycles, in that slogan. And yet something “soft” but very significant came out of Milwaukee in 1984. The Softail range for 2025 about to be put to the test in Australian conditions This was in the heyday of motorcycle customising. While no brand was safe from the cutting torch, Harley-Davidson was usually the first choice. One of the few common design elements in the explosion of custom styles was the hardtail, a fixed rear frame without suspension. Those of us who built choppers for more than milk bar posing did come to regret that loss. Attempts to overcome it – I built a chopper with a BSA jampot frame – were notoriously unsuccessful. The Milwaukee-Eight engine is all about torque for effortless cruising on the open road Fortunately, Willie G. Davidson, in charge of the Motor Company’s design department, had our back (so to speak). He remembered the work of another motorcycle designer, Bill Davis. Davis had begun working on the design of a frame in 1974 that looked like a hardtail but incorporated hidden shock absorbers. The frame had a cantilever swingarm that pivoted at the bottom and connected to the suspension at the top, with the springs and shock absorber tucked away out of sight under the seat. The Heritage Classic brings Harley’s styling history alive In 1976, Davis contacted Willie G. and arranged a meeting, where he presented a prototype based on his 1972 Super Glide. It took six months before he got his answer: the Motor Company would not be using his concept. Davis was not discouraged and upgraded his design. He placed the pivot point at the top of the triangular swing arm and the shock absorbers under the frame. In January 1982, after a failed attempt to go into business independently as Road Worx, Bill Davis sold his patents, prototype and tooling to Harley-Davidson. In June 1983, Harley introduced a new model with a frame based on Davis’ design as the FXST – the first Softail. The Bear reckons the Softail Low Rider S is just plain fun to ride The concept was heartily welcomed, not least in Australia with its notoriously weather-beaten roads. It was not perfect; the newly horizontal suspension units had a tendency to leak. French-made Fournales air shocks fixed that. Harley introduced a completely redesigned Softail frame in 2018. This frame used a different shaped swingarm suspended by a single rear shock absorber mounted underneath the seat. The Motor Company announced that the new chassis was both stiffer and lighter than the previous Softail. At the same time the Milwaukee Eight engine replaced the Twin Cam. Lastly, the Dyna range was discontinued but some of its models were carried over to the new Softail chassis. Traditional looks conceal up-to-date electronics In the years since, Softails have remained a vital part of the Motor Company’s range. Grouped as ‘cruisers’, the range has nevertheless offered quite a variety of riding experiences. While the bikes have received various improvements since 2018, the six-bike 2025 range that H-D introduced recently in Kiama on the NSW south coast, with its bumpy roads, offers a whole new story. Engines, suspension, lighting, controls, instruments and sound quality have all been improved, along with much else. Six bikes, three tunes The Softails are the cruisers of the H-D line-up. “Each model has distinct appeal to specific subsets of riders,” says the Motor Company, quite correctly. But there’s more to it than that: with these six bikes, they have tried to produce something for everybody – always within the limits of a cruiser, but very effectively. The six bikes form three groups of two, each of which gets its own variant of the new Milwaukee-Eight 117 cubic inch (1917cc) powertrains. Each has different intake and exhaust tuning, as well as ride mode programming, to match performance to personality. Handlebar switchgear operates the cruise control All have new instruments; the Low Rider S, Low Rider ST, Breakout and Street Bob have 4-inch diameter instruments, while the Heritage Classic and Fat Boy have 5-inch ones. Hand controls have been redesigned and both look and perform nicely. The brake lever distance is adjustable. Lights are LED. Power up The 2025 Softails offer a substantial upgrade over previous models with improved performance across the range. The engine impresses, especially with its torque, even more especially between 1800rpm and 2500rpm. Equally impressive are the smooth, easy gear changes with a relatively light clutch action. The Low Rider ST features the most powerful engine in the range New four-valve cylinder heads are designed to improve performance and fuel economy. The air/oil cooled version of the engine weighs less than the Grand American Touring/CVO versions and does not require coolant system maintenance. It further optimises thermal comfort for the rider, especially at low speed and in hot weather. The Breakout channels the old chopper culture Sound quality has been improved and advanced lightweight material trims high frequencies and emphasises low ones for a powerful sound. Intakes are selected to add to the specific character of each engine variant – Classic, Custom and H.O. All engine variants offer Road, Sport and Rain modes. Proof of the pudding The bikes all feature Cornering ABS, Cornering Traction Control, Cornering Drag Torque Slip Control and Tyre Pressure Monitoring. Just a personal note: I love tyre pressure monitoring! This switch can turn off the traction control system The multi-rate springs in the front and rear suspension have been replaced with straight rate springs which enable better balance between springs and damping. Under hard braking, the front fork springs respond more predictably. Effective braking requires a bit of squeezing, but the brakes have plenty of feel. Seat height is unchanged and handling has been improved. Trad Jazz: Heritage Classic & Street Bob The Milwaukee-Eight 117 “classic” engine which equips these two bikes offers a flat torque curve for street