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Mother Nature threw everything she had at us, but even a biblical downpour couldn’t stop Yamaha’s all-new R9 from making a splash on track The resurgent middleweight sports bike category – traditionally known as the Supersport class – continues to excite as Yamaha re-enters the ring with its all-new Yamaha R9. The 890cc triple had a dream debut, taking a Race One win at Phillip Island’s opening round of WorldSSP. Competitively priced at just over $23,000 the R9 has well and truly thrown down the gauntlet to its rivals. The dashboard can be turned into a lap timer for addictive fun It would be easy to assume the R9 is a repackaged MT-09 because its R7 and R3 stablemates are essentially the same as their naked siblings when their sleek and sporty bodywork is removed. But the R9 is very different. It has a completely new Deltabox frame and chassis geometry, multi-adjustable KYB suspension and, while the potent and flexible CP3 engine used in the MT-09 remains, almost everything else is new. This includes a six-axis IMU and an extensive suite of lean-sensitive rider aids, including ABS, and high-end Brembo Stylema calipers. All this is wrapped in attractive bodywork which Yamaha says is their most aerodynamic to date. Engine is the same three-cylinder as the MT-09 but has had tweaks to fuelling and gearing to increase the top speed Yamaha’s track-only R6 and GYTR R1 models are still available in Australia so the new R9 doesn’t replace either. Despite its track focus, the R9 has been designed to work on the road as well and, according to Yamaha, has “pure sports performance and a strong R-model DNA, while also being highly accessible”. Supersport has sprung back to life, both on track and in the showroom, and we couldn’t wait to ride the sector’s newest entry. However, due to a storm that flooded the famous MotoGP Jerez racetrack in southern Spain and surrounding areas, Yamaha went above and beyond, and – literally overnight – moved the entire press launch 100km to Seville, the same track we’d ridden the new Ducati V2 on just a few weeks previously. It was a logistical nightmare but Yamaha pulled out all the stops so we could sample the new R9 on track at least, bearing in mind it is now eligible for ASBK’s Next Gen class. Built to perform There’s been a bucket load of interest in the new R9. After all, Yamaha has a tradition of producing red hot mid-capacity sports bikes. Think FZ600, FZR600 and, for the last 25 years or so, the at times dominant YZF-R6. Now the Japanese giant is hungry for more WorldSSP success and the road-bike sales that will follow. Centre stage is the flexible, fun and grunt-rich CP3 890cc triple, a direct lift from the hugely popular MT-09, now producing 87kW (117hp) at 10,000rpm and 93Nm of torque at 7000rpm. It’s a cracking engine suited to any number of riding environments and, for this track-focused iteration, Yamaha has altered the final gearing from the MT-09’s 16/45 to 16/43 to increase top speed and tweaked the YCCT fuelling. Although the engine is the same, the aluminium Deltabox frame is bespoke, and a staggering 10kg lighter than the MT’s, with tighter, faster steering geometry and increased rigidity. Quoted wet weight for the bike is 195kg, with an unofficial dry weight of 179kg. That is light. The KYB suspension is fully adjustable and high-end Brembo Stylema brake calipers pair with large-diameter 320mm discs (there’s a single 220mm disc on the rear), while a plethora of riding modes, power modes and lean-sensitive rider aids derived from the R1 are installed alongside a six-axis IMU. There’s new switchgear, a five-inch full colour dash with a race display option and connectivity, and the most aerodynamic bodywork Yamaha has ever produced with an attractive minimalist front end and integrated winglets. RAIN STOPS PLAY Yamaha’s plan for the press test was a one-day road ride followed by a day lapping the historic and magnificent Circuito de Jerez MotoGP track. However, on arrival a fierce storm flooded the track and surrounding roads, meaning we had to uproot and head to a new track just outside Seville. Having ridden Ducati’s new Panigale V2 S here the previous week added extra relevance to our test. The art of the racing motorcycle comes alive in the detail of the R9 So I was like a greyhound waiting for the rabbit and couldn’t wait to get out on track. Conditions were not perfect, with a few damp patches, meaning Yamaha opted for the standard Bridgestone Battlax Hypersport RS11 road rubber. It’s a bold move for a manufacturer to launch a bike on a racetrack with standard road tyres instead of dedicated race rubber but, wrapped in tyre warmers and up on stands waiting for the track to dry, the new R9 certainly looked the part. With the number plate and mirrors removed it carries the aura of a race bike, and it is hard to see where Yamaha has saved on cost to get the price down to $23k. Brake set-up was the only slight flaw our tester discovered but it could have been a result of road tyres being pushed to the limit on a damp track Seat height is lower than the R7 and Yamaha claims the riding position is not as radical as the R6, but it certainly feels very R6, with a familiar (14-litre) tank shape. I opted for the footpegs set in the high position and a race pattern gear shift. The new five-inch dash is neat, with multiple themes to choose from including a track mode. Switchgear we have seen before on other new-ish Yamaha models features the love-it-or-hate-it indicator switch, while cruise control comes standard. With my head locked into track mode, the fact that the R9 also has self-cancelling indicators and a USB-C outlet under the seat, seemed welcome but rather incongruous. After days of travel and waiting around, I just wanted to get out on track. Easily-adjustable rear suspension, perfect for trackdays There’s no Race ABS setting, and Yamaha took the decision to remove the ABS altogether for the purpose of this test. There are four power modes, three standard riding modes – Sport, Street and Rain – two customisable modes, and four track modes. With the track still damp in places, I opted for a track mode Yamaha had pre-set to suit the weather and Seville circuit. Given the lack of grip, the setting was similar to the standard Sport mode with some rider aid intervention on hand just in case. On the first few familiarisation laps there was no escaping the fact it does feel very much like a Yamaha R6, only more relaxed and with new switchgear and clocks. The riding position isn’t as radical as the 600 but it’s still quite aggressive with low (below the top yoke) and narrow ‘bars, and ‘pegs now on their highest settings. You’re close to the wide fuel tank and feel very much a part of the bike. Even at a steady pace, you can feel what the KYB suspension and Bridgestones are translating. Yamaha has skimmed weight off all available components and densely packed the controls to save space If the chassis is reminiscent of the R6, the engine is far less frantic and more usable. You can afford to be in the wrong gear, use the CP3’s always-available torque, and drive out of turns like an R6 or any inline 600cc could only dream of. The R9 is user-friendly and will be ideal for new riders taking to the track for the first time, or more experienced riders learning a new track. Easy power, easy handling, very light – it might appear a little intimidating with those racy wings and minimal lights, but those first few laps highlighted how effortless it is to just jump on and ride briskly. Once I’d figured out where the damp patches were lurking it was time to tuck in and push for a fast lap. Yamaha had fitted the optional GPS unit and with the VPB (Virtual Pit Board) display on the new dash, each lap turned into a mission to cut my PB lap time, which was clearly shown on the dash every time I crossed the start-finish line. Even when pushing for a fast lap, the third-generation QSS quickshifter works so smoothly you can backshift at high rpm without any issues. Front-end feel, critical to a lap time on a Supersport machine, is excellent, again very much like the R6, giving you the confidence to roll a little bit too quickly into fast corners and brake relatively deep into the apex. A few times I had to remind myself that I had no ABS and was on road-biased Bridgestones – but still I felt able to take liberties. The set-up of the R9 chassis, particularly the 43mm KYB fork, really is that good. Once into the corner, the flat-top tank, whose supportive shape has been sculpted into near perfection over the decades, makes it second nature to hang off the inside. As per the R6, some taller riders wanted the adjustable ‘pegs lower, but I was fine on the higher settings which also gave ample ground clearance. Mid-corner, you feel immersed in what the chassis is doing. You hit every apex thinking: “I could have gone faster! I should have carried more corner speed!” Stefano Manzi came first and second on debut at Phillip Island’s WorldSSP opening round but despite the aero and obvious racetrack intentions, the R9 is deceptively easy to ride I couldn’t pull elbow-dragging lean angles on the road rubber but it will be very exciting to see how the R9 performs on slicks. On the corner exit, it’s simply a matter of how brave you are and how much grip the tyres have left. On a 200hp YZF-R1 you must wait, then wait some more, before unleashing the power. On the R6 you must be immaculate and precise, hitting the exact rpm every time. On the R9 you can get on the power early and afford to be imperfect and lazy. It’s working with you all the time. keep it on the torque curve Towards the end of a 20-minute session, I could start to feel the road-biased rubber complain (but again, the feedback is excellent). I think, in hindsight, that I was riding it like a high-revving R6, hitting the rev limiter time and again and generally getting a bit carried away. The R9 has so much more torque and oomph but runs out of revs at around 10,500rpm, which – for a sportsbike – is relatively low. The standard gearing didn’t help on the Seville circuit, either, as there were several sections where I wanted to hold onto a gear longer but had no over-rev to play with. Just a few more thousand rpm would have cut the lap time. Back in the pits I opted to leave the power in the recommended 2 mode and not the more aggressive 1, but did remove the LIF (wheelie control) and turned down the rider aids a fraction. I wanted to push for a decent lap but was also aware we were on the standard R11 Bridgestones and not race Pirelli slicks like we had been the week previous on the Ducati V2. With lap times automatically displayed by the new VPB display, it’s almost impossible not to push. As the pace increased, the handling continued to impress, especially that forensically wonderful front-end feel. I quickly learned that carrying more corner speed and using a gear higher, which means not hitting the limiter as frequently, is the key. With all that torque to push you along, lap times are still impressive – and it is much easier to ride. The final section of the track is very tight, with lots of switchbacks that the R9 makes easy work of. At around 179kg dry it’s supremely flickable, the only hindrance being the narrow ‘bars. I’d prefer slightly wider ones with more leverage for less effort. That said, at the end of each track session, I didn’t feel fatigued. The R9 is undemanding to ride at pace – so relaxed to ride hard compared to an R6 – you feel you are lapping slower, but you aren’t. Admit it, a shot like this makes you want to go out and buy one One disappointment: the Brembo Stylema and 320mm discs, complete with stainless steel mesh brake lines, didn’t feel as sharp as I’d expected. A detectable sponginess might have been down to the front tyre grip and feel on the limit, so too a little instability when turning and braking – but overall the Bridgestone Battlax Hypersport R11s worked incredibly well on track, given their road focus. With track-specific rubber fitted, I suspect the R9 would carry even more corner speed and hit the limiter less. Tweak the suspension, trim the rider aids further, and things could get interesting. But poor weather cut our test short. Verdict The original test of the new Yamaha R9 at Jerez was a washout but Yamaha moved the entire launch to an untried venue overnight and took a gamble. Normally, a manufacturer would have a week to set up and test to make sure everything from suspension settings to tyre pressures is optimised for their new machine. But Yamaha rolled the dice and opted for a new track on road-going rubber designed to deliver a decent mileage, not a lap time. Thankfully, their gamble paid off as the R9 performed exceptionally well considering the conditions. In fact, running the bike standard showed just how good it is on showroom settings. In many ways, its sublime chassis and excellent front end make it feel like an R6. But the R9 is far easier and more forgiving to ride and possesses a more usable engine. Its delivery is less frantic and as such doesn’t seem to be as quick, but the lap times told a very different tale. The only slight disappointment was the brakes, which lacked the edge normally associated with Brembo Stylemas. The R9 is a grown-up R6. There’s still a light, taut and accurate chassis and confidence-inspiring front end, but also a more welcoming and inclusive engine supported by state-of-the-art electronics. More riders will be able to have fun on the new machine. It’s already winning in racing and looks great – and, while we can’t comment on rider comfort, tank range and the myriad other normal test criteria – it should be more suited to the road than the R6, too. Time and miles on an Australian test will tell. PROS – A grown-up R6 with a more welcoming and inclusive engine supported by state-of-the-art electronics. CONS – Brakes lacked the edge normally associated with Brembo Stylemas but we were on road tyres on a race track. red rag to a bull There is a big elephant in the room. A big red elephant from Ducati in the shape of the new Panigale V2. Due to poor weather, we eventually rode at the same Seville track Ducati used for the V2’s press test just a few weeks before. Ducati had the upper hand: they were able to set the new Panigale up perfectly, and the bikes were on pre-heated WorldSSP slicks in perfect conditions, whereas the Yamaha was on road rubber. I lapped 2.3 sec slower on the R9 but, taking into account the difference in tyres, temperature and weather conditions, the gap isn’t that great. Ducati didn’t deactivate the ABS and Yamaha did. On paper the Ducati is lighter, has a fraction more power and over-rev, and a higher specification, which is reflected in the price. The Ducati felt a fraction easier in the tight sections, but the Yamaha does have a great front end. It will be interesting when we get the bikes back-to-back – it’s going to be close. The Competition Honda CBR600RR – $29,200 89kW/63Nm 194kg (kerb weight) Ducati Panigale V2 – $26,800 88kW/93.3Nm 193kg (kerb weight) Kawasaki ZX-6R – $18,800 ride-away 91kW/69Nm 198kg (kerb weight) SPECIFICATIONS ENGINE Capacity 890cc Type Water-cooled, 4v per cylinder four-stroke, 3-cylinder Bore x stroke 78mmx62.1mm Compression ratio 11.5:1 Electronic fuel injection TCI Transmission Six-speed quickshift Clutch Wet multiplate PERFORMANCE Power 87kW (117hp) @ 10,000rpm (claimed) Torque 93Nm @ 7000 rpm (claimed) Top speed 260km/h (est) ELECTRONICS Rider aids: Riding modes (see below), 1-4 power modes, 1-9 traction control, slide control 1-3, lift control 1-3, quickshifter 1-2, EBM Engine Brake Management 1-2, BC Brake Control on/off, BSR Back Slip Regulator on/off, LCS Launch Control 1-2, Rear ABS, on/off. Rider Modes: Sport, Street, Rain. Plus 2 custom modes and 4 track modes Frame Diamond Rake 23.4° Trail 94mm Wheelbase 1420mm SUSPENSION Type KYB Front 43mm, USD, fully adjustable,120mm travel Rear Single shock, fully adjustable, 118mm travel WHEELS & BRAKES Wheels Lightweight 5-spoke forged aluminium Front 3.5 x 17in Rear 5.5 x 17in Tyres Bridgestone RS11 Front 120/70 X 17 Rear 180/55 x17 Brakes Cornering ABS Front 2 x 320mm discs, radially mounted Brembo Stylema calipers Rear 220mm disc, single-piston caliper DIMENSIONS Weight 195kg (wet, claimed) 179kg (dry, estimated) Seat height 830mm Width 705mm Height 1180mm Length 2070mm Ground clearance 140mm Fuel capacity 14L BUSINESS END Price $23,199 Colour options: Icon Blue. Tech Black CONTACT www.yamaha-motor.com.au The post WORLD FIRST TRACK TEST | Yamaha R9 appeared first on Australian Motorcycle News.

Triumph’s Speed Twin 1200 has hit the gym for 2025 with added muscle and tech. But now there’s an even more athletic RS in town The recipe is deceptively simple. Take the timeless, classic Bonneville design, add a thumping great parallel twin tuned to produce bulk low-down grunt, make it stop and handle, and set it free. It’s a combination of attributes that stays true to Triumph’s original 1937 Speed Twin, which combined new levels of comfort and capability in a mass-produced performance twin-cylinder that was no larger than a single-cylinder. In 2018 the Speed Twin was born again, aiming at enticing younger riders who dig the retro vibe but yearned for something ballsier than the 900, or perhaps more ‘mature’ riders who’ve done the sportsbike thing and want something classier. With over 20,000 units shifted off showroom floors, it’s clear Triumph tapped into a receptive market for the Bonneville-based blaster, but it wasn’t perfect. When AMCN tested the Speed Twin in 2019, we lauded the “punchy, yet under-stressed engine and liquid smooth power delivery; ease of riding few other 1200s match; solid, easy to understand chassis and all round ‘together’ feel”. The one fly in the ointment was the front fork, which lacked the supple refinement of the rest of the package. For 2025, all aspects of the Speed Twin 1200 have come under the microscope, from the engine and chassis to the electronics and styling. But where the brief for improving a sportsbike is straightforward – make it cleverer and fasterer – honing the Speed Twin is a delicate process. Case in point: the old analogue dual gauges on the dash exemplify the classic aesthetic Speed Twin owners yearn for, so how to update them without spoiling the broth? LOOK WHO’S TORQUING Perhaps in recognition of the fact that updating the iconic Twin in such a way as to please everyone is an impossible task, Triumph have gone and created a whole new version for buyers who want a little extra spice and don’t mind paying for it: the Speed Twin 1200 RS. The RS has Brembo brakes with Stylema front calipers, while the standard version has Triumph-branded four-piston radial calipers The RS will set you back an extra $4000 over the standard $22,990 version – probably the same amount your mate just dropped on a home espresso machine he still can’t operate – but in return you get a quickshifter, adjustable Marzocchi fork, Ohlins rear shocks, stickier Metzeler Racetech hoops, an extra ‘sport’ riding mode, napped suede seat and subtle styling tweaks like brushed aluminium guards and RS themed paint. But no free coffee. Our tester found the fully adjustable Öhlins rear shocks and sticky tyres made a big difference Both machines receive the same boost in power to 77kW (103.5hp), up 4kW from the previous gen, while the standard Twin still gets uprated chassis componentry in the form of new piggy-back reservoir Marzocchi shocks and a 43mm USD front fork. A new, round LCD display is also common to both versions. While that won’t please everyone, Triumph says a lot of the electronic updates work hand-in-hand with the digital instrumentation, so it wasn’t possible to keep the old cluster. The black-edged digital display still retains a classic look to my eye though, and you now get turn-by-turn navigation, bluetooth connectivity and a USB-C socket, as well as cornering optimised ABS and traction control – not a bad compromise to my way of thinking. Seat covering and height varies between the models The throbbing heart of the Speed Twin is the same 1200cc parallel twin but retuned to meet stricter Euro 5b emissions regulations while still gaining performance. Where the old engine grew breathless around 7000rpm, the 2025 donk has added a useful 3.6kW up top. Torque remains unchanged at 112Nm, although it too now kicks on harder at peak revs. Examination of the torque curve reveals a wondrously flat line that descends just subtly from a 4250rpm peak all the way to the redline. Even sparkplug leads have Triumph logos, showing the attention to detail Climbing onboard, the riding position and stitched-leather saddle are comfortable and welcoming. The ‘bars are 14mm wider than the outgoing model, and positioned higher and farther forward, canting the rider slightly forward without putting anywhere near as much weight on the wrists as the Thruxton RS. The seat height is unchanged at 805mm, and the footpegs sit in the same mid-mounted position as before, with plenty of room for my average-length pins. There is no denying that the big Speed Twin has a helluva lot of street cred that hasn’t been diluted by the 2025 upgrades The new Marzocchi fork is non-adjustable but it does feel to have addressed AMCN’s complaint about the old model’s front suspension, while still being on the firm side. That tautness helps the front end feel planted when you’re cracking the whip though, and the low seat height and wide ‘bars make it feel surprisingly small and chuckable. EXTRA FRISKINESS Victoria’s Yarra Ranges hosts some of the best riding roads known to man, with smooth, sinuous bends winding their way up into a towering mountain ash forest like a giant tarmac shoelace. The twin’s thick spread of torque allows you to romp through the endless twists just using third and fourth gear if you so desire, but where the old engine runs out of steam a bit in the upper rev range, accessing the top of the tacho is now rewarded with extra friskiness. This big bruiser wears its heart on its sleeve While 77kW doesn’t really sound all that impressive from a 1200cc engine, given there are 600s that push out around 100kW these days, I can honestly say this is the most potent-feeling sub-80kW engine I’ve ridden. Crack the throttle open at mid-range rpm and it’ll walk away from those mid-sized crotch rockets. Stabbing the go-grip in first and second gear will have the front tyre skipping off the ground and, thanks to its 270-degree firing order, that grunt is also dished up with a mellow growl that’ll have you going back for extra helpings like an all-you-can-eat newton metre buffet. Where some big-bore engines are all raw power and no finesse, this twin cylinder is as tough and smooth as a seasoned bouncer in a tailored suit – and just as ready to give you a hard shove down the road. The stock brushed stainless mufflers belt out a deep rebellious note that transforms into a mellifluous snarl as the revs build, but I’d still be throwing on some aftermarket pipes to unleash a few more decibels. A 43mm USD Marzocchi fork is common to both variants but only adjustable on the RS All in all, I was pretty impressed with the standard machine… but the RS version takes things to another level. Climbing onto it reveals a more agro demeanour, with an 810mm seat height and a slightly lower handlebar. The main difference, however, is that the footpegs are now situated a full 40mm farther back and 10mm higher, giving it an eager stance like a hound impatient to be let off the leash to chase twisties all day. New instrument display was necessary to accept the electronic updates for 2025 Heading back out of the mountains for the return leg of the journey, the RS’s improved ride quality was immediately apparent, particularly from the dual Ohlins RSUs. The initial stroke seems to have a bit more compliance and just felt better damped all round, to the extent it makes the standard Twin feel slightly terse by comparison. I didn’t notice as much difference in the front end, but I still took the opportunity to back off the front compression damping a touch, which is not possible with the standard, non-adjustable fork. The chassis improvement becomes more pronounced the harder you push, with more sophisticated feedback through the ‘bars and seat egging you on to nail each apex harder and harder. The stickier Metzeler Racetech tyres also deserve a mention here, contributing to the impression that you’re ‘touching’ the bitumen through the suspension and feeling like there’s Velcro strips on the edge of the tyre when you’re cranked over. Another benefit of those rearward positioned ‘pegs is that they provide room for an up-and-down quickshifter – the first time such a unit has appeared on one of Triumph’s retro-styled machines. Call me lazy, but I’d take a quickshifter on a unicycle if I could. There’s just something about banging through the gears like a MotoGP gun that makes you feel instantly 32 per cent cooler. While it isn’t the smoothest shift assist I’ve ever sampled, it suits the cafe racer vibe down to the ground. The RS’s bag of tricks doesn’t end there, with top-shelf Brembo Stylema calipers and an MCS radial master cylinder also thrown into the mix, which allows the brake lever to be adjusted through three levels of firmness. The anchors on the standard Speed Twin already felt sturdy enough to haul up a cruise liner, so I didn’t find there was a huge step in stopping power other than marginally better modulation when one- or two-finger trail braking into corners, but nonetheless they add to the RS’s aura just by looking as if they’ve been stolen off a top-spec superbike. Engine meets latest Euro regs but has more punch at the top end and a mountain of torque throughout the rev range Finally, while both bikes have IMU-guided traction control and ABS, the RS gets an extra ‘Sport’ riding mode, where the standard 1200 makes do with ‘Road’ and ‘Rain’ options. Once again, while I didn’t feel the response of the standard Speed Twin was lacking in isolation, the RS’s throttle feel in Sport mode feels appreciably keener, without making it snappy or jerky at all. If I owned the RS, I doubt I’d ever take it off ‘Sport’ mode, as the engine just feels that bit more ready to play, without any drawbacks. On the subject of riding modes, they can be adjusted on the fly via the switchblocks but won’t actually change until next time you close the throttle. The TC can also be disengaged, but you have to be stationary to navigate through the menu to turn it off and then confirm that choice, which can get tiresome. The Yarra Ranges was a magical setting for putting the new Speed Twin through its paces THE VERDICT If you’re thinking it sounds like I’m leaning towards the RS over the standard Speed Twin, you’d be correct. The added features make it sexier and more fun. Although it costs a fair bit more, if you tried to add all those features to the standard bike it would undoubtedly cost way more than 4k. I did find that with the ‘pegs that much farther back on the RS, I sometimes needed to dangle my legs outboard to give my hip flexors some relief on longer cruises. In a perfect world I might try to pinch some pennies by grabbing the standard 1200 and then adding the best bits of the RS – but, alas, Triumph say the footpeg arrangement on the standard Twin doesn’t allow enough space for the quickshifter linkage. Engine meets latest Euro regs but has more punch at the top end and a mountain of torque throughout the rev range There’s no simple way to add the ‘Sport’ mode to the standard version either, which seems a bit mean given the previous model came with all three modes. Both Speed Twins make do with a 14.5 litre fuel capacity, but you should still see 240-250km out of a tank unless you’re going berserk, which is reasonable for this style of roadster. At almost $27k, the RS is also starting to encroach upon the territory of some pretty heavy hitters, but I doubt there are many people cross-shopping the lovely Speed Twin against the latest brutalist supernakeds. The standard Twin is still a great buy with all its power, handling and tech upgrades, but do yourself a favour – don’t test-ride the RS unless you’ve already transferred the extra $4k into Triumph’s bank account. Otherwise, you’ll be hit with a terminal case of FOMOORS, and there’s no known cure. PROS – Bursts with good vibes and grunt, new tech doesn’t dilute classic styling, the RS additions are absolutely superb but… CONS – …make it pretty expensive. No Sport mode on the standard version, and can we have just a simple TC button please? BEST OF THE REST BMW R 12 nineT- $26,500 Power – 80 kW @ 7,000 rpm Torque – 115 Nm @ 6,500 rpm Wet Weight – 220 kg Ducati Scrambler 1100 Sport PRO – From $26,000 Power – 63 kW @ 7,500 rpm Torque – 88 Nm @ 4.750 rpm Wet Weight – 206 kg Kawasaki Z900RS SE – $21,400 Power – 82.0 kW @ 8,500 rpm Torque – 98.5 Nm @ 6,500 rpm Wet weight – 214 kg Triumph’s original gamechanger The first Triumph Speed Twin was produced between 1938-1940, playing a huge role in the company’s survival after World War II while helping shape the future of British motorcycles. Designed by Edward Turner, it was introduced at the 1937 National Motorcycle Show as a 500cc parallel twin OHV four-stroke, becoming the first successful British parallel twin. Its lightweight frame, combined with increased power and torque, set a new benchmark in motorcycle design. Triumph’s Coventry factory was destroyed in a German air raid, wiping out technical records and production facilities. After the war, Triumph’s recovery at Meriden was largely driven by the Speed Twin. The model saw key developments, including a telescopic fork (1946), the Turner-designed nacelle (1949), and a transition from magneto to battery/coil ignition (1953), causing controversy for traditional riders. In 1959, the 5TA Speed Twin introduced unit engine and gearbox construction along with the unpopular ‘bathtub’ fairing, which was phased out by 1966, the model’s final year. The unit 500 engine continued in the Tiger 100-Daytona series (named after a famous US victory), ending in 1973. SPECIFICATIONS ENGINE Capacity: 1200 cc Type: Liquid-cooled parallel twin, 8-valve, SOHC, 270-degree firing order Bore x stroke: 97.6mm x 80mm Compression ratio: 12.1:1 Cooling: Liquid Fuelling: Multipoint fuel injection with electronic throttle control Transmission: Six-speed, Triumph Shift Assist Clutch: Wet, multi-plate, slip-assist Final drive: X-ring chain PERFORMANCE Power: 77.2 kW (103.5hp) @ 7750rpm Torque: 112Nm @ 4250 rpm Top speed: 220km/h (claimed) Fuel consumption: 5.5 L/100 km (estimated) ELECTRONICS Type: Ride-by-wire Rider aids: Optimised Cornering ABS (OCABS), Traction Control, Selectable Rider Modes, LCD multi-function display with integrated colour TFT screen Modes: Road, Rain (RS model adds Sport mode) CHASSIS Frame material: Steel Frame type: Tubular steel with steel cradles Rake: 22.4° (RS: 22.6°) Trail: 91mm (RS: 92mm) Wheelbase: 1413mm (RS: 1414 mm) SUSPENSION Front: 43mm USD Marzocchi fork with 120mm travel Rear: Twin Marzocchi RSUs with external reservoirs, adjustable preload, 116mm travel (RS: Twin Öhlins RSUs, adjustable preload, compression and rebound, 123mm travel) WHEELS & BRAKES Wheels: Cast aluminium alloy Front: 17in x 3.5in Rear: 17in x 5.0in Tyres: Metzeler Sportec M9 RR (RS: Metzeler Racetec RR K3) Front: 120/70 R17 Rear: 160/60 R17 Brakes Front: Twin 320mm floating discs, Triumph-branded four-piston radial calipers, OCABS (RS: Brembo Stylema M4.30 radial calipers, OCABS) Rear: Single 220mm disc, Nissin twin-piston floating caliper, OCABS DIMENSIONS Weight: 216kg (wet, fully fuelled) Seat height: 805mm (RS: 810mm) Width: 792mm Height: 1140mm (RS: 1127mm) Fuel capacity: 14.5 litres SERVICING & WARRANTY Service interval: 16,000 km / 12 months Warranty: 2 years, unlimited kilometres BUSINESS END Price: $22,990 rideaway (RS: $26,990 rideaway) Colour options Standard – Aluminium Silver, Crystal White / Sapphire Black, Carnival Red / Sapphire Black RS – Sapphire Black, Baja Orange / Sapphire Black CONTACT www.triumphmotorcycles.com.au The post AUSSIE ROAD TEST | Triumph Speed Twin 1200 + RS appeared first on Australian Motorcycle News.