performance. Peak torque is 163Nm and peak horsepower is 73kW (98hp). The single muffler allows for symmetrical saddle bags. It is easy to identify the engine by the round air cleaner cover. With its obvious bow to the 1950s, the Heritage is my favourite in this range. It has lockable saddlebags and a detachable windscreen, and wire-spoke wheels are optional. It is also particularly comfortable. The Street Bob, on the other hand, is an almost playful bobber with spot-on styling – but also a small fuel tank. It’s the cheapest in the range. Lookin’ Good: Breakout & Fat Boy The “custom” engine that powers these two bikes provides peak torque of 170.8Nm and 77.5kW (104hp) peak horsepower. That’s a significant power increase of 11 per cent. Intake noise has been controlled to allow a rumbling exhaust note. The Breakout is a proper chopper with a 21-inch front wheel, 240mm rear tyre, and pull-back handlebar. As such I find it terrific to look at but probably not suitable for my sedate style. Both it and the Fat Boy offer nostalgia plus with their picture-perfect historic styling – and that fat rear tyre. Getting going: Low Rider S & ST The most powerful engine in the range is the H.O. fitted to these bikes with peak torque of 173.5Nm and peak power of 75kW (114hp). The two-into-one exhaust allows symmetrical saddle bags. It’s a shame that these bikes do not get a slipper clutch function. The ST is a highly practical bike with its frame-mounted fairing and saddlebags, while the S is just plain fun to ride quickly. The stripped-down style of the Lowrider S includes a 2-1 exhaust Getting personal I have been riding Harleys, on and off, since 1968. When I tell you that my first (and second and third) Harleys were all WLAs with the famous tractor seats, you’ll understand why I hold Milwaukee bikes to a high standard for seating. The new seats on the Softails meet my requirements: they are especially comfortable, and the riding positions make sense for long days in the saddle. My one objection would be to the high-set footpegs on the sportier Low Riders – a touch too high for my 180cm frame and 78-year-old body – but there was good cornering clearance when I got enthusiastic. Keyed lockable leather panniers are a feature of the Heritage Classic The extra power of the big engine was very welcome and completes the versatility and usability of the Softail range. And they sound nicer. While I like the Heritage – especially for its nostalgic appeal and practicality – I could see myself owning any of these bikes, with the only reservations being the high pegs on some of them. There really is a bike for every taste here. PROS – A model that underpins H-D sales Down Under, the new Softail range has an option for every cruiser buyer. CONS – High-set footpegs on Low Rider variants sacrifice comfort for cornering clearance. Slipper clutch would be good. The post QUICK SPIN | Harley-Davidson 2025 Softail range appeared first on Australian Motorcycle News.

First C-Series delivered and component factory space leased in China Australian electric motorcycle company Savic has delivered its first production units of the C-Series Alpha to customers in Melbourne, Perth and Brisbane. It has also leased a 1200sqm factory space in China’s Zhejiang province, near Shanghai, to produce the C-Series powertrain unit and speed up the assembly process. Savic says this powertrain has “unique scalability” and is “capable of serving a variety of future vehicles”. A distinctive double stacked headlamp comes standard, or the Alpha can be be optioned with a larger round ‘heritage’ unit This powertrain consists of the battery pack, electric motor and controller, along with its principal software and electronics systems. The C-Series Alpha, the first commercial vehicle produced in Melbourne since the closure of Ford, Holden and Toyota car plants eight years ago, has been designed in Australia. Final assembly is undertaken in Melbourne using both in-house-designed components and ones sourced from overseas. Pricing starts from $29,990 plus ORC but customers can opt for several upgrades, including colour schemes and a pillion seat. More than 100 orders have been placed and the company says interest is building since a nationwide series of test rides was undertaken earlier this year. The release follows a development cycle involving six prototypes, started back in 2016 (see central image above right) but slowed by the Covid pandemic. The first Savic prototype The final stage of pre-production included a complete in-house redesign of the suspension. Ex-racer and development adviser Jed Metcher and a team undertook the equivalent of 110,000km of testing at Melbourne’s Lang Lang proving ground and then completed laps of Phillip Island MotoGP circuit where the C-Series was run successfully at over 170km/h. Savic claims the C-Series is a leader in the electric performance sector, with 0-100km/h acceleration of 3.5sec, which nearly matches several big-name ICE sportsbikes. A claimed combined riding range (urban-country) of 200km-plus is helped by a specially designed regenerative braking system that helps put power back into the battery. The C-Series has an ABS braking system designed in conjunction with Bosch Australia and its Brembo brakes are superbike spec. A ‘twist-and-go’ motorcycle, the C-Series doesn’t have a clutch but a push-button-operated reverse gear helps with parking and manoeuvring. Speccing the Alpha with carbon fibre bodywork costs an extra $3000 The C-Series has full internet connectivity, providing for over-the-air electronic updates, bike security monitoring and keyless ignition via a smartphone. Four ride modes (Normal, Sport, Eco and Rain) are available, along with three customised modes to adjust torque delivery, re-gen braking and throttle sensitivity. The C-Series can be charged at public recharge points or via a household powerpoint. It comes with a 10amp charging cable. Savic will soon open showrooms in Melbourne and Perth and is working to establish a network of authorised service technicians. Check out the latest issue of AMCN to read what TT legend Davo Johnson thinks of the new C-Series! The post Savic Powers Ahead appeared first on Australian Motorcycle News. View full article

New Öhlins Smart EC3 suspension is the icing on the cake for Triumph’s most powerful bike ever Can you believe it’s been over 30 years since Triumph launched the first Speed Triple back in 1994? Countless bikes have come and gone over those three decades but the Speed Triple story continues with this heavily revised and fully naked 134.6kW (180.5hp) Street Triple RS – Triumph’s most powerful bike to date. It’s also arguably the Hinckley factory’s most advanced bike to date, with Öhlins Smart EC3 electronic suspension and even more advanced rider aids than ever before, including a very clever front wheel lift control and a new engine brake strategy. You can’t get much better than this awesome suspension on a production motorcycle The Öhlins Smart EC3 suspension is the very latest electronic system from the famous Swedish company, only seen before on the considerably more expensive Ducati Panigale V4 S and Honda Fireblade SP. The system uses Objective Based Tuning Interface (OBTi), which allows the rider to electronically tune the behaviour and characteristics of the semi-active suspension, which itself constantly changes compression and rebound damping on the move. The optional Akrapovic muffler really transforms the swingarm area. Factor it in to the price Triumph has also taken the opportunity to play with the styling, with a new seat cowl and exhaust and lighter wheels lending a more agile look. The one-piece handlebar is slightly wider and higher, and there’s a new adjustable steering damper, but now from Marzocchi. An updated 5-inch TFT dash with Bluetooth connectivity controls the new rider and suspension aids via five riding modes. Cruise control, backlit switchgear, fully keyless ignition and racy Pirelli Diablo Supercorsa SP V3 tyres come as standard, along with a new Emergency Deceleration Warning system that flashes the rear brake light under hard braking. The dashboard is understated but comes with the My Triumph Connectivity System At first glance, the RS appears very similar to the previous model, but underneath there is a vast amount of changes, which is why Triumph laid on two days of testing to make sure we could experience the new Speed Triple on both the road and track. The plan was relatively simple: a full day on the road in southern Portugal, which should allow us to evaluate the new Smart EC3 suspension on challenging roads. Then to the famous and demanding Portimao racetrack, where we could safely push the suspension to the limit and try the new rider aids. However, Mother Nature had the final say. British bulldog? Triumph are quoting 180.5hp for the Speed Triple 1200 RS, making it the Brit manufacturer’s most powerful bike to date. But with dodgy weather conditions and a ride on some challenging Portuguese roads scheduled for day one of its launch test, the idea was to experience the real-world aspects of the RS first and then sample all those horses, along with the handling limits, new wheelie control and track modes, in relative safety on the closed track on day two. This engine uses tricks learned from Triumph’s Moto2 project As we left the hotel, conditions were cold but dry (with the RS’s optional heated grips set to maximum). Instantly, I noticed the difference in the riding position – with the flat, one-piece handlebar 10mm wider and 7mm higher, it’s roomier but still poised and brimming with attitude. As soon as the lighter cast-aluminium wheels were rolling, the quality EC3 Öhlins suspension came alive, too, giving a sumptuously plush ride on poorly surfaced roads. By contrast, the older RS model’s manually adjustable Öhlins suspension feels a tad harsh on dodgy roads. The new EC3 systems can still be manually adjusted if you prefer, electronically changing compression and rebound, and pre-load is mechanical, not electronic. Marzocchi steering damper is really just a back-up to what is a state-of-the-art suspension Initially, I opted for the standard Road mode, which, like Rain mode, automatically selects a comfort setting for the semi-active suspension, and at slow speed and around town it was supremely forgiving. The fuelling was also noticeably soft, the standard Shift Assist quick-shifter was smooth, and those huge 320mm Brembo discs could be brushed with finesse and ease. What, I wondered, became of the angry British bulldog we used to know? Once into the mountains, the suspension continued to deliver an unflustered ride on crumbling and potholed roads. I knew I was riding a 180hp streetfighter – or hyper naked, if you prefer – but it’s so forgiving and relaxed it feels like you could fit a small screen and some equally small luggage to the minimalist new tail section and go touring. The riding position has room for the tall rider as well as the short; cruise control, operated from the left cluster, is standard… There’s even classy backlit switchgear to ease your brain through the day. Chin fairing is a Speed Triple signature feature You can certainly ride briskly in the standard Road mode, despite the suspension set to prioritise comfort, as the compression and rebound damping rates are continuously changing in response to the inputs from the rider, the road, plus myriad other parameters. Ride a little more aggressively and the suspension reacts and firms up. No wallow or dive – just understated control when the pace hots up. With better roads ahead, a quick shift into Sport mode sharpened the throttle map somewhat as rider aids intervention levels reduced. There isn’t a drastic change to throttle response or power (select Rain mode, though, and peak output drops to 100hp) but, with the suspension now in Normal mode, the overall ride isn’t as soft, and there’s less suspension