BMW Motorrad revealed an all-new boxer-powered roadster overnight, dubbed R 1300 R, which is set to launch in Australia in the third quarter of this year, priced from $22,200 rideaway. The BMW R 1300 R is motivated by the brand’s 1300cc boxer engine, which in this case is tuned to produce 107kW (145hp) and 149Nm. According to BMW, this is the most powerful production BMW boxer engine to date. 1 of 4 Also unique to this naked roadster is its steel and aluminium chassis which hosts upside-down forks and paralever rear suspension. BMW claims that this suspension is too a world-first, as the only production motorcycle with a telescopic fork with an adjustable spring rate. “Focused uncompromisingly on riding dynamics, it delivers a far sportier experience than its predecessor thanks to a completely redesigned engine and chassis while still retaining core BMW values such as touring capability and comfort,” said BMW Motorrad head of development Christof Lischka. The R 1300 R is fitted with an advanced rider aid suite, offering three rider modes as standard as well as the brand’s Engine Drag Torque Control system. The bike can also be optioned with Automated Shift Assistant (ASA), the automatic transmission system previously seen on the R 1300 GS Adventure. The bike will launch in four variants, with the base R 1300 R in Snapper Rocks Blue coming in at $22,200, joined by the higher-spec Exclusive ($28,490), Performance ($28,240) and range-topping Option 719 ($30,890). 1 of 5 The post 2025 BMW R 1300 R price and specs confirmed appeared first on INFO MOTO. View full article

Ducati has revealed its new Panigale V4 Lamborghini – a collector’s edition model inspired by the Italian carmaker’s Revuelto supercar – distinguished by a unique colour scheme, dedicated forged wheels and carbon-fibre extras. Just 630 units will be offered to the public, with another 63 units reserved for Lamborghini customers who will be able to configure the bike with the same colors as their car. The Ducati Panigale V4 Lamborghini builds on the standard Panigale V4 S, but gains forged aluminium wheels, a new tail piece and wings in carbon-fibre, and a new seat in the same style as the interior of the Lamborghini Revuelto. The bike is also equipped with an Akrapovic titanium silencer which ups power to the platform’s maximum 163kW, and drops weight to 185kg. This makes the V4 Lamborghini the lightest of the family. The specifications of the Panigale V4 Lamborghini are rounded off by the dry clutch and adjustable footrests, brake and clutch levers, and counterweights made from billet aluminum. Those wanting to use their motorcycle on the track will have a racing tank cap in billet aluminum, brake caliper conveyors, carbon fiber open clutch cover, and a license plate holder removal kit, all included with the bike. The bike is further enhanced by the plate on the engine bearing its name (Desmosedici Stradale); the triple clamp machined from billet aluminum; and the dedicated dashboard animation at key-on, including the name of the motorbike and the example number. The same number is also laser-etched onto the aluminum badge of the ignition key. Each Panigale V4 Lamborghini is supplied with a certificate of authenticity and dedicated motorbike cover delivered in a special personalized box matching the livery. Moreover, every Panigale V4 Lamborghini will be delivered in an exclusive customized wooden crate, complete with dedicated rear stand once again matching the bike’s livery. 1 of 6 The post Ducati Panigale V4 Lamborghini revealed appeared first on INFO MOTO. View full article

An all-new engine and monocoque frame signal big changes for the Ducati Multistrada V2 crossover Ducati Corse may be hogging the headlines with its near-total domination of MotoGP, but away from the limelight something no less exciting has been brewing in the Italian marque’s engine department in Borgo Panigale – namely, an all-new 890cc V-twin, which we see here for the first time in the radically overhauled 2025 Multistrada V2. A grim winter’s morning turned into the perfect afternoon, making you realise that riding conditions in Spain aren’t that different to Oz At a claimed 54.9kg, Ducati say it is their lightest V2 yet. Peak power is up, while service intervals – 15,000km or 24 months for minor services and 30,000km for a valve inspection – remain the same. Ducati purists might baulk, but the Italians have gone against tradition by ditching the desmodromic valve timing used in the outgoing Testastretta V2 in favour of conventional chain-driven cams and spring-loaded return valves. New TFT screen has a crisp and simple display It’s not often that a ‘new’ bike can genuinely be described as completely new, but there is very little of the 2025 Multistrada that can be found on previous models. The chassis now features a compact aluminium monocoque frame, which uses the V2 as a stressed member and is much lighter than before, and an attractive trellis subframe that nods to Ducati’s historic attachment to triangulated steel tubing. Suspension on the S option is by electronically controlled Skyhook units complete with a new minimum pre-load seat-lowering function, while the cheaper non-S uses a manually adjustable Marzocchi fork and rear shock. Sharp lines accentuate the slim styling of the new Multistrada V2 The wheels remain at 19-inch diameter (front) and 17-inch (rear) but are lighter. The bodywork is more compact, more integrated and designed to flow air to the rider more effectively. There’s also a new TFT display, new switchgear, a new and adjustable seat between 830mm and 850mm… Only the quality Brembo brakes survive from the existing Multi. At 202kg, the new S version is a staggering 18kg lighter than before. What was the old bike made of – granite? As you’d expect from Ducati, the 2025 model arrives with a plethora of refined electronic goodies. There are five riding modes – Sport, Touring, Urban, Enduro and an all-new Wet. Each mode adopts four power modes (high, medium, low and a new off-road power mode), along with a specific level of rider aid intervention and suspension settings (dynamic, comfort, low grip and off-road). You can also set the rider aids to your desired level. Ducati Traction Control and Wheelie Control have eight levels, while Engine Brake Control and the cornering (lean-sensitive) ABS have three levels. There are no heated grips or centrestand, but cruise control and a quickshifter do come as standard. We headed to a windy, cold and sometimes wet Valencia in Spain to see if the new Multi V2 can live up to the hype. There are several seat-height options and an overall lowering feature when coming to a stop The ride This is a hugely important new model, not only for the Multistrada brand but also for Ducati. Its new 890cc V2 platform, which replaces the Testastretta V2, will also be housed in a Streetfighter V2 and Panigale V2 – so very much needs to make a strong first impression with the Multi. At 54.9kg, the new engine is 5.8kg lighter than the Testastretta. Peak power is up now to 85kW (115hp) at 10,750rpm, but peak torque is a fraction down at 92Nm at 8250rpm. Ducati claims 75 per cent of the V2’s torque is in play from as little as 3500rpm and remains until 11,000rpm. As impressive as those figures are, the smaller 890cc V2 has to rev harder than the larger 937cc Testastretta to make its numbers. Peak power arrives 1,50rpm later than the Testastretta’s 9000rpm, while peak torque arrives 1500rpm later than the older engine’s 6750rpm. That engine weighs just 54.9kg, an amazing achievement So we have a lighter, slightly more revvy engine that produces more power and just a fraction less torque, plus a lighter chassis – and first impressions at low speeds are extremely positive. The fuelling is absolutely on point, while a heavier flywheel and lower first gear make it almost impossible to stall; as you release the clutch the revs raise slightly. At town speeds, the V2 is also super smooth and totally unrelatable to the lumpy Ducati V-twins of yore. The Testastretta V2 is itself an excellent engine in town but, with its immaculate throttle response, the silky 890cc unit is a step ahead, particularly in Wet and Urban modes. The Multistrada V2 S in its natural environment. Our tester reckons it sets new standards in the middleweight adventure segment From just 2000rpm it pulls cleanly and feels crisp, but for some of the test I deliberately rode in a tall gear to get a feel for the low-down power and torque, and there is no doubt the new V2 has lost some urge between 2000rpm and 4000rpm. It certainly can’t match the basement grunt of larger bikes like Honda’s similarly priced Africa Twin, and it will be interesting to see how it goes in a side-by-side acceleration test against the current Multistrada V2. From around 3500rpm, though, the new bike slips into its sweet spot. From here on it pulls with free-revving urgency to its 10,750rpm peak – and beyond, if you want to be brutal. Once we had left Valencia behind and headed into the mountains, it was easy to make full use of the new V2’s flexibility, experimenting with its easily accessed multiple riding modes while exploiting the drive of the midrange and working the effortless and smooth quickshifter. You need to take some time to sort out the electronic controls because they are slightly different to the previous model The V2 revs fluently and will easily loft the front with a whiff of clutch once the DWC is removed. Alternatively, you can ride that smooth and wide midrange and still have a thoroughly spirited ride, galloping past cars and enjoying the bike’s natural flow. But the fun is not just down to the new engine, because that new, much lighter chassis and redrawn geometry deliver an excellent ride. The handling, stability and tracking on those 19-inch/17-inch wheels are still unmistakably Multistrada, but there’s a freshness to the way it steers. It’s neutral, light and incredibly easy to hussle through the hills. Bet the standard exhaust will quickly be replaced by the factory-approved Termignoni option BETTER WETTER In the morning it was very cold and wet, and I wished Ducati had fitted the optional heated grips. Despite the grim conditions, the Pirelli Scorpion Trail II rubber worked well. I initially opted for Wet mode, which drops the power to 71kW (95hp) and sets the Skyhook suspension to ‘low grip’ while turning up the lean-sensitive rider aids. When you don’t know the road or conditions, this is perfect, especially for inexperienced riders. But even in the wet, I actually preferred the more engaging Touring mode, with its ‘medium’ power setting (that still delivers a 86kW/115hp peak). For me, Wet mode is more suitable for near-freezing conditions or slimy cobbles – an option to keep you safe in the worst of riding environments. Luggage options include heavyduty plastic or enduro-style aluminum panniers Before lunch, I spent the majority of time in Touring. Don’t be misled: despite the Skyhook suspension being set to comfort, this does not mean the new Multi can’t be ridden hard. The Marzocchi units react to road imperfections in a way that seems to iron flat the road surface yet remain taut enough to encourage sporty riding. Truly, the days of wallowing sports tourers are long gone. You can feel the suspension working, you can feel the grip from the Pirelli rubber, which feeds you the confidence to tackle an unfamiliar section of road at pace. The lightness and flickability of the new Multi really shines and, despite Ducati opting to retain a 19-inch front wheel for easier off-road riding, the 2025 Multistrada V2 works even better on asphalt than the highly acclaimed current model. Compact cockpit sits behind an effective windscreen At lunch I made a few more tweaks. I put the S into Sport mode with the dynamic suspension setting and opted to switch off the DWC and DTC for a purer experience. Sure, most owners won’t be interested in riding aggressively, but it was revealing to discover just how hard this bike can be pushed. A middleweight adventure bike should not be overly easy to ride at pace –the rider should expect to do some work – but the V2 is. That neutral steering and new-found lightness make it a delight to turn. Changes of direction are executed with absolute efficiency. In the late afternoon amid perfect riding conditions, it powered down a deserted stretch of tortuous road without a hint of drama. I don’t think any adventure bike in this class could match the ease of use and handling of the new Multi V2. Even when ridden hard it takes very little from its pilot. Brake settings appear to have been softened to suit the Multistrada’s all-rounder role The brakes remain unchanged, with the familiar Brembo monobloc four piston calipers and 320mm discs retained up front and a 265mm disc on the rear. There are 18kg fewer to haul up, though, and better suspension support than before, too, so I was expecting the stoppers to be slightly sharper than they were on test. Usually, combining Ducati and Brembo results in eye-watering, race-bike levels of braking, but here are softer, feel more progressive and have more travel at the lever. This might be down to new pads and discs, or maybe Ducati have deliberately softened the set-up as the Multi is designed for touring, not track days. Either way, I was having so much fun on the 2025 Multistrada V2 that I almost forgot to think about everyday riding issues such as comfort. On that I can say that I reached the end of a long day in the (height-adjustable) saddle without noticing any aches or numbness, but also that we need to add more miles on less entertaining roads to get the full picture. The new, sleeker, more compact and more integrated bodywork has neat little wind deflectors on the side that look like aero wings but are in fact designed to upwash fresh air to the rider in hot conditions – a thoroughly welcome detail for summer riding but perhaps not so advantageous in winter. The new Multistrada is all about combining style, performance and electronics to make the riding experience seamless in all road and weather conditions Given the price of the V2 S, the screen should arguably be electronically adjustable but, fully upright, wind protection appeared to be good on the short stint of riding we managed with the standard cruise control activated. Setting the cruise is simple enough – there’s no radar here – but I wouldn’t say the new switchgear is completely intuitive. Maybe I was thrown slightly by being so familiar with the switches and buttons on the current V4 S, which are similar but not quite the same… The three different display options on the five-inch TFT dash are Road, Road Pro and Rally. I really like the first two, which are crisp with a clear hierarchy of information, but found Rally a little complicated. While I’m having a gripe, the minimum preload function, which drops the seat height for shorter riders as you come to a halt, is a nice touch, but the button is on the right-hand cluster and the same side as the front brake. As a (170cm) short rider, I often wanted to reduce the seat height when coming to a stop but found it awkward to press the button and brake at the same time. Front bodywork sweeps back into deflectors that push cool air towards the rider That said, I didn’t have a problem getting two feet securely on the ground, even with the adjustable seat on its higher setting of 850mm. Should you wish, it takes just 30 seconds to remove the seat, make one small alteration and drop it to 830mm. There are optional lower (810mm) and higher (870mm) seats available, along with a long, long list of factory standard accessories. Highlights include a USB socket next to the dash, Ducati Brake Light EVO, and a ‘coming home’ function that keeps the low beam active for a short time after the ignition is switched off. There is even a 4Ever Ducati roadside assistance package, a four-year warranty and four-year road assistance with over 800 official dealers in 90 countries. Verdict Despite Ducati providing a full day of testing, we still have a few unanswered questions. What will the new Multistrada V2 be like on the trail, over longer distances, on the freeway? But initial impressions are positive, and cruise control comes as standard. We can categorically say that the handling is impressive, especially for a middleweight adventure bike with off-road capabilities. In terms of lightness, flickability and its sheer ease to ride at pace, the Multi’s chassis and suspension are class leading. The new V2 engine is equally dynamic, has a strong mid-range plus more top-end power than found in similar capacity competition. Combine that class-leading handling with class-leading performance and you have a winning Ducati formula. The more you look the more you realise this is a complete redesign of one of Ducati’s most enduring models of its modern era However, Multistradas are not just about who can reach the destination the fastest or with the biggest smile. The new V2 has top-of-the-line riding modes and rider aids that are relatively easy to understand and use, and we can’t ignore the quality finish, looks and desirability. While other manufacturers look to produce their machines outside their home territories to save on cost, Ducati maintain high levels of production at home in Italy. The new Multi has lost a little drive below 4000rpm, although only a back- to-back test will tell us for sure how much this matters, and there are a couple of niggles in the shape of hard-to-use minimum preload function and absence of heated grips, which should come as standard. Price can’t be ignored, either. $26,100 for the standard model and $29,200 for the tested S model not only place the Ducati above the middleweight competition – KTM 890 Adventure: $24,795, Triumph Tiger GT Pro, $24,790 – but also edges it towards larger capacity bikes like Honda’s CRF1100L Africa Twin ES at $26,498. Even BMW’s all-new, base R 1300 GS is comparable on price at $29,900. Both the Honda and BMW are much heavier and, for some riders, will be more intimidating, while the similar KTM and Triumph don’t come with electronic suspension like the V2 S. Ducati Red or Storm Green are the two S variant options The completely new Multistrada V2 is a big step over the previous model, which remains excellent if slightly dated: lighter, sharper handling, more intrinsic pace, way more fun and retaining its practicality and comfort. But it will cost you. PROS – A complete redesign with new engine sets new standards for this middleweight market segment. CONS – Priced high. Suspension-dropping control is too close to the brake lever when stopping. Heat grips not standard. Competition KTM 890 Adventure – $24,795 Triumph Tiger GT PRO – $24,790 Honda’s CRF1100L Africa Twin ES – $26,498 SPECIFICATIONS ENGINE Capacity 890cc Type Water-cooled, 4 valves per cylinder four-stroke, 90-degree V2 Bore stroke 96mm x 61.5mm Compression ratio 13.1:1 Fuel system Electronic fuel injection with ride-by-wire, 52mm throttle bodies Transmission Six-speed Quick Shift up/down Gen 2 Clutch Hydraulically-operated slipper and self-servo wet multiplate. Final Chain drive PERFORMANCE Power 85kw (115hp) @ 10,750rpm (claimed) Torque 92.1Nm @ 8250 rpm (claimed) Top speed 250km/h (est) Fuel consumption 5.9L/100km (tested) ELECTRONICS Type Bosch Rider aids: Riding modes (see below), Power Modes, Bosch Cornering ABS. Ducati Traction Control (DTC), Ducati Wheelie Control (DWC), Engine Brake Control (EBC) Riding Modes: Sport, Touring, Urban, Enduro, Wet Frame Monocoque aluminium Rake 24.3° Trail 105.5mm Wheelbase 1572.5mm SUSPENSION Type Marzocchi Front 45mm, fully adjustable USD, electronic Skyhook suspension 170mm travel Rear Single shock, electronic Skyhook suspension 170mm travel WHEELS & BRAKES Wheels Light alloy cast Front 3in x 19in Rear 4.5in x 17in Tyres Pirelli Scorpion Trail II Front 120/70 ZR 19 Rear 170/60 ZR 17 Brakes Bosch cornering ABS Front: 320mm discs, radially mounted Brembo monobloc 4-piston calipers Rear 265mm disc, Brembo two-piston caliper DIMENSIONS Weight 202kg (wet no fuel) Seat height 830-850mm (adjustable) Fuel capacity 19L SERVICING & WARRANTY Servicing First: 15,000km, 12 months Valve check 30,000km Warranty 24 months unlimited mileage. BUSINESS END Price $29,200 for the V2 S; $26,100 for the base V2. Colour options Ducati Red or Storm Green (V2 S) CONTACT www.ducati.com/au The post WORLD LAUNCH | Ducati Multistrada V2 S appeared first on Australian Motorcycle News.

Yamaha’s 2025 WR250F isn’t just a dirt bike. Turns out it’s a quarter-litre adrenalin machine that begs to be pushed to its limits – and rewards every twist of the throttle Since 2001, Yamaha’s WR250F has been hammered around the Aussie bush and enduro tracks. When AMCN asked if I would like to attend the media launch for the latest version in the form of the 2025 model, as a keen enduro rider and ex racer of course I was going to jump at the opportunity. Many of you offroad riders will remember the name Lyndon Heffernan, and it was at his property to the west of Batemans Bay on the NSW South Coast where the day would unfold. Lyndon runs the Yamaha offroad training facility on his 145ha slice of dirt riding heaven – so a huge thankyou first of all to Lyndon and his sons for letting me ride on their stunning property. I say letting “me” ride – but without too much name dropping, Ben Grabham, AJ Roberts, Jason Cater and 2024 Enduro 1 class champion Kyron Bacon were there on the day as well. As if that wasn’t good enough, I obviously had a brand new WR250F at my disposal. So, if ripping through the bush on a quarter litre four stroke appeals, read on! SPOILT FOR TORQUE Let’s get something straight; 250 four strokes certainly aren’t slow. In fact, the fastest rider outright at the 2024 ISDE was riding one. That means he beat riders on all capacities of two and four stroke machines. And Kyron Bacon, on a WR250F, wasn’t far behind him, finishing the six days of racing in 20th outright (super impressive, and well done, young man). If the last 250 four stroke you rode may have been something like an XR, TT or DR, you’ll be in for a shock when you wind on the throttle on a modern 250 thumper. For reference, I ride a Husqvarna 501. Do I need all that power? Probably not, most of the time, but having ridden big-bore four strokes since 2003, I’m spoilt for torque and sheer grunt. With 24 years of evolution and sharing an almost identical engine to its motocross cousin the YZ250F, the WR absolutely screams. Yamaha rarely go year-to-year without updates to the engine, suspension, chassis etc – and it shows. The electric start fires up the fuel-injected DOHC single with ease every time, although semi reluctantly when in gear. The cable clutch is as smooth in its function as any hydraulic system and the pull is every bit as light. Chewing the fat with Yamaha hotshot Kyron Bacon Once mobile, the six-speed gearbox is a joy to use – which is a good thing, because on a 250 you do a lot of gear changes. The gearing is spot-on for everything from tight single track to wide open firetrails, and it’s worth mentioning that Grabbo managed to hit 152km/h before he ran out of room – while later stating he could’ve gone quicker. Now that’s impressive. What caught me out for the first hour or so was being in too tall a gear; this was my problem, not the bike, as I’m used to riding a 500. But 250s love to rev, and once I got my head around the characteristics of it I was having a ball. You almost have to remove any mechanical sympathy from your mind and let them rev, and when I thought I was revving it hard it probably still had a few thousand revs up its sleeve! Give this thing a handful and you will be blown away by just how hard a 250F can go; it’s amazing. Handguards are a good idea for single-track bush adventures Initially I found it a little easy to stall and thought it could benefit from a bit more flywheel mass, but as I got used to it those feelings faded. In typical Japanese fashion, the engine produces almost no vibration, remaining silky smooth all the way to the somewhat stratospheric rev limiter. When I spoke to Yamaha Marketing Manager Sean Goldhawk on our lunchbreak, he said to ride it as if you are trying to blow it up. Hard to believe they can fit a road-legal light and rego plate to this but they can! I didn’t quite push it that hard. But Kyron Bacon certainly does. When chatting to him I asked if he did the full six days of racing at the ISDE on the same piston and he said that he did. Interesting also was the fact that Kyron’s racebike is essentially stock with the exception of suspension mods tailored to him and an Akrapovic exhaust. The power can be tailored almost infinitely via the Yamaha power tuner app, which is a very cool feature included with the bike. Two pre-programmed engine maps can be toggled on the fly by a handlebar button and were noticeable in their differences, with an aggressive and slightly softer power delivery available that’s ideal for slippery conditions. It comes standard with a plastic sump guard The day we rode the bikes it was well into the low 30s but the Yammy kept its cool thanks to the factory-fitted thermo fan. Mere mortals like myself would get years of reliable riding out of this engine just with routine maintenance. Air filter access is easy and well away from the dust-churning rear wheel. These bikes have always had a very solid reputation for long-term reliability, which is a testament to how well made they are. KYB suspension gives 300mm of travel at the front and 306mm at the rear. Brakes are from Nissin PERFECT FOR ALL PACES When it comes to handling, the WR – for a stock standard bike – was as good as it gets. Our day’s ride consisted of a grass track, enduro loop and small but fun motocross track during the morning, then after lunch we went for a trail ride. In short, we experienced every type of terrain in a short period that most Aussie trail riders would generally cover in a lifetime. You can tune the WR through Yamaha’s dedicated app Lyndon’s property was layered over with some of the nicest dark loamy soil imaginable, while the trail ride featured some skatey hard pack with an abundance of erosion control mounds and pristine creek crossings. The KYB fork and shock were a standout. When you can jump on a brand new stock standard bike and feel comfortable within minutes it’s usually a sign of good things to come. The WR felt equally as good riding fast as it did going slow. It settles beautifully into corners whether tight or open, and the way it will hold a line through a rut is impressive. It turns on a dime – but thanks to that trademark Yamaha stability, it remains rock solid as the speed rises. I’ve raced and finished the Finke Desert Race five times. If I was to do it on a WR250F I wouldn’t bother fitting a steering damper, it’s that good. Both front and rear resist bottoming out over the bigger jumps – and I weigh around 90kg. The fork firms up through the stroke nicely but remains supple and compliant over small tree roots and rocks, while the rear shock does everything well and keeps the little WR planted and driving hard. A lighter rear wheel hub is matched to a bigger diameter and more robust axle with the spoke pattern changed from a two-cross to a three-cross layout As I mentioned, our trail ride featured dozens of creek crossings; crystal clear water revealed silky smooth river stones that were very slippery but not once did the bike step out of line or do anything unexpected. You can spend thousands of dollars on enduro bike suspension – the WR engineers have nailed it. I didn’t even adjust the compression, rebound or sag. If it was my bike and I had more time to play with it, I could get it even better but it was very good as it was. Needless to say, both the rear shock and fork are fully adjustable. If you think this is too quiet, Yamaha have an Akrapovic option PERSONAL TOUCHES Ergonomically the WR was very good for me. The footpegs are nice and wide with plenty of grip and the seat is a lot more forgiving than my Husky. Standing or sitting feels neutral and encourages aggressive riding but if you want to just sit down and cruise along, then that feels good too. There’s something about it though that just feels right and that’s great for confidence and pushing hard. I’m 180cm tall. When standing, I wasn’t too hunched over and wouldn’t need bar risers. The WR is very narrow, and fully fuelled weighs just 113kg – which is only a couple of kilos heavier than its euro competition. The little revhound lapped up the water crossings Years ago the Yamaha WR range was a little on the heavy side but that is clearly no longer the case. The aluminium frame is a work of art when you take the time to look at it closely, and a standard plastic bash plate is a nice touch. It looks reasonably sturdy but no doubt many aftermarket options will be fitted to owners’ bikes. Although if you’re not belting into big logs and rocks, save your money and leave it. The dash display is easy to read and has trip meters, speed, average speed and odometer but also tells you how much fuel you’ve used. When you fill up the 7.4-litre tank you can reset it to monitor fuel usage in 10ml increments. Dash can be configured for various displays of information About the only thing I didn’t like on the WR was the handgrips. That realistically is only a $30 problem and usually something I change anyway. Dunlop street-legal knobbies were fitted to the test bikes and while they performed well, I’d be changing them to my favourite non-road-legal Michelin Star Cross 6 as I never ride an enduro bike on the road for more then a couple of klicks at a time. Non-wraparound handguards are fitted as standard but I’d be fitting full wrap-around-style ones if the bike was mine. Once again, this is just personal choice. A cross-section of rider ages gelled on the little WR, proving what a versatile enduro it is Braking on the WR is taken care of by Nissin. The system is every bit as good as any Brembo package I’ve ever used. One finger is all it takes on the front to bring the Yamaha to a stop, and the feel and strength is perfect. The rear is equally as good, offering all the power and modulation you will ever need. THE VERDICT Riders such as Josh Green and AJ Roberts have been heavily involved in the development of the WR range over the years – and it shows. When a company listens to riders of that calibre and can produce a bike for the masses that works for such a range of users, then high praise is deserved. The WR250F is a racer you can trail ride but you have to learn to rev it until it sings I had a ball on the WR; I knew it was going to be good… but I honestly didn’t think it was going be this good. It’s not for everyone. But what bike is? It’s a bike that a brand new rider could jump on and progress. But it’s also a bike that a pro can do amazing things on. It does reward someone who rides fast and pushes hard but has a soft mellow side to it as well. It’s super light, handles beautifully and performs beyond belief. As a rider of a 501, I kept asking myself: would I buy a 250? The answer is yes. It was so much fun, I was smiling the whole time under my helmet. Is it less fatiguing than a big bore? Yes and no. For me, I found it a lot harder to keep a consistent pace on the 250F. You have to be really on the ball to get the most out of it if you want to go quick. But for enduro riding and single track, it’s brilliant for a rider of all levels. It’s well proven what they can do in the hands of a pro. In summary, the WR250F does everything well. It used to be, in a way, considered by many to be a trail bike that you could race. Having ridden this 2025 model, I can assure you that it is very much a race bike you can trail ride. PROS – Hard to believe they can fit a road-legal light and rego plate to this but they can! CONS – Can stall easily in low revs, needs constant gear changes for optimal performance, and having to stay vigilant with throttle control may make it less appealing for casual riders ONROAD READY Yamaha notes that Australian WRF models are all supplied in full ADR spec to allow full road rego, including indicators, mirrors and horn. An off-road kit designed for closed-course competition comes free, including brushguards, front fender and lightweight rear light and tail section. SPECIFICATIONS ENGINE Engine Type 250cc liquid-cooled DOHC 4-stroke; 4 titanium valves Bore x Stroke 77.0mm × 53.6mm Compression Ratio 13.8:1 Fueling Mikuni fuel injection, 44mm body Transmission 6-speed; multiplate wet clutch Final Drive Chain CHASSIS Suspension/Front KYB fork with speed sensitive damping; fully adjustable, 300mm travel Suspension/Rear KYB single shock; fully adjustable, 306mm travel Brakes/Front Hydraulic disc, 270mm Brakes/Rear Hydraulic disc, 240mm Tires/Front 80/100-21 Dunlop Geomax MX33F Tires/Rear 110/100-18 Dunlop Geomax MX33 DIMENSIONS LxWxH 2170mm x 825mm x 1265mm Seat Height 955mm Wheelbase 1470mm Rake (Caster Angle) 27° Max. Ground Clearance 330mm Fuel Capacity 7.4L Wet Weight 113kg BUSINESS END Warranty 30 Day (Limited Factory Warranty) Price $16,799 ride away CONTACT www.yamaha-motor.com.au The post DIRT TEST | 2025 Yamaha WR250F appeared first on Australian Motorcycle News.