travel, notably when you brake deep. Lightweight wheels help with more agile handling In the dry conditions and with some heat in the Pirelli Diablo Supercorsa SP V3 rubber, I was having some real fun in what felt like relative safety. The power delivery isn’t aggressive, while the triple’s broad spread of torque is strong without being overpowering. The chassis takes everything in its stride but, crucially, also transmits what the sporty rubber is doing. That wider handlebar and lighter wheels make the RS feel more chuckable. At a claimed 199kg, it’s no lightweight but is easy to throw around and have fun. We pretty much take radial-mounted brakes for granted these days, don’t we? Fun is the key word here. Historically, the Speed Triple has always been a fun bike, and this continues with the 2025 model, but now its class-leading smart suspension and suite of electronic rider aids make its sporting performance more accessible. There’s so much more refinement compared to just a few years ago, and the new suspension especially gives you the confidence to have fun. As the pace quickened, I had to trim the rider aids slightly. With lift control on setting one of four, it’s a little too low for experienced hands. It works well, hovering the front wheel above the road, but level four is more entertaining, particularly over crests, as it holds the wheel below the balance point but impressively high. I also experimented with the new engine braking rider aid but before I could create my own idiot-stunts mode… it started to rain. Be warned. This suspension is keeping a watchful eye on you A blend of 180hp, track-focused Supercorsa rubber and slippery Portuguese roads would normally appeal to me as much as listening to a two-hour Donald Trump address. But again, this potentially angry beast was easy to tame, thanks mostly to its new SmartEC3 suspension. Back into the standard Road mode, the suspension reverted to its softer base setting and the lean-sensitive rider aids increased. The RS somehow conjured up grip on the glassy surface and gave all the feedback my confidence needed. In fact, I was enjoying the ride so much that I soon switched back to the Sport mode – despite the damp road conditions. When rear-wheel traction eventually breaks, the traction control (TC) softly takes over and then, equally softly, reintroduces the power. There are no bangs and no misfires; it’s all calm and measured despite the fact you lost grip. The different riding modes appear to catch a slide at about the same moment but the reintroduction of power is quicker and more abrupt in the sportier modes. Tail unit has been subtly restyled I enjoyed playing with the modes and changing the rider aids on the fly, but the dash is still a little slow in operational speed and not perfectly clear or intuitive. I’ve noted this about previous Triumphs that share the same display: accessing the large quantity of information available or changing the modes is like operating an old laptop with not enough storage. It’s too slow to respond. By the end of the day, however, I was full of praise for the new Speed Triple RS. It is incredibly easy to ride and enjoy in all conditions, while the new Öhlins Smart EC3 suspension is truly next level in terms of comfort and ease of use. The wheelie-control system means you can do this in the wet, no worries at all TO THE TRACK! Cooking in tyre warmers in the famous Portimao pitlane, the new Speed Triple 1200 RS looked like it meant business. Triumph removed the rear number plate and mirrors for the track and, despite its swept-back look and naked state, it looked race-ready. The new styling looks great in the flesh but I do wish they’d not hidden the lovely single-sided swingarm with a rather ugly exhaust (a factory-commissioned Akrapovic silencer is an option). The only other blemish on the landscape was underneath those warmers: instead of the scheduled Pirelli slicks were race wets, as the weather was against us yet again. The ultimate test of Triumph’s most powerful model took place in sketchy conditions, perfect for a real-world experience. And our experienced tester didn’t bin it! Yes, the Triumph has Rain mode, but that limits power to 100hp and automatically increases the rider aids to maximum. Fine for those who’ve never ridden a track before, but I know Portimao well and therefore opted for the much less restricted Road mode. Conditions were slippery and far from ideal, but again the sheer rider-friendliness and ease of use of the Triumph came to the fore. From the off, I could push a little harder and rely on its rider aids, including cornering ABS, which despite the wet I couldn’t feel intervening during those early laps. Portimao has huge and spectacular undulations and gradient changes, and with the suspension set to comfort it was a little too soft. Back in the pits I changed the set-up to Normal and then added a little firmness to the rear and acceleration support, again all done electronically. Spring pre-load is still manually adjustable but you can use the recommended settings from the dash to get it spot on. Simply add your – and be honest on this one – weight, and the dash clearly shows the recommended pre-load settings for that weight. The standard setting is 85kg, which is close-ish to my honest weight, and was therefore left alone. It’s a cool feature (and the same as the system used on the new Honda Fireblade SP). You can see evidence of the original Speed Triple’s DNA in the twin headlight system With the new settings plugged in, I felt confident to push a little harder. As the track started to dry, I could now make full use of those 180 ponies. The Triumph may not have the 200hp bragging rights of the competition, but it still feels outrageously quick. It regularly hit 250-260km/h at the end of the straight, punishing my neck and arms as only a big naked can. At the heart of the Speed Triple experience is that surging glut of torque that makes it as satisfying to