EV range anxiety remains a major roadblock to widespread uptake. Now a smart new aero design could help riders go farther on a charge Aerodynamics is a hot topic these days. Especially in MotoGP, where winglets, airducts and other such devices improve lap times and prolong grip via increased tyre life. But this enhanced aerodynamic efficiency has yet to be translated to customer road bikes, other than a small selection of expensive, low-volume, ultra-high-performance racers-with-lights that are targeted at Superbike race grids. That’s likely to change in future generations of electric two-wheelers, thanks to the intelligent application of aerodynamic technology developed by a company in the hinterland of the F1 racecar industry in the UK. Nothing to see here… at least from side on. Zero’s SR/S was able to be modified for the radical aero system without starting the design and styling from scratch There are three essential factors governing the science of forward motion: torque, weight and aerodynamic drag. Torque (not power, which is of secondary importance in getting the show on the road via acceleration and keeping it there) is the means by which the mechanical source, be it a pair of human legs, an engine or a full electric motor, transmits the necessary force to the wheels to deliver that motion. Weight relates to the object that has to be driven forward, and the heavier it is, the harder it is to achieve, especially starting from a dead stop. And aerodynamic drag is the force that combats forward motion via air resistance. Such drag increases with speed – the faster you go, the greater the drag – and is caused by friction between the air and the vehicle’s surface, and by differential air pressures around the vehicle. Combating this drag dissipates energy from fuel, making vehicles less efficient and increasing fuel consumption. But if the vehicle partly consists of fresh air, of nothingness, with a gap where there’s usually a mass of metal or plastic or whatever, then of course that section has zero drag, meaning none of the above demerits apply. You can literally see through the bike front to rear FAST TRACK TO EFFICIENCY Robert White, 44, is an ex-F1 development and race technician, having worked in the McLaren team’s R&D squad at the outset of the current Hybrid V6 era, when he first became involved with electric powertrains. He acted as Jenson Button’s engine technician in the former world champion’s final season in Grand Prix racing and, like so many others working in F1 and satellite motorsport companies, is a hardened biker. He’s also very much a man who thinks outside the envelope of convention. As such, White has come up with a unique way to produce a more energy-efficient Powered Two-Wheeler (PTW) than almost anything else on the planet. For four years ago he unveiled the remarkable electric motorcycle on which he’s seeking to break the 456km/h (283mph) outright land speed record for the fastest E-PTW under 300kg, set by former WorldSBK champion Max Biaggi in 2021 on a French Voxan streamliner. Alan Cathcart gets last-minute instructions from Robert White before taking the prototype for a spin on salt-encrusted roads The White Motorcycle Concepts/WMC E-LSR bike, codenamed Project WMC250EV, has a unique aerodynamic structure aimed at dramatically reducing drag via a large central duct running along the entire wheelbase, which allows air to flow straight through the centre of the motorcycle to deliver outstanding aerodynamic efficiency, while retaining a relatively conventional riding position. It’s like pushing on an already open door – there is zero impediment to the airflow, therefore nil aerodynamic drag. When you see it for the first time it’s hard to avoid laughing out loud, as I will admit I did back in 2021 – not in scorn for the design but, because it’s so obvious, you can’t imagine why no-one thought of this before. But nobody did, so full credit to Rob for inventing the obvious! Let’s hear him tell us how, and why. From the rider’s perspective, very little separates the prototype from the standard Zero SR/S “Aerodynamic drag is your chief adversary in designing any vehicle whose aim is to go faster than anything else in a straight line, together with high speed aerodynamic stability,” says White. “So the WMC250EV is the most radical application of a new aerodynamic concept invented by White Motorcycle Concepts. It removes the centre of pressure from the front of the bike to counter front-end lift via our patented design of a venturi which runs front-to-back between the rider’s legs. This also significantly reduces the drag, which in turn enhances acceleration and reduces fuel consumption. But we’re only able to package such a design thanks to the new opportunities created by jettisoning an ICE powertrain in favour of smaller, more compact electric motors, which are fuelled by cylindrical cells that can be more evenly and more ideally distributed around the bike. The landspeed prototype takes the airflow theory to the limit “Having worked in Formula 1 and spent many, many hours staring at an F1 car, I know that it’s all about packaging. And generally the engineers’ targets are to package as tightly as can be, to give the aerodynamicist as compact a vehicle as possible, so they can exploit the volumes available for aerodynamic gain – which is exactly what we’re trying to do here.” White’s application of this technology to the Project WMC250EV package helped achieve a claimed 70 per cent reduction in drag compared to the baseline of the self-tuned Suzuki Hayabusa with which White had become a very successful drag racer and sprinter pre-2020. This diagram clearly shows how the Zero’s existing layout can accommodate the radical new tech POWER PARTNERS In order to generate revenue to underwrite the costs of the E-LSR project, White Motorcycle Concepts is seeking commercial applications for its patented airduct technology. “The WMC250EV has a fantastic drag co-efficient of 0.118, so it’s arguably the lowest drag motorbike in the world with a standard seat height,” says White. “That was very satisfying, but then we needed to bookend it to see what is the lowest speed range at which a motorcycle would benefit from such technology. Generally speaking, drag increases with speed, so on a motorcycle travelling at 40mph, a massive 50 per cent of the energy coming out of the powertrain is already being spent to overcome aerodynamic drag. By the time you get to 70mph, it’s around 90 per cent of that energy – there are very few frictional losses within the powertrain, such as between tyres and road surface, or wheel bearings, or chain or belt final drive etc. Our technology is powertrain agnostic, so as long as you can free up the space within the motorbike to mount the ducts, then the concept is relevant to any bike, be it hydrogen, electric, or combustion, or whatever.” Brian Wismann was an early convert to the new system However, adapting this technology to road-legal two-wheelers might be a struggle when the bike in question uses an ICE powerplant – but EVs are another matter and in the world’s leading electric motorcycle (as opposed to scooter) manufacturer, Zero Motorcycles in Northern California, White has found a willing partner. “I first met Rob at the 2023 EICMA Milan Show,” says Zero’s VP of Product Development, Brian Wismann. “I was familiar with the White Motorcycle Concepts project land speed bike, and was very interested in that. After meeting up, we both had a simultaneous epiphany that the unique packaging of the batteries on our SR/S and SR/F streetbikes lent itself really well to their technology of putting a hole through the middle of the bike to reduce frontal area, and drag, which in turn allows you to travel that much farther on the same charge. Of course, we’re always looking for ways to increase range on the bikes, and here’s an opportunity to do so without increasing charging time or weight. You almost never get efficiency for free, but here was an opportunity perhaps to do just that!” The prototype looks and feels almost production-ready. There is a strong case to fast-track it into production Zero joined forces with WMC on a joint venture to engineer its concept into a stock SR/S model, to explore how the system might benefit future Zero production bikes. However, this meant that on the WMC Zero SR/S prototype, White had to work within the confines of the existing chassis, without altering its structure or the main powertrain components – including the stock battery pack and Zero’s own ZF75-10 passively air-cooled brushless AC motor. This is a radial flux sealed design delivering 82kW (110bhp) at 5000 rpm, and a constant Nm190 of torque, where the interior permanent magnets are located on the single moving part (i.e., the rotor), while the components which get hottest, the windings, aka coils, are mounted on its periphery, dissipating the heat via a deeply finned circular aluminium housing, without the weight or complexity of liquid cooling. Abe Askenazi says White’s invention suits Zero’s commitment to innovation This meant that installing such a large duct as on the WMC E-LSR motorcycle, which a 10-year-old child could crawl through, was impossible to achieve. Instead, the re-engineered Zero SR/S concept incorporates a bifurcated aerodynamic duct running directly through the centre of the bike, channelling air from behind the front wheel to exit above the rear wheel via twin ducts in the underside of the seat. To enhance the airflow through those ducts, WMC has also created a new aerodynamic front mudguard and a pair of teardrop-shaped fork shrouds that together ensure the entry of the maximum feasible airflow into the passageways. FEEL THE FLOW The air enters through a single intake duct positioned above the front wheel and below the standard bodywork’s nose. It then splits into two separate channels running over and above the steel-framed battery box, which essentially comprises the chassis of the motorcycle. These channels direct that airflow around immovable horizontal sections of the chassis before venting it through a pair of under-seat extraction outlets. The taller and redesigned seat actually made the Zero prototype slightly easier to ride than the standard SR/S Although it’s not as evident as on the E-LSR bike, if you crouch down at the front or rear of the WMC Zero there’s still a direct line-of-sight through the ducting to the other end, showing how unobstructed the airflow’s path is. And the overall aesthetic is still very pleasing – the clean, shapely but still wind-cheating lines of the stock SR/S, created by Zero’s Director of Industrial Design Matt Bentley and his three-man team, are visually unaffected by the WMC ducting. The main architectural difference compared to the stock SR/S is that the seat has been raised 40mm via a special subframe, to provide extra space for the twin airducts. This logo could be coming to your local motorcycle shop “The major elements of the bike are all in their original position, and we did not relocate or alter the composition of any of the batteries,” says White. “The energy storage is in the same position, so is the motor, and the frame and the motor controllers are in the same place, too. The onboard charger and a number of electrical boxes, including the VCU/vehicle control unit, the BMU/battery management unit and the supplementary 12-volt battery system’s fuse box were all relocated into a steel structure which basically replaced the existing module which was mounted to the chassis, and we remade that and repositioned all those parts within the bike. We’ve also moved the charging plug socket from its position behind the tank and repositioned it inside the empty space above the so-called ‘tank’. That’s all.” MAKING STRIDES This proof-of-concept prototype is the product of the accelerated development program the two companies have been working on since February 2024, when the stock Zero SR/S and its related CAD data were delivered to WMC’s Northamptonshire base, around 48km from the epicentre of Britain’s F1 industry at Silverstone. A base CFD/Computational Fluid Dynamics model of the stock bike was built to try and replicate digitally its aerodynamic features, including the drag and flow path through the standard motorcycle. Having created that model following processes White had become proficient in during his years working in F1, the WMC engineering team developed the concept, using a range of in-house modelling and CFD simulation techniques, plus prototyping and validation. They also employed self-built aero rakes of the type commonly used in top-level motorsport. This enabled both computer simulation and, finally, real world testing, which began last October with White running up and down the nearby A14 freeway to establish and/or confirm some baseline data. The bike was completed early last November, and duly made its global debut on the Zero stand at the UK’s largest motorcycle show, Motorcycle Live in Birmingham, on November 16. Aerodynamic front mudguard helps channel airflow According to White, these tests confirmed that the evolved twin-channel design has delivered an 11.2 per cent increase in aerodynamic efficiency versus the stock SR/S. That’s despite the limitations imposed by working within the confines of a standard production bike, retaining the same external bodywork. This has duly resulted in a 10 per cent boost in the machine’s range per charge at highway speeds – and range anxiety is of course a crucial aspect of EV ownership, as well as a notable deterrent in widespread adoption of the tech. But White believes there’s another 7 per cent of extra gain there for the taking by working on the external surfaces of the existing bike, at the cost of essentially restyling it. He says: “The whole EV industry is currently facing a huge technical/commercial challenge to produce an electric motorcycle with performance close to its petrol equivalent, coupled with convenience in everyday use. This problem will not be solved by battery technology alone. It requires a blend of innovations to bridge the gap now and provide efficiency benefits in the future. When I first saw the Zero SR/S frame and battery architecture, I immediately recognised the opportunity to retrofit a duct. That’s because they have a massive kind of suitcase-type energy storage which sits relatively low in the chassis, and they’ve committed to AC onboard charging, so they have a charger that sits on the top. I’m proud of what we’ve achieved, even if the duct is limited by existing packaging constraints. “Our intelligent aero duct has been proven to enhance aerodynamic efficiency, positively impacting upon power consumption and range, especially at high speeds. But it would offer even greater benefits if it could be integrated from the very start of the design process.” That enhanced aerodynamic efficiency gain can be used to extend range and/or lower costs, reducing the need for a larger battery, which in turn cuts down on weight, charge time and battery costs. “From our initial meeting at EICMA 2023, we’ve been interested in understanding the potential impact of WMC’s aerodynamic duct,” says Abe Askenazi, CTO of Zero Motorcycles. “As a company we’re committed to innovation and, while battery development is advancing rapidly, we believe a combination of technologies is the key to developing the electric motorcycles of the future. This proof-of-concept WMC bike has given us valuable insights into the potential benefits of integrating an aerodynamic duct into electric motorcycles. If you’re riding on a freeway on a longer journey, it gives 10 per cent more range via reduced mass, which is pretty great. And WMC have not detracted from the battery load at all – they were able to install those two ducts essentially without modifying the chassis or the powertrain, and with the exact same battery configuration, which is pretty fantastic. I also love the look of it, too – I think it’s fantastic!” Weight in the Zero is carried low, helping both with handling but, just as importantly, the positioning of the new airflow system TIME TO RIDE The chance to become the first person outside WMC to ride the bike – and ahead of anyone at Zero Motorcycles! – came via a brief 90-minute ride on slippery, salt-coated country roads on a sunny but chilly English winter’s day. Having ridden each iteration of Zero’s product development since 2012, and already being familiar with the SR/S via riding it from the Zero factory in Northern California, I wasn’t as interested in exploring its performance – just as well, given the road conditions! – as I was in comparing how the 40mm taller seat height affected the riding experience. The passenger still gets somewhere to sit The answer is: hardly at all, especially since the stock 787mm SR/S seat height is already pretty low by the standards of today’s sportbikes, particularly with the relatively high one-piece taper-section handlebar and Zero’s very individual positioning of the pretty large rearview mirrors under the handlebar grips rather than above them. Raising the seat height to 827mm actually delivers a more spacious and in my case – at 180cm in height – a more rational stance, yet without any sense of reaching down to grasp the handlebar that’s directly mounted via a 50mm riser to the upper triple clamp, which might have put undue weight on my shoulders or arms. True, there’s a slightly smaller cubbyhole space atop the ‘tank’ in which the charging cable now lives, but the exterior shape of the ‘tank’ is unaltered. Thanks to the spacious seat design that’s usefully narrowed where it meets the tank, despite its taller height I could not only put both feet flat on the ground at rest, but also move around easily on the go. You’re not wedged in place at all, plus the TMC SR/S seemed really well balanced, despite its relatively high 229kg weight. The one-piece aluminium handlebar delivers a slightly leaning-forward riding stance, which is totally comfortable and not at all tiring. This bike feels extremely taut and very together when you ride it. And even in the slippery conditions (which the bike’s TC handled with ease), I found the performance of the Zero to be genuinely intoxicating. It’s that literally seamless yet controlled delivery of the massive torque available as soon as you open the throttle that’s so invigorating. Despite the icy conditions, riding the Zero SR/S was just as much fun as the last time I did so in NorCal, thanks to the way the Cypher III ECU harnesses the huge 190Nm dose of constant torque via four pre-programmed riding modes (Street, Sport, Eco, Rain) and up to 10 programmable Custom modes monitored by the TFT dash interface. Flicking easily between Rain mode, for traversing the slippery tighter turns, and Street, for the faster curves and straighter stretches of the East Midlands roads, meant enjoying the protection of the Bosch MSC/Motorcycle Stability Control system incorporating Cornering ABS, traction control and drag torque control. But sorry – I didn’t cover enough distance to do a ‘fuel’ consumption test! What’s your thoughts on how the airflow system changes the look of Zero’s standard-spec SR/S? Like it or loathe it, let us know via our socials While it’s unclear at this stage whether Zero will opt to include the WMC duct in future models, the logic is hard to deny. “A 10 per cent advantage from a range perspective is value that makes it worthwhile to adopt, and while there were some mechanical packaging challenges to deal with, like the rear shock and the rear subframes, the White Motorcycle Concepts team did a fantastic job in a very short time to work through those problems, and resolve them with the help of our engineers,” says Wismann. “So it’s got huge potential. If we can increase efficiency and range without adding more battery, what electric vehicle manufacturer wouldn’t want to do that?” Put a pin in it On March 6 at the “Design and Performance in Motion” event in Turin, WMC and legendary Italian design house Pininfarina announced an exciting collaboration by revealing their first concept designs for two new street-focused roadsters. Pininfarina, known for shaping automotive history, has now turned its expertise to two-wheelers, proving its wind tunnel capabilities can revolutionise motorcycle design. With WMC’s structural aerodynamic duct at its core, this concept could redefine the future of motorcycles – blending speed, efficiency and stunning Italian style. “The duct concept has always been about improving efficiency no matter the fuel source,” Rob White said at the event. “But this collaboration has taken this to the next level, showing how the duct can provide functional performance as well as be an aesthetic feature for future motorcycles.” SPECIFICATIONS City Range Standard SR/S – 259 km WMC SR/S – 323 km Highway Range Standard SR/S – 132 km WMC SR/S – 166 km Combined Range Standard SR/S – 175 km WMC SR/S – 219 km Peak torque 190Nm Peak power 82 kW (110hp) @ 5000rpm Top speed* 200km/h *Current Zero SR/S model Power pack maximum capacity 14.4 kWh Typical cost to recharge $1.61 Charge time to 95% 4.0 hr 2.0 hr with 6kw rapid charge option 1.3 hr 1.0 hr Weight 229kg Seat height 787 mm Power pack warranty 5 years/ unlimited kilometres The post WORLD FIRST ROAD TEST | WMC Zero SR/S Prototype appeared first on Australian Motorcycle News.

In one of its biggest overhauls to date, BMW’s R 1300 GS Adventure follows its sibling. But will it outshine the GS? The highly anticipated R 1300 GS Adventure has hit Aussie shores – and not a moment too soon: it’s little brother, the R 1300 GS, is still strutting around with AMCN’s 2024 Motorcycle of the Year gong swinging off its handlebar; last November Adam Child did the world launch in Spain; and now it’s my turn to cut loose on BMW’s much-anticipated beast in real Aussie conditions. As the old saying goes, “Never judge a book by its cover”. I can’t say I’m not excited to ride the new R 1300 GS Adventure. I am. After spending some time on the regular GS, I wondered how different the Adventure would be when it finally arrived. I wonder no longer as I lay eyes on the GS Adventure Trophy in the flesh. It looks fantastic; purposeful, rugged and heavy. But, most of all, daunting. I don’t remember the R 1300 GS Triple Black I tested looking this big and intimidating. Bumping it off the centrestand for the first time is scary. With a full 30L fuel tank you need to steady it quickly and get it on the sidestand before losing balance. Generally speaking, the big GSA’s 269kg heft isn’t really that heavy, its more the fact that it’s quite tall at the same time. That’s my theory anyway. WIDE BERTH After a brief refresher on the multitude of gadgets and functions, I climb aboard and point the beast directly into peak hour Sydney traffic. Straight away I’ve forgotten the weight, which feels like it simply evaporates once my feet are on the pegs and rolling. However, a new issue appears: the GS Adventure’s width. Phone holder compartment is a useful feature (for the right phone) Holy smokes, it’s wide. More than a metre wide, in fact. This makes my trip home a bit longer than I had hoped as I can’t quite fit through the same gaps. The ‘bars, engine crash bars and optional holster side bags add to the bulk. From the rider’s position it looks wider than a cargo ship. Extra care must be taken when moving between cars. The crash bars look to be almost identical to the regular GS, but BMW has added some extra extensions that push the width out. Then there’s the mega fuel tank and cowling, which sits up high and is wide on its own; the holster bags then clip on the sides, making it look wider again. Heavy duty crashbars for peace of mind in the bush SETTLING IN Getting comfortable doesn’t take long, it is a GS after all. The cockpit is super roomy, very snug and well protected from the elements thanks to the huge windscreen and wind deflectors off the sides of the dash unit. The quirkiness of all the GS models before it has not hollowed out its soul, however it is way more refined. Strangely I feel it is even more refined than the regular R 1300 GS. Some personal gripes of mine on the GS were the noisy engine and rough gear shifts. I’m not sure if the extra bodywork is deflecting the sound away, but I’m almost certain the GS Adventure engine is quieter, even though BMW say it’s identical. The shifting feels ironed out also. It wasn’t terrible before but not as polished as I would expect from BMW. This one feels much nicer. Brakes are simply awesome In terms of weight, the GSA is an extra 32kg heavier than the standard GS. Thankfully it doesn’t feel like this has sapped the power too much – it’s still a rocket. This 1300cc boxer twin is a real weapon. From right off idle power is aplenty and, thanks to the ShiftCam set-up, a standout, allowing it to still pull third-gear, stand-up, no-clutch wheelies with a full 30L of fuel on board. (I had to test it for scientific purposes, you know.) The bulk of the extra weight seems to be due to the new rear sub-frame; it’s much chunkier on the Adventure model. Obviously, the huge fuel tank and cowling adds a considerable amount of beef also. There’s an extra 20mm of suspension travel and the rest is essentially identical to the regular GS. Handling feels just as light but it doesn’t fall into the corners as hard as the GS. It still does want to turn but I don’t have to hold it back as much. Footpegs can easily be switched from road rubber to offroad claws The test bike was fitted with Michelin Anakee Wild tyres, whereas most of the BMWs I’ve ridden have had the Metzeler Karoo tyres. The Michelins perform better off-road – but they can be a bit sketchy on the bitumen when pushing the envelope. I feel the 1300 just has too much torque for the Anakee Wilds as they will spin and slide without much effort. I had a few moments in the rain too, which left me being extra cautious when on the bitumen. Tyres can have a massive effect on a bike’s feeling and grip. So don’t go throwing the baby out with the bathwater, so to speak, if you haven’t tried a different tyre. This isn’t as hard as it looks because this 269kg bushbasher is beautifully balanced GOING WILD Offroad, the GSA has no right being as manoeuvrable as it is. Just sitting on it and looking down at the cockpit will have your brain setting off alarm bells and telling you to steer away from any dodgy looking tracks, but it shouldn’t. Not being one to die without knowing the answers, I head off the main gravel road and into some disused powerline tracks and the GSA simply eats it up. I disable the adaptive ride height, so it stays in the full height setting. While this makes me feel like a short arse, it means I have full ground clearance available even at low speed, so I don’t get hooked up on rocks or get the massive engine wedged in a rut made by kids on MX bikes. If I keep the ride height setting in the favourite slot on the dash, it takes a flick of the left thumb to select the low setting and it comes right back down when I need it 30mm lower. Holster bags are more useful than you’d think Moving about at walking pace or less on the GSA is a breeze when standing up; it feels more stable and steadier than the normal GS but you follow the bike’s line a little more rather than it following your line, if you know what I mean. Negotiating steep hills takes a bit of pre-planning to avoid stopping and having to roll back or turn around. It’s certainly no enduro bike when you need to make a U-turn on a single track. With Enduro Pro mode dialled up on the menu, I set about getting some air under the tyres and a few drifts going. The extra 20mm of suspension travel is put to good use with the extra weight. I still prefer the harder setting of the four options in the suspension menu when offroad as I did with the GS to resist bottoming out when doing jumps, but I figure most owners wouldn’t be jumping their GSA. There’s no denying the GSA Trophy has an ample girth but that doesn’t mean it’s hard to handle There are riding modes galore but only four are available at any one time. In short, I feel the Pro modes are a must-have. To me, they mean skids and wheelies. They allow power slides, rear ABS off skids (in Enduro Pro mode) and of course wheelies for when you need to hop over a log or rock. So, with a bit more freedom from the electronic gadgets, I’m sliding corners and hitting apexes sideways like legendary Australian speedway racer Davey Watt. Bust switchblocks, but the buttons are actually quite easy to use This drifting prowess must run in the name, so in the interests of testing the equipment, I switch the traction control completely off. It turns out that the BMW gadgets are doing way more for my drifting than I gave them credit for. With an overconfident throttle hand, the GSA will dig trenches that Endeavor Energy would be proud of thanks to the Michelin Anakee Wild rubber. Soon after the trench is dug I point it around a corner with the rear wheel sliding, at which time both the extra weight over the rear end and physics join the party. It becomes very exciting very quickly, so I ease off the throttle slightly and hold my line until it starts to grip and comes back to centre. I don’t care how good tyres are, 145hp and 149Nm make all of them feel like slicks in mud at full throttle – and I am NOT speedway champion Davey Watt. Pillion can control seat temperature with this easy-to-reach switch LONG GAMER Back on the open road, the GSA is every bit the long-distance tourer. It is genuinely capable of almost 600km on one tank of fuel, if your body is seasoned to being that long on the bike. Running it in Eco mode for the cruising sections and Dynamic mode in the twisties and even about 100km of winding dirt road with a pillion on the back, I got an average consumption of 5.0L/100km over a 500km ride. That’s impressive. The rider and pillion comfort is exceptional, especially when you can select nice and cushy suspension for the bumpy roads and then, with a couple of clicks, you can firm it right up for better handling in the twisties. The rider’s seat can be adjusted without tools to two different heights; the rider’s footpegs also have two height options; and the electric windscreen is so good it might be too good – I must ride with my visor open for a bit of airflow in the heat as the screen is stopping all of it even getting to me. If I owned the GSA, it would get a lower screen or I’d remove the wind deflectors in summer. Even on a hot day in traffic, the cowling directs the hot air from the radiators out the sides and away from the rider and pillion. Fill that 30L tank to the brim and you’ll get 600km no worries I feel as though BMW has thought of almost everything with the GSA. It comes ready to accept luggage cases and a top box. The higher spec models come ready for the GPS unit and there are spots to attach luggage like the holster bags fitted to this one, a seat bag or a tank bag. I’m a bit bummed to find that the little waterproof hidey hole for your phone on top of the tank has shrunk slightly. Just enough that my phone (S22 Ultra) does not fit in this one. The GS one accepted my phone just fine, although I couldn’t plug it in and fit it in there at the same time. A super-handy feature I discovered was the adaptive ride height system function that jacks the bike up as you put your foot on the centrestand. As you push the stand down it cranks the bike’s preload to maximum, making it easier to get it up onto the stand. Once its on the stand, the preload is released back to normal. Amazing! Off-beat boxer engine sounds even better through this BMW-approved Akrapovic exhaust The concept isn’t new, but adventure bikes make excellent touring bikes, especially here in Australia where we have so many great roads off the highway. For me, there is no desire to tour on a dedicated road bike if you can do it on an adventure bike like this. Yes, it squirms and wobbles a bit like a dirt bike, but the route options are simply endless and it is just as comfortable for rider and pillion. With a more road-orientated tyre you could never even worry about taking it off the road and still have the ultimate all-round, all-conquering motorcycle. BMW had big shoes to fill with the previous GS Adventure. They’ve done it so well I think I’ll call this one Bigfoot. PROS – Comfort for days, extra weight not an issue, extreme versatility, windscreen so powerful it’s like riding in your own climate-controlled space. CONS – Cost, but you get what you pay for. Where does my phone go? If you drop the GSA Trophy in the bush, it’s probably going to stay dropped until a mate rocks up. THE COMPETITION Look Mum, no clutch! Now available on the GS Adventure is Automated Shift Assistant. A $1200 option that does away with the clutch lever completely and turns your manual motorcycle into an automatic that even your mum could ride. (Maybe.) The clutch becomes automatically operated, then the rider can choose to have the gearshifts performed automatically or manually via the rider’s foot. The auto shifting program is governed by which riding mode the bike is in to be economical or sporty. This is a great option that makes this bike accessible to more people. WHAT’S ON THE TROPHY? You name it, the R 1300 GS Adventure Trophy has it. Here’s a quick rundown of the goodies. Dynamic traction control (DTC) – Each mode has a different setting while in the Pro modes you can make further tuning adjustments. You can also turn it off via the multi-function menu. Dynamic Suspension Adjustment (DSA) – Selectable between Dynamic, Road and Enduro depending on what mode you are in. In the back menu you can also select four different stiffness settings for Dynamic and Enduro. Adaptive ride height – Selectable on the move or leave it in auto to lower itself as you come to a stop. This also self-adjusts the preload based on the weight on the bike if you are with luggage pillion or both. It also jacks the bike up to help you get it onto the centrestand. Ride modes – Eco, Rain, Road, Enduro, Dynamic, Dynamic Pro and Enduro Pro. Only four of these can be available at a time, so choose wisely before the ride. The Pro modes are adjustable for TC, ABS and engine map. ABS Pro – More than simply ABS, there is rear lift control, brake force distribution and cornering ABS. Gear shift assistant – Clutchless shifts up and down the gearbox. Dynamic engine brake control – Like a slipper clutch but electronic. Radar assistance systems – Active Cruise control, Front Collision warning, Lane Change warning. Hill start control – You can turn this on or off, but it’s very handy when at traffic lights on a hill or on a trail. Squeeze the brake hard when stopped and it activates, then just ride away. Anti theft alarm – Built in as standard. Tyre pressure monitoring – You can set target pressures for road and off-road riding and it will warn you if they drop out of the target range. They also account for the tyre temperature to stay super accurate. Electric windscreen – Up and down with the push of a button. Like being in your own climate. Heating – Heated grips, rider seat and passenger seat. Grips and rider seat are activated through the multi-function menu and the passenger seat has its own switch on the side of the seat. Central locking system – If you fit genuine luggage side cases and top box to the GS Adventure Trophy, you can lock and unlock them all from the key fob. Phone storage compartment – Up top in front of the fuel cap is a water and dustproof storage area for your phone. Although Wattie’s phone (Samsung S22 Ultra) wouldn’t fit in it. Cornering headlight – To light up the sides of the road better during cornering at night. Full phone integration – For calls, messaging and music. Bluetooth to headsets to link it all together. Integrated GPS unit – Controlled via touch screen or through buttons on the handlebar, it takes control of navigation, calls, music and gives extra bike info. This GPS is a bit more special than your usual car ones, as it allows navigation of GPX files for getting off the gazetted roads. Doesn’t come as standard, but our test rig was fitted with one. SPECIFICATIONS ENGINE Type Air/liquid-cooled four-stroke flat twin with double overhead and chain driven camshafts and balance gear wheels Bore x stroke 106.5mm x 73mm Capacity 1300cc Rated output 107kW (145hp) @ 7750rpm Max. torque 149Nm @ 6500 rpm Compression ratio 13.3:1 Fuel system Electronic intake pipe injection Exhaust emission standards EU 5+ PERFORMANCE Maximum speed over 200km/h Fuel consumption 4.9L per 100km CO2 emission 113g/km Acceleration 0-100 km/h in 3.4sec ELECTRICAL SYSTEM Alternator Three-phase alternator 650W (nominal power) Battery 12 V/14 Ah, maintenance-free AGM battery TRANSMISSION Clutch Multiplate clutch in oil bath, anti-hopping clutch, hydraulically operated Gearbox Claw-shifted 6-speed gearbox integrated in the transmission housing Drive Cardan shaft Traction control BMW Motorrad DTC CHASSIS/BRAKES Suspension travel Front/rear 210mm/ 220mm Wheelbase 1534mm Castor 118.8mm Steering head angle 63.8 ° Wheels Cross spoke wheels Brake, front Twin disc brake, semi-floating discs, diameter 310mm, 4-piston radial brake calipers Brake, rear Single disc brake, diameter 285mm, 2-piston caliper ABS BMW Motorrad Full Integral ABS Pro (lean angle optimised) DIMENSIONS Seat height unladen 870mm/890mm Petrol tank volume 30L Length 2280mm (over splash guard) Height 1588mm (above windshield, at DIN unladen weight) Width 1012mm (over hand guard) Permitted total weight 485kg Payload (with standard equipment) 217kg Unladen weight road ready, fully fuelled 269kg BUSINESS END Price for bike tested: $43,569.52 (with Sydney 2000 postcode) Warranty 5 years CONTACT www.bmw-motorrad.com.au The post AUSSIE TEST | BMW R 1300 GS Adventure Trophy appeared first on Australian Motorcycle News.