drive hard through the midrange, short-shifting as you go, as it is to rev. At Portimao, I became addicted to short-shifting from fourth to fifth as the RS exited the long final turn of the lap, before bracing for a wheelie over the crest and just holding on over the start and finish – exhaust barking as only a Hinckley triple can. Span-adjustable levers are a nice touch The conditions were changing almost every lap. Some corners were close to dry, while farther around the track the line was soaking wet. Each session was different and as difficult as any track-riding test I can remember, but the RS was my helpful and friendly companion. On days like this, you need to be perfectly in tune with the chassis and tyres. Despite its semi-active suspension, I could forensically feel the grip levels through its wets. I could also feel the ABS working on track in the standard mode, which gives reassurance and allows you to push and generate heat in the wets. Conditions may have been horrendous, but I was having fun behind that black visor. My only on-track criticism, which probably applies more to the specific nature of Portimao than most circuits, is that you can’t have the front wheel lift (wheelie) control turned off and the TC on. To remove it, you have to turn off the TC too, yet in the wet conditions I wanted some TC (just in case) but also wanted to control the wheelies over the track’s blind crests and undulations. On other bikes in the class you can have TC active and wheelie control deactivated at the same time – but not on the Triumph. With the track never fully dry, I can’t say for sure what the ground clearance is like, or whether the very strong Brembo stoppers will in any way fade, or even how the suspension reacts on the limit. But if a bike gives this much confidence in the wet, it should translate to the dry. Verdict We still have a few unanswered questions as we never got to push the Speed Triple RS’s chassis on track. But we can categorically confirm that Triumph has made a significant improvement over the previous model, and the meat of that improvement is down to the Smart EC3 Öhlins suspension. On the road, it can be friendly, plush to the point of soft and as accommodating as that of a very good sports-tourer. Then head to the track, change the mode, and it transforms the triple into a track-ready streetfighter. It’s like having three bikes in one. The suspension is so good it somewhat overshadows the other advancements, including the excellent front wheel lift control, which is perfect for those who haven’t perfected wheelies. Neat touches like backlit switchgear, cruise control as standard, keyless ignition and Triumph’s usual high standard of finish only add to its appeal, while seriously strong Brembo Stylema stoppers add edge to an already sharp package. The handful of added hp isn’t overly noticeable, but the engine still has bags of character and sounds fantastic, even though the exhaust might not be the prettiest. Hugely impressive on both the road and a damp track, the new Speed Triple RS is far more accessible, versatile and easier to ride than before, which is progress indeed, given the quality of its predecessor. But the true test will come in better weather against its high-class competition. PROS – This long-running super-naked keeps its original DNA but is far more accessible and versatile for a new generation CONS – Slightly annoying not to be able to keep TC active when you turn off wheelie control. Stock muffler is a bit ugly rider aids Triumph has vastly improved the tech on the new Speed Triple 1200 RS. First up is the very latest EC3 Smart Suspension from Öhlins, which reacts faster and has more adjustment than the EC2 system used on the cafe racer-style 1200 RR. We can now change front firmness, rear firmness, brake support, acceleration support, cornering support, and for 2025 initial acceleration and cruising support. The four-level front wheel lift control and four-level engine brake control are both new for 2025. Triumph has also added Brake Slide Assist for 2025, and ABS for the track, allowing more front wheel slip and more rear wheel lift. Four standard rider modes, plus two personal modes, two levels of cornering ABS, four levels of TC and off are the same as before, but reconfigured to work with the new power, chassis and semi-active suspension. SPECIFICATIONS ENGINE Capacity 1160cc Type Water-cooled, 4v per cylinder 3-cylinder four-stroke Bore/stroke 90mmx60.8mm Compression ratio 13.2:1 Fuelling Electronic Multipoint sequential electronic fuel injection with electronic throttle control Transmission Six-speed with up/down quickshift Clutch Wet multiplate slip and assist Power 134.6kW (180.5hp) @ 10,750rpm (claimed) Torque 128Nm @ 8750 rpm (claimed) Top speed 275km/h (est) Fuel consumption 5.5l/100km ELECTRONICS Rider aids Cornering ABS, 4 x throttle maps, 5 x TC, 4 x engine brake control, 4 x front wheel lift control Rider Modes Rain, Road, Sport, Track plus two rider modes Frame Aluminium twin spar frame, bolt-on aluminium rear subframe Rake 23.9° Trail 104.7mm Wheelbase 1445mm SUSPENSION Type Öhlins Smart EC3 Front 43mm, USD fork, fully adjustable,120mm travel Rear Single rear shock, fully adjustable, 120mm travel WHEELS & BRAKES Wheels Cast aluminium Front 3.5 x 17 Rear 6.0 x 17 Tyres Pirelli Diablo Supercorsa SP V3 Front 120/70 X 17 Rear 190/55 x17 Brakes Cornering ABS Front 2 x 320mm discs, radially mounted Brembo stylema caliper Rear 220mm disc, Brembo twin-piston caliper DIMENSIONS Weight 199kg (wet, 90% fuel) Seat height 830mm Width 810mm Height 1085mm (no mirrors) Length 2090mm Fuel capacity 15.5L SERVICING & WARRANTY First servicing 16,000km Warranty 24 months unlimited kilometres BUSINESS END Price From $31,490 rideaway Colour options Jet black, Granite/Diablo Red, Granite/Triumph performance Contact Triumphmotorcycles.com.au The post ROAD & TRACK TEST | Triumph Speed Triple 1200 RS appeared first on Australian Motorcycle News.

Veteran champion’s departure ignites a wide-open rider market as WorldSBK teams scramble to lock in 2026 lineups A major piece of the 2026 World Superbike puzzle has come loose: Álvaro Bautista has confirmed he will not continue with Ducati beyond the 2025 season. The 40-year-old Spaniard, a two-time WorldSBK champion with the Italian marque, will not see out his Ducati contract originally planned for 2026, with the second year of the deal officially scrapped. Although the veteran was eager to stay with the Bologna-based outfit for a fourth consecutive season, Ducati opted not to continue under the previously agreed terms. Despite leaving Ducati Bautista remains keen to race on in 2026 “I had signed with Ducati for 2025 and 2026,” Bautista told WorldSBK.com, “but with the possibility of breaking the contract from my side and also from their side. I communicated to the team that I wanted to continue… Then, Ducati said they don’t want to accept the conditions we signed, so they broke the agreement.” Despite nearing his 41st birthday, Bautista insists he still wants to race at the highest level. “I feel physically and mentally strong, and I still believe I can fight for good results,” he said. “So I’m free for 2026—let’s see what happens.” His exit sets up a fascinating reshuffle among the top factory teams, especially as several other high-profile moves are poised to reshape the grid. The remaining official Ducati slot is the most sort after ride on the grid, with the Panigale proving to be the strongest package on the grid this season, and the highly anticipated V4R set to debut next year. Bulega Extends Ducati Deal, Razgatlıoğlu Heads to MotoGP Ducati has already begun looking to the future with the renewal of Nicolo Bulega, who has established himself as a leading force in the championship this season. The 25-year-old has re-signed with Aruba.it Racing Ducati through the end of 2026, rejecting a lucrative approach from BMW in the process. Bulega leads the WorldSBK championship by 31 points, having taken 8 wins from 15 races (including Sprints) “Continuing this project fills me with satisfaction and pride,” Bulega said. “We’ve achieved important goals already, and I feel fully at home with this team.” Bulega’s renewed deal is significant not only because it locks him in as Ducati’s title challenger for 2026, but also because it includes an option to test Ducati’s upcoming MotoGP prototype. With technical changes looming for the 2027 season, Bulega may serve as Ducati’s bridge between WorldSBK and MotoGP, especially given his current trajectory and clear support from the factory. Razgatlioglu is off to test his mettle in MotoGP in 2026, but not before attempting to take his 3rd WorldSBK crown While Ducati strengthens its structure, BMW faces a monumental task after Toprak Razgatlıoğlu confirmed his long-awaited move to MotoGP, joining the factory-supported Prima Pramac Yamaha effort in 2026. That decision opens up BMW’s lead spot in WorldSBK—though few riders look fit to fill the void left by one of the series’ most electrifying stars. Rea’s Future Uncertain as Yamaha Struggles Continue Among those potentially in line to replace either Bautista or Razgatlıoğlu is Jonathan Rea. The six-time WorldSBK champion has made it clear he wants to return to top-level competitiveness but has been frustrated with Yamaha’s progress despite showing flashes of promise since returning from injury. Rea left the recent Misano test frustrated by the lack of pure pace compared to rivals “Even though we’re maximising our potential, we’re still far away. The gap to the front is too big,” Rea admitted following a productive but sobering Misano test. With 2026 looming and his current deal running out, Rea could be poised to make a big move either to Ducati to partner Bulega or as BMW’s new talisman in the post-Toprak era. A potential move by Rea could also have further domino effects in Yamaha’s rider lineup. Locatelli has signed for the factory Pata team, but GYTR Yamaha riders Remy Gardner and Dominique Aegerter could step up, although Yamaha is also expected to elevate current WorldSSP championship leader Stefano Manzi to a WorldSBK R1. Although Gardner has struggled to find consistency this season, he scored a podium finish at Assen and is outperforming his teammate Aegerter MotoGP Market Swirl Could Ripple Into WorldSBK Plans While WorldSBK undergoes its own reshuffle ahead of 2026, the increasingly fluid MotoGP rider market could further influence Superbike plans. Multiple premier class seats remain unsettled beyond 2025, and several current MotoGP riders may find themselves displaced—or choosing a different path altogether. Miller’s future remains uncertain with Razgatlioglu joining the Pramac Yamaha team Key names like Jack Miller, Franco Morbidelli, Johann Zarco, and Luca Marini each have contracts set to expire at the end of 2025, and other riders such as Miguel Oliveira have contracts with clauses that allow their deals to be terminated early. While most are expected to renew, others may explore alternative options that could include a high-profile switch to WorldSBK. The post Bautista ‘Free for 2026’ as Ducati Cuts Ties appeared first on Australian Motorcycle News. View full article