Aussie-designed and manufactured C-Series hits the track with a TT star for the ultimate test! So there I was sitting at the gate ready to ride an electric motorcycle for the first time on one of the world’s most famous old F1 circuits in front of a massive crowd of petrol heads. In fact I’d only seen the Savic Motorcycles C-Series a short while before and I knew very little about it, except that it had had a total suspension and inverter upgrade since AMCN last rode a prototype in 2023 (AMCN Vol 72 No 17). Distinctive headlight-dashboard Savic’s C-Series is almost ready for an official launch and I had been invited to spin a few laps at the Adelaide Motorsport Festival, which is Australia’s mini-version of the UK’s Goodwood Festival, featuring everything from F1 cars to drift cars. Last year the organisers brought out Ford’s electric SuperVan 4.2 packing 2000hp. A hard act to follow? The C-Series isn’t some show pony like the SuperVan 4.2 but a production-ready road model. Although it was never intended as a trackday bike, the Savic team thought it had the performance to put on a good show. Final drive is toothed belt I didn’t need much persuading to give it a go. I love the whole culture of prototypes and outside-the-mainstream engineering. When I’m not racing at the Isle of Man TT, Macau and selected BSB events, I love doing engineering projects of my own. I’ve built up several Moto2-spec trackday bikes and am halfway through putting a jetski engine into a motorcycle chassis for the ultimate trackday bike! So I know what I’m looking at when I see a bike like the Savic C-Series. Initially it looks like a custom build but look closer and it’s obvious it’s been made to the highest level. Crew member Joshua Handke, Davo Johnson, CEO/founder Dennis Savic, Project Manager Phil Carter, Irish TT racer and motorsport festival rider Brian McCormack The first thing I noticed was the parts making up its trick-looking wheels. Those rims are from the same crowd that supply Ducati. After building prototypes from machined parts, the Savic C-Series now features all major components cast, and the Melbourne-based company has tapped into the international supply chain for other parts while also developing and manufacturing their own suspension. Brakes are top-quality Brembos My track test would start hard and fast. With a quick burnout to test how quickly the drivetrain spins up, it was straight onto Adelaide’s Start-Finish straight. This famous piece of road is 500m long and you have to knock it off pretty quick to get through the Senna Chicane (Aryton Senna was an F1 legend to Adelaide race fans, taking pole six times in nine races, winning in 1991). It didn’t matter if I got the entry to it right or wrong, I was hitting 170km/h as I braked for the chicane. Savic claims the C-Series accelerates from 0-100km/h in 3.5secs, which is a big statement as that would mean it nearly matches a Honda CBR 1000 RR Fireblade. However, hitting 170km/h in 500m from a hairpin corner is pretty impressive for a 280kg bike. The course after this is a bit of a challenge, with two super-sharp hairpins on and off part of the Wakefield Road section of the old F1 circuit. Track vision can get a bit tricky here as it’s under trees in shade and light and the surface was coated with dust and rubber from the drift car sessions, which had around 30 nutters pounding around sideways. If the Savic was going to feel top-heavy it would be through here – but it felt amazingly light on the change of direction. Off-the-shelf suspension designed for 180kg superbikes has been replaced by an, in-house design Remember, this is a 280kg bike, about the same weight as the Indian Bagger Troy Herfoss took to second place the same weekend at Daytona! After exiting the Wakefield Road section there was an almost 90-degree corner to swing through, then it was full throttle into the Victoria Park section through a fast righthand sweeper. The C-Series tracked beautifully. I was expecting a bit of wallow with such a heavy bike, or maybe even the rear tyre sliding under power, but nothing happened. The rear was mint. Cafe-racer seat adds to street-sleeper image As I came into the final corner, Racetrack Hairpin, before the Start-Finish Straight I guess I was at 90 per cent braking effort on a 10-degree lean angle. When I pulled it upright into the apex, I was at 100 per cent effort. Here’s where the big changes the Savic team had made became obvious. The progressively-sprung suspension took up travel quickly but even at its lowest point the springs were still supported by the damping and there was no hint of it bottoming out. Ace. The team has worked closely with ex-ASBK racer Jed Metcher on the suspension and it shows. How easy was the Savic to ride hard? After the out lap on my second 15-minute session, I was able to get my knee down on my first flying lap. Ground clearance wasn’t an issue, power was controllable, and braking and handling were excellent. Davo reckons he was using 90 per cent braking effort at a 10° lean angle The 34°C air temperature, which meant the track surface was probably cooking at 50°C-plus, eventually took the sting out of the C-Series as I guess the inverter was getting hot. I found out later that it was a new version built in-house that hadn’t been tested north of 120km/h. Oops. When it’s properly tuned it’s expected to take the C-Series to around 190km/h. A signal came up on the dash warning it was going into a softer tune and my top speed became limited to 130km/h. However, this didn’t detract from the fun and I was still able to whistle through the Victoria Park sweeper cranked right over. Revised rear suspension At the end of my 15-minute session the battery range still showed I had 96 per cent available, which I have to admit was a bit of a surprise. Make no mistake, this might look like a retro-custom but there is no doubt in my mind that it is as much a performance machine as it is a city fun bike, or even a bar hopper-cruiser. I reckon if I took the C-Series to a trackday I could beat a lot of performance petrol bikes. It’s that good. Can’t wait to see how it goes on the street – and when I said that to Dennis Savic trackside, he told me to come back in half an hour. When I returned, a road-registered C-Series was waiting for me to ride home from the event. But that will be another story to share with you. PROS – A quality build, well-engineered, handles superbly and it’s designed and built in Australia! CONS – You might need a crane to pick it up if you drop it and earplugs to ignore boofheads who tell you it’s too quiet. SPECIFICATIONS ENGINE Type Internal permanent magnet synchronous motor Controller Not given Cooling Water jacket Transmission Single speed Clutch Not applicable Final drive Belt BATTERY Type Lithium-ion Capacity 16.2kWh total, 14.5kWh minimum usable RECHARGE TIME Wall charge: Full 6 hours, 80% 4 hours DC fast charger: Not applicable PERFORMANCE Power 60kW (claimed) Torque 200Nm (claimed) Top speed 180km/h (est) Range City: Not given. Highway: Not given. Combined: over 200km (claimed) ELECTRONICS Type Bosch/ Savic Rider aids ABS, throttle response control and reverse mode Modes Normal, Rain, Eco, Sport and three user-defined CHASSIS Frame material Aluminium Frame Backbone Rake 24˚ Trail 103.5mm SUSPENSION In-house design for 280kg Front: 43mm USD fork Rear: Monoshock, adjustable preload WHEELS & BRAKES Wheels Cast aluminium, three-spoke Front: 17 x 3.5 Rear: 17 x 5.5 Tyres Pirelli Diablo Rosso III Front: 120/70ZR17 Rear: 180/55ZR17 Brakes Brembo Front: Twin 320mm discs, M4 Monobloc four-piston calipers, ABS Rear: Single 260mm disc, two-piston caliper, ABS DIMENSIONS Weight 280kg (claimed) Seat height 780mm Width 850mm Height 1020mm Length 2060mm Wheelbase 1440mm SERVICE & WARRANTY First service: 1000km Minor: 6000km Major: 12,000km Warranty Motorcycle: Two years Battery: TBC BUSINESS END Price From $26,990 Colour options Atomic Silver, Dark Matter Black or Carbon Fibre CONTACT savicmotorcycles.com The post QUICK SPIN | Savic C-Series appeared first on Australian Motorcycle News.

Ducati has confirmed that it will release its new XDiavel V4 to Australian showrooms in August, priced from $46,500 rideaway. The Ducati XDiavel V4, which effectively replaces the outgoing XDiavel 1260, looks to redefine the segment with a focus on performance from its new V4 Granturismo engine and sophisticated electronics suite. This 1158cc powerplant, which is used in a number of models in Ducati’s line-up including the Multistrada V4 adventure bike, generates 125kW and 125Nm. For comparison, the 1262cc Testastretta L-twin powering the XDiavel 1260 generates 119kW and 127Nm. This move to the V4 platform promises to combine familiar muscular cruiser ergonomics with strong performance, with the Italian bikemaker dubbing the model a ‘Sport Cruiser’. The Ducati XDiavel V4 features a low and relaxed riding position with an enormous 240/45 rear tyre, which helps the 229kg bike spring from zero-to-100km/h in “less than three seconds”. Despite its commanding size, the XDiavel V4 should offer thrilling handling dynamics for the cruiser category, and is backed up by high-end fully adjustable suspension and Brembo Stylema calipers grabbing twin 330mm discs on the front end. According to Ducati, comfort is substantially improve thanks to the rear suspension with 25mm more travel compared to the XDiavel 1260 and, a thicker and wider saddle. On the tech front, the XDiavel V4 boasts a six-axis IMU for lean-angle sensitive traction control and cornering ABS, as well as a quickshifter, launch control and a 6.9-inch TFT dash. The 2025 Ducati XDiavel V4 will be available from August in two colours, Burning Red and Black Lava. The post 2025 Ducati XDiavel V4 price and specs confirmed appeared first on INFO MOTO. View full article

The ancient Roman Stoic poet Persius claimed that ‘he conquers who endures’. Now, two millennia later, a famous Italian marque is hoping stoicism and an all-new premium off-roader will help it navigate an uncertain path ahead An Italian legend heads to the bush for the first time These are strange days indeed for MV Agusta. The 80-year-old Italian motorcycle manufacturer was, up until very recently, majority owned by the financially stricken Austrian bike behemoth KTM. But now, with former owners the Sardarov family about to regain full control, MV Agusta is charging ahead with a bullish attitude and a multitude of new models on the horizon. And it’s clear that the heritage brand believes at least part of its future success lies in the booming adventure bike segment. Enter the Enduro Veloce, MV Agusta’s first real foray into the off-road arena, where it faces some stiff and very capable competition, particularly from European big boys BMW and Ducati. Supplied tyres were fine for the road but the ECU can be reprogrammed if more extreme off-road versions are fitted FIRST IMPRESSIONS Seeing the Enduro Veloce in the flesh for the first time is a bit of a paradoxical moment. It is instantly recognisable as an MV Agusta, courtesy of the signature red and silver colour scheme, however its adventure bike silhouette looks very ‘Africa Twin’. It’s not the prettiest MV by a long shot, but then the superb DesertX is definitely not Ducati’s best looker (and, it must be noted, both companies have produced some of the most beautiful bikes ever made). It’s really a case of horses for courses; like the DesertX, the Enduro Veloce is a purposeful adventure bike with a bit of bling and a focus on performance, both on and off the road. While this broadening of product range beyond simply scalpel-sharp sports machines is a well-trodden road in both the motorcycle and car market (think Ferrari, Lamborghini and Porsche SUVs), it still feels weird to be jumping on an MV Agusta with hand guards, crash bars, long-travel suspension and spoked wheels. And a 21-inch front wheel, at that. Other new bikes with 21-inch front wheels include the BMW F 900 GS Adventure and KTM 890 Adventure R, as well as the aforementioned Ducati DesertX and Honda Africa Twin. Stiff competition to beat to get those adventure dollars. And priced at more than $10,000 than all of these, the Enduro Veloce needs to provide more than just ‘premium exotica’ cachet to capture the hearts of Aussie buyers. The standard muffler makes a nice bark but if you want more there is a factory-approved Termignoni slip-on available So let’s look at what makes the Enduro Veloce special. First up, while it is powered by an MV-standard triple, the ‘9.5’ engine platform has been completely redesigned. The 931cc unit’s bore-stroke ratio is larger than MV’s 675cc and 798cc engines, there’s new camshaft profiles and timing, and the double overhead camshaft has a diamond-like carbon coating to reduce friction. It is relatively lightweight (57kg), delivering peak power of 91kW (124hp) at 10,000rpm. Interestingly, 85 per cent of the torque, which has a claimed peak of 102Nm at 7000rpm, is available at just 3000rpm. Clearly, this is an engine tuned for low-end pull, not high-rpm power, which is already a departure from its sportier stablemates. It is inevitable that the same platform will be used in higher states of tune in future sports models. While our tester had no complaints about the clutch, he thought a Smart Clutch System would be a useful addition Then there’s the counter-rotating crankshaft design that MV Agusta is known for. As the crankshaft is usually the heaviest moving component in an engine, if it is designed to go in the opposite direction to the wheels, this will partially cancel out the gyroscopic effect created by that large-diameter front wheel. This should, in turn, result in a sharper, lighter steering machine. Time to ride out into the mountains to see if this is indeed the case. MV’s budget Lucky Explorer twin program was shelved in 2023 but it seems a few parts have been looking for a new home FIRE IT UP First on-road impressions, formed on a long motorway run out of the city, were mixed. First up, I had a bit of trouble starting the bike. The keyless ignition switch was a bit fiddly and took a few goes to activate. Despite my best efforts, this happened throughout the test period, although I always got there in the end. Once it did get going, the seven-inch TFT started up with a ‘Motorcycle Art since 1945’ screen to remind me that I was on a steed with serious pedigree. The seat comfort and riding position are both excellent (I chose the highest of the two), the ‘bars nice and wide, and the controls relative intuitive. On the downside, I discovered that the windscreen is not adjustable (despite looking like it should be, with a metal rod running between the screen sections). As I’m 190cm tall, this meant the wind was directed onto my helmet, even when I lowered the seat height. It’s not ideal at higher speeds, but as the wind protection simulations were apparently carried out with a 178cm tall rider, it’s no surprise. The first thing I’d do as an owner is fit the larger touring windshield, which is 80mm higher and 40mm wider than the stock unit. MV’s budget Lucky Explorer twin program was shelved in 2023 but it seems a few parts have been looking for a new home Such practicalities are important, but they faded into the background once I started engaging with the delightfully punchy triple and the smooth quickshifter. The latter is not quite as buttery as some of the latest litre bikes, but each change was performed with a satisfying mechanical click. The 4.0 version of MV’s electronically assisted shift system allows for shifting both ways while the throttle is open, and even changes smoothly from first to second at low revs. These changes come with a tasty serving of Rice Bubbles (snap, crackle and pop!) from the exhaust, which has to be one of the most sonorous stock systems I’ve heard. Definitely the best on an adventure bike. Shout out to Giuliano Zanetti, whom we assume is the MV Agusta technician who assembled the engine on our test bike and therefore has a personalised disc adorning the block When I hit the backroads it all began to come together and make more sense. The Enduro Veloce is a seriously fast and flickable motorcycle. The whole bike seems to tighten up when faced with some twisty tarmac, while the 21-inch front wheel and the more than 250kg (with fuel) mass both seem to shrink. This is when its sporting pedigree starts to shine through, with quick changes of direction and great stability under braking, even on rutted, damaged asphalt. As these are the predominant road conditions in Australia, the Enduro Veloce seemed all of a sudden less of an expensive bit of exotica and more like a sensible option for the rider who wants to tour the backroads, do a bit of dirt, but nothing too technical, and who wants to do it on something a bit special. Quality suspension would go to the next level if a semi-active system was employed I took a deeper dive to see how this had been achieved. The designers went with a double-cradle high-performance steel frame to provide stability during high-speed road use and to absorb energy during off-road use. There’s also a removable rear subframe and a lightweight cast aluminium swingarm. The lightweight but strong Takasago Excel rims are top-tier off-road racing technology, made of aircraft-grade aluminium. So far, so good. Comprehensive TFT dashboard has option to customise display SUSPENSION AND BRAKES It’s the suspension that comes as the big surprise. Maybe I’m just greedy, but I’d expect anything with a close-to-40k price tag to have a semi-active suspension system these days. However, the Enduro Veloce is fitted with Sachs suspension front and rear, manually adjustable for rebound and compression damping, and spring pre-load. If this is disappointing, the performance of the Sachs units is not. Adjustment is relatively easy at both ends, and the red tops of the fork legs and rear red coil and gold piggyback reservoir all look the business. Sachs rear suspension is fully-adjustable Owners will definitely be able to set up the bike to their liking, although when a bike is similarly priced to big adventure models such as the BMW R 1300 GS and Ducati Multistrada V4S, both with incredibly good semi-active systems, it does seem like a strange move. Luckily, even with factory settings, the standard suspension is very capable and if it wasn’t for the steep price tag, it wouldn’t be an issue. As you’d expect, the Brembo braking system is top drawer, with Stylema calipers on 320mm floating discs at the front and a dual-piston caliper with 265mm disc at the rear. They work flawlessly on road, with