Active aero winglets are old news. The future lies in fan-assisted cornering systems When it became clear that aerodynamic appendages were a valuable tool in MotoGP racing a few years ago, it opened a Pandora’s Box of increasingly extravagant bulges and spoilers intended to extract every ounce of available downforce both in straight lines and during cornering. Now BMW has filed a patent for a technology that shows the next step in achieving an aerodynamic benefit thanks to internal air ducts and a fan to blast air through strategically-placed jet nozzles. The idea of using thrusters to help control a bike was mooted back in 2018 when we reported that Bosch had demonstrated a prototype system that used gas generators – the same tech featured in airbags – paired to a rider-assist system to provide brief blasts of thrust, countering slides and preventing crashes. The Bosch system was an emergency design, though, requiring the gas charges to be replaced after each use, while BMW’s idea is to use a constant, adjustable flow of high-pressure air to assist the bike around corners. It’s not a new idea. Racing car designers have toyed with using fans to suck air out and create downforce for decades. Jim Hall’s Chaparral 2J exploited the idea back in 1970, using a separate two-stroke engine to power a pair of rear-mounted fans, extracting air from under the car. Then the Gordon Murray-designed Brabham BT46B brought the same concept to Formula 1 in 1978, winning the only race it entered before the idea was shelved in the name of safety and to prevent a costly ramping-up of R&D down that path. More recently, Murray explored the same idea with the 1990s McLaren F1 road car, and today a prominent rear fan is a feature on the T.50 supercar sold under his own Gordan Murray Automotive brand. Taking the idea to an even more extreme level, the electric McMurtry Spierling car creates two tonnes of downforce using a powered suction fan, setting a series of records including fastest-ever times at the Goodwood hillclimb course and the old Top Gear test track. BMW isn’t going to quite the same extreme with the system featured in its latest patent application, but still taps into the potential of using a ducted electric fan to blow air where it’s needed in pursuit of improved performance. The patent illustrations are simplified, but show that outlet nozzles could be positioned in multiple locations around the bike, while computer-controlled flaps inside the ducting system behind the bodywork choose where to direct the thrust. Under acceleration it can go rearward, adding a jet-style boost to acceleration. Under braking it can be reversed, helping to slow the bike, and during corners it can be directed outwards, pushing the bike towards the apex. We’ve seen a rash of active-aero patents from BMW recently, including adjustable winglets and a system intended to reroute exhaust gases to either side, depending on cornering angle, in pursuit of improved downforce and more grip. Whether any of them reach production has yet to be seen, but it’s clearly an area the company has a strong focus on at the moment. The post BMW’s Blow-Hard Thruster Tech appeared first on Australian Motorcycle News. View full article

Indian owners reveal 450cc twins will join international version of 1200cc V4 superbike It’s been more than five years now since Norton’s controversial era under the stewardship of Stuart Garner came to a dramatic conclusion – the brand falling into administration in January 2020 – and a more hopeful period began with Indian giant TVS acquiring key elements of the business in April the same year. Since then Norton has remained relatively quiet and concentrated on reengineering the 1200cc V4 platform to become the V4SV superbike and V4CR café racer while the ancient Commando 961 plodded on in the background. Now TVS’s managing director has shone light onto a more ambitious future for the company including a new focus on exports and a range of more affordable models that will be made – at least in part – in India. Norton India is due to launch before the end of this year, and between its bases in the UK and India the company intends to create a six-bike product range, kicking off with an international version of the V4 superbike, which is currently only approved to be sold and used in the UK under single-vehicle approval rules that are really aimed at backyard bike makers rather than ‘real’ manufacturers. To be sold, as Norton plans, in four additional European markets – France, Germany, Italy and Spain – as well as in India, the V4 needs to undergo and pass Euro5+ type-approval testing, and with that we can expect to see some substantial changes in the 2026 version that’s to be unveiled at EICMA this year. Speaking to Indian TV station CNBC-TV18, TVS’s managing director, Sudarshan Venu, said four of the six new models will be in the 2026 model range: “So this is where I think we are heading towards – by starting off with the launch of the four-cylinder superbike at EICMA and then we will also share the remaining three products at EICMA or soon after, which will be available in the market early 2026. They’re all in advanced stages of development. I think we have a good leadership team now at Norton with the two executive directors, Nevijo Mance and Richard Arnold. Supporting them are very good designers, engineers, and a lot of homegrown talent from TVS in India, which I think brings a great mix in terms of the Britishness and the uniqueness of Norton while leveraging the capabilities of TVS and also offering opportunities for our talent to grow.” He went on to say that manufacturing will take place in both the UK and India, with the flow of components and kit parts aided by a newly-established free trade agreement between the two nations. And in terms of numbers, Norton will grow substantially, with Venu confirming: “ We will start with a capacity of close to 10,000 vehicles and with the four models going up to six models. “ Of those bikes, some are expected to be powered not by Norton’s existing engines but using a derivative of the new 450cc parallel twin developed by BMW for its upcoming F450 GS. TVS already partners with BMW to manufacture the 310cc single used in the G310 range and TVS’s own bikes, and went on to cooperate with the development and manufacturing of electric scooters. Venu said: “I think we did first the single cylinder, the 310 family. Then came the EV, and now is the two-cylinder family, which BMW has shown their version at last year’s EICMA. And you will see Norton and TVS versions using a similar platform in the coming months. So that is where I think the relationship is headed.” One or more 450cc models will give Norton the chance to compete against the likes of Triumph’s Street 400 and Scrambler 400X, which are both proving to be best-sellers for the UK’s leading motorcycle brand. The post TVS confirms Norton expansion and new models appeared first on Australian Motorcycle News. View full article

As MV returns to independence after its short-lived period as KTM’s stablemate, the company readies all-new models Despite the financial problems that were dogging KTM and its parent Pierer Mobility last year the company went ahead and extended its shareholding in MV Agusta from 25.1% – held since 2022 – to a controlling 50.1% stake. That meant when KTM and two of its subsidiaries fell into self-administration in November, MV Agusta was rapidly back on the market and a deal was done in February this year to return Pierer’s 50.1% stake in MV to Art of Mobility – a company owned by MV’s former owners, the Sardarov family. MV Agusta’s Schiranna factory on Lake Varese While the sale has still to be fully completed, MV Agusta has put out a statement to confirm its health as a brand and give a glimpse into the future with the first clues to new models that will be unveiled before the end of 2025. Among the challenges are the need to establish a new logistics network, as KTM and MV have been sharing the same importers, spare parts supplies and component sourcing. MV says it’s now working to finalise a deal with a ‘global logistics partner’ to manage its spare parts supplies, and hopes to have the new system up and running by the end of the year. In the meantime, it continues to share KTM’s network. MV is also in the process of establishing independent regional offices in key markets to act as importers, as well as striking deals with other importers in smaller countries, and says that its global dealer network remains in place and will expand. When it comes to new bikes, MV says that a new motorcycle that ‘will represent a breakthrough in its segment’ is due to be revealed later this year, just before November’s EICMA show in Milan. The company says the bike uses “only 1% carry-over parts from the previous generation” – indicating that it’s a machine that replaces something in the existing lineup rather than an additional model. Whether it’s part of the firm’s three or four-cylinder ranges remains unanswered at the moment. Also confirmed is a completely new engine, which will be shown in prototype form at EICMA this year, suggesting it’s heading for production no sooner than 2027. Described as ‘redefining hyper-performance in the motorcycle world’ the engine’s existence hints that MV is preparing a new superbike to finally replace the F4, which ended production back in 2018 in the face of Euro5 emissions rules. The 921 S concept unveiled at EICMA On top of all this, MV wants to make its bikes more accessible to a larger number of customers, not necessarily through cheaper prices but via a wider array of buying and finance options. Luca Martin, MV’s Executive Director, said: “What we’re accomplishing at MV Agusta nowadays is truly special. Considering the challenges we’ve faced since the early days of KTM’s financial difficulties, the progress made in such a short time speaks volumes about the strength and dedication of our people. Across every area—operations, design, production, and many more areas —we’ve seen a remarkable response. From Schiranna to every part of our worldwide network, the team has embraced this new chapter with determination, passion, and a deep sense of responsibility. I’m proud of how far we’ve come—together—and even more motivated by the road ahead. MV Agusta is not only reaffirming its independence; it’s laying the foundation for a new era built on excellence and authenticity.” The post MV Agusta ready for the future without KTM appeared first on Australian Motorcycle News. View full article