the added benefit of cornering ABS and what MV Agusta calls rear wheel lift-up mitigation (RLM). The bike’s six-axis inertial platform is working behind the scenes to give both the ABS and traction control cornering functionality that takes the lean angle into consideration before intervening. Brembo braking system has two levels of ABS intervention to suit rider ability and riding conditions There are eight levels of traction control intervention, with five dedicated to road use, two for off-road use, and one for use on wet surfaces. There are also two ABS settings. For general road riding, you choose level two, which keeps ABS active both on the front and rear, with both cornering and RLM functions ready to roll. For off-road (or a bit of tomfoolery), level one offers less invasive intervention on the front, nada on the rear, cornering function switched off and just a light touch of RLM. Our test bike was fitted with crash bars, a spotlight set and engine skid plate, useful additions in our view MISSING MODES There are, of course, several riding modes. Three pre-set and one customisable, all selectable with that peculiar MV Agusta system that employs the starter button to flick through the modes on the fly. The urban, touring and off-road settings are pretty self-explanatory, with touring (high throttle sensitivity, high torque and medium traction control) the go-to for all of my road riding, but I feel like there’s a sport or even track mode missing, especially on a bike with such a sporting heritage. Handlebar switchgear is LED backlit, a nice touch Happily, you can alter the levels of traction control, FLC, engine braking and ABS within each mode. If you choose the off-road mode, you get low throttle sensitivity, medium torque, less traction control and minimal ABS (and ABS can also be totally deactivated in off-road and custom all-terrain modes). TIME TO GO OFF-ROAD It would have been remiss of me not to give the Enduro Veloce a run on some unsealed tracks, considering that this is in its design brief. I stuck to some twisty dust and dirt, plus a stretch of sandy creek, but steered clear of technical rocky trails, as it was quickly apparent that the Bridgestone Battlax A41 tyres fitted were very much road-oriented. If you plan to do anything other than light off-road, swapping over to AX41 hoops would be advisable. In fact, the ECU is pre-programmed to work with these tyres if desired; you just select this option via the dash and leave the rest to the bike. Classy-looking hand protectors but you’d expect nothing less on a $35k bike Knobblies and a touch less throttle response in off-road mode would make the Enduro Veloce more manageable in the dirt. I would also love to see the Smart Clutch System found on some of MV’s other models fitted to this bike. This automatic clutch set-up, developed in conjunction with American clutch performance technology company Rekluse, allows you to engage first or second gear when the bike is stationary without pulling in the clutch lever. It provides precise throttle control off-road and is also great in traffic. Well-constructed skid plate is made from high-strength aluminium and costs a tick over $800. You know you want one! As a side note, MV Agusta is aware of concerns that the stock paper air filters are not sufficient for Australian off-roading conditions (fine sand and dust), so all new Enduro Veloces can be fitted with foam pre-filters on request, such as the one on the test bike. No doubt more robust aftermarket units would be a good choice for regular off-road work. As the sun went down behind the mountains, it was time to head out of the bush and back on the highway. But before I did, the dimming light allowed me to fully appreciate the high-resolution seven-inch TFT screen, which I soon discovered is customisable with three main and five secondary colours. Another nice touch is the ‘inertial’ mode display that you can select on the screen, which shows acceleration along the longitudinal and lateral axes of the bike, as well as front brake pressure, throttle control opening and lean angle in real time. As darkness descended, I was appreciative of the LED backlit handlebar controls, although I’m not a fan of the actual switchgear. It all seems a bit plasticky and cheap for a premium bike, some switches rattling and others sitting off-centre. At least the cruise control is better than on other MVs; you activate it on the lefthand side switchblock. On the righthand side, however, the launch control and speed limiter buttons are inexplicably part of the same unit, which is just weird. I filled up close to base and discovered that, despite riding the bike relatively hard, I’d somehow achieved a fuel consumption figure of 4.9L/100km, which is less than the factory’s claimed 5.6L/100km. That’s a first! I also hope that this will be the first of many new MV Agusta models that reach our shores. In my opinion, quirky but seriously capable bikes like these keep the motorcycling world interesting. May MV Agusta emerge from these uncertain times with more motorcycle art for us to admire. As old mate Persius might have said, per aspera ad astra… through hardships to the stars. SPECIAL PARTS Genuine accessories (MV Agusta call them ‘special parts’) available for the Enduro Veloce include (all prices are rrp including GST but not fitting): Touring windshield: 80mm higher and 40mm wider than the standard one – $200.20 Panniers set: Comprises mounting frame, screws and two aluminium panniers (right 33 litres, left 39 litres) with MV Agusta logo, rear handle and hooks for external straps – $3011.80 Top case set: Includes a support bracket, mounting plate and 44-litre box with a passenger backrest – $1241.35 Termignoni Slip-on: Titanium unit with carbon-fibre end, MV Agusta logo and carbon cover. Weighs 3.7 kg less than the stock item, is plug-and-play with the original manifold and requires no mapping update – $3052.50 Headlight protector: Made of anodised aluminium and has an MV Agusta logo – $231.88 Engine Skid plate: Made of high-strength aluminium – $800.69 Crash bars kit: Made of 25mm stainless steel tubes, the kit is easily installed using original mounting points. Contains internal wire routing for the spotlight set – $567.77 Spotlight set: Manufactured in black aluminium, installation is only possible with the crash bars kit – $583.83 edi’s dakar time warp Those of a certain vintage will remember Italian rallying motorcycle racer and four-time Dakar winner Edi Orioli. Orioli’s January 1990 Paris-Dakar win on the Lucky Explorer Cagiva Elefant 900ie was hugely significant for Cagiva and Ducati, which had spent the previous six years challenging for an overall win but never quite achieving it. The MV Agusta LXP Orioli is a basically limited-edition (500 only) Enduro Veloce with all the fruit and a colour scheme reminiscent of the Lucky Explorer bikes. As well as being numbered, each bike is personally signed by Orioli. The LXP has all the standard equipment of the Enduro Veloce, plus rigid aluminium side cases, crash bars, spotlights, bash plate, Termignoni titanium exhaust, motorcycle cover and certificate of authenticity. Its ride-away price is $47,595, if you can get your hands on one. dawn of a new era of models Despite changes in the ownership structure, MV Agusta is in a very strong position – “arguably the strongest in its history” according to MV Agusta’s brand manager in Australia, Adam Beehag. The Sardarov family is taking back control of the company from KTM, removing it from any ongoing financial issues. In 2024 MV sold 4000 models worldwide, a 116 per cent growth on 2023. It also achieved a 99 per cent parts availability rate covering models up to seven years old. It aims to reach a target of 270 dealers/service outlets this year, while nine new models have been developed in the past 18 months. “MV Agusta is committed to working diligently to ensure the continued success of the marque well into the future,” Beehag told AMCN. “Our dedication to providing support to our customers and fans remains steadfast. We are enhancing our customer service initiatives to ensure that every MV Agusta owner receives the highest level of care and support. “In addition, we are excited about the upcoming release of several new products that showcase our commitment to innovation and excellence. “We look forward to a strong and prosperous future.” SPECIFICATIONS ENGINE Capacity 931cc Type Three-cylinder, DOHC, 12 valves Bore & stroke 81.0mm x 60.2mm Compression ratio 13.4:1 Cooling Liquid Fueling Integrated ignition-injection system with three injectors, Mikuni throttle bodies Transmission Six-speed Clutch Wet multi-disc hydraulic clutch Final drive Chain PERFORMANCE Power 91kW (124hp) @ 10,000 rpm (claimed) Torque 102Nm @ 7000rpm (claimed) Top speed 220km/h (claimed) Fuel consumption 4.7L/100km (tested) ELECTRONICS Type Not given Rider Aids Traction control, front lift control, torque control and launch control, Electronically Assisted Shift (MV EAS 4.0) two-way quickshifter Rider modes Urban, Touring and Off-Road– plus the option to set custom All-Terrain mapping CHASSIS Frame Main frame is a double beam cradle. Rear frame is a bolt-on trellis. High-tensile steel tubing is matched with forged components. Rake Not given Trail 118mm Wheelbase 1610mm SUSPENSION Type Sachs Front: 48mm upside down telescopic fork, rebound-compression damping and spring preload external and separate adjustment Rear: single shock absorber with rebound and compression damping and spring preload adjustment, 210mm travel WHEELS & BRAKES Wheels Spoked and tubeless with Takasago Excel aluminium hubs and rims Front: 2.15 x 21 Rear: 4 x 18 Tyres Bridgestone Battlax A41 Front: 90/90ZR21 Rear: 150/70ZR18 Brakes Brembo Continental MK100 ABS with rear wheel lift-up mitigation and cornering function Front: Dual 320mm floating discs, four-piston calipers Rear: Single 265mm disc, two-piston caliper DIMENSIONS Weight 235kg (dry claimed) Seat height 850mm or 870mm Width 980mm Length 2360mm Ground clearance 230mm Fuel capacity 20L SERVICING & WARRANTY Servicing First 1000km Minor: 7500km Major: 30,000km Warranty Four years, unlimited km BUSINESS END Price $35,495 (ride away) Test bike fitted with engine skid plate, crash bars kit and spotlight set – total ride away price, $37,447 Colour option Ago Red/Ago Silver CONTACT www.mvagusta.com/au/en The post ROAD TEST | MV Agusta Enduro Veloce appeared first on Australian Motorcycle News.

Ducati has opened the order books for its new Desmo450 MX motocross bike ahead of its local launch in September, despite the fact that the bike has yet to be fully revealed in production trim. The 2025 Ducati Desmo450 MX is priced from $16,300 in Australia, placing it towards the premium end of the category among its key competitor in the Triumph 450-RC that is set to launch this month from $16,995. Ducati has been developing its 450-class motocross model in premier-class competition since the start of 2014, giving the public its closest glimpse at the incoming model. As its name suggests, the Ducati Desmo450 MX is unique in that it will be the only in its class to feature a desmodromic valve control system. The Ducati Factory MX Team has also been competing with a 250-class motocross model which is expected to follow its 450 sibling to local showrooms in due course. The post Ducati reveals pricing for long-awaited motocross model appeared first on INFO MOTO. View full article

If good old-fashioned motorcycling is where it’s at for you, then the latest Classic 350 is hard to beat The LED headlight sits comfortably in a styling package that dates back to the 1950s One of the Classic 350’s most endearing assets is that it doesn’t feel like a small-capacity motorcycle. By that I mean it’s a bike that feels robust and roomy. Where motorcycles in this category can often feel small, narrow and light, the Royal Enfield is wide and weighty. It feels substantial as you’re perched atop its thick, plush seat reaching out to the ends of its wide handlebar. That’s the legacy of an ancestry we can trace back to the late 1940s, when the bike’s early predecessors – the Bullet 500 and Model G2 – were big bikes and cutting-edge. A useful little beast of burden around town, the Classic will happily whiz along on the speed limit out in the country In another way, it feels every bit a small-capacity motorcycle. The peak 15kW (20.2hp) and 27Nm available from the 349cc single-cylinder engine is hardly noteworthy, especially when you consider KTM can extract 120 per cent more power and 80 per cent more torque from a 399cc single with just a 14 per cent increase in cubes. Importantly, though, the thump and the feel of Royal Enfield’s 72mm x 85.8mm single is as much a part of the Classic 350’s character as that late-1940s styling – and it all works together to form a relaxed machine with a big personality celebrating the very essence of motorcycling. In any case, by comparing the latest from Royal Enfield to the latest from KTM we are soaring quickly into apples and oranges territory. It completely misses the point. Switchgear updates are a subtle feature of the new Classic The point of the Classic 350 goes far beyond just another retro-styled LAMS-approved option in an increasingly crowded and lucrative segment. For Royal Enfield’s domestic market of India, this bike is something of an icon – it’s their most popular model. In fact, the firm sells almost as many Classic 350s in a single month than Australia sells new roadbikes during an entire year. After the launch of the Meteor 350 in 2020, which marked the introduction of the J-Series engine to replace the ageing TwinSpark UCE 350 mill, a year later the Classic was the first bike in the existing 350 line-up to benefit from that update. Since then, we’ve seen it applied to the Bullet 350 and, most recently – although not currently available in Australia – to the custom-cruiser-styled Goan Classic 350 (see sidebar). A little bit old, a little bit new is the mantra chanted here A handful of years later and there has been a handful of more updates applied to the Classic 350, most of which are cosmetic to bring the bike in line with the rest of the fleet. The updates aren’t groundbreaking, but they rarely are in Royal Enfield’s world and that’s just the way they like to do things. But how these updates are applied across the model line-up does seem, to me anyway, a little convoluted. WHAT’S NEW The Classic 350 is split up into a five-tiered range depending on the paint finish (see sidebar), with individual features and updates then applied accordingly. Common to all five variants for 2025 are new grips and switchgear (including a USB-C charging port), as well as a new LED headlight and a gear-position indicator visible on the LCD section of the dash. The two top-tiered variants, comprising the Dark ($8690 ride away) and Chrome ($8790 ride away) options, gain further improvements in the form of the firm’s Tripper navigation pod, adjustable levers and clear-lens LED indicators. The three lower-tiered variants, which includes the Heritage ($7990 ride away), Heritage Premium ($8290 ride away) and Signals ($8390 ride away), have received orange-lens incandescent indicators, non-adjustable levers and a branded chrome blank sitting where the Tripper pod would otherwise be. It makes sense to me that not everyone would want the Tripper pod, and I even get that traditionalists would prefer the older-style indicators, but not giving every bike adjustable levers seems a bit pedantic, especially when the difference between the second and third tiers – which is the difference between getting the extra bits and pieces and not – is only a hundred bucks. Kel falls instantly in love with the Chrome version and, yes, it’s the most expensive! The only other differences you need to be aware of are that the Dark model gets cast wheels, where the Heritage, Heritage Premium, Signals and Chrome all roll on wire-spoked affairs, while the little chrome brow mounted atop the headlight appears only on the two Heritage tiers and the Chrome but is absent on the Dark and Signals variants. DOWN TO BUSINESS Whether the application of the updates across the range seems confusing or not doesn’t matter in the slightest once you’re cruising along some of your favourite roads on whatever version you’ve decided on. With that robustness I spoke of earlier comes a ride that’s stable, relaxed and predictable. The 19-inch front wheel adds to this lazy charm as you poke along to the beat of the single, pleasantly surprised by how many heads turn to admire the bike’s authentic retro styling. Royal Enfield has cleverly brought the traditional fork nacelle up to date for 2025 “Is this an antique motorcycle club?” one well-to-do woman asked me while we were stopped at Flinders Jetty in the southeastern corner of the Mornington Peninsula… All models roll on Ceat Zoom tyres, a 110/90-19 on the front and a reasonably narrow 120/80-18 on the rear, adding to the bike’s predictable handling characteristics. The 195kg of kerb weight (for the apples-and-oranges context, the Duke 390 is 30kg lighter) is suspended on a no-name, non-adjustable 41mm fork with 130mm of travel, which does a great job of the task it’s presented with. This isn’t surprising if you’ve seen what it’s asked to do on both the city and rural roads in India. Likewise, the rear’s pair of twin-tube shocks with six steps of adjustable preload and 90mm of travel don’t seem too flash on paper, but on even the worst-maintained roads in Australia you’ll be more than happy with their performance, given the type of riding you’ll be doing and the speed you’ll be travelling at. One of the best things about the Classic is that it doesn’t feel like a small and compromised learner bike The Classic 350 will sit on 110km/h all day long; you can reach 115km/h if you need it, but the 5km/h increase is the difference between a relatively happy engine and a busy and strained one. Acceleration is confident but unhurried, the ratios of the first four of the five-speed gearbox fairly evenly spaced, with fifth gear’s ratio quite high to get the most out of your relaxed Sunday cruise. There’s no tacho. Instead you’re met with a simple analogue speedo mounted into the headlight nacelle, sitting above a small but informative LCD screen that boasts a fuel gauge, a gear indicator, a clock and a consumption indicator, as well as a two trip meters and an odo. This is flanked by two similarly sized circles; to the left is the ignition and, depending on which version you’re riding, either a Tripper Navigation pod or a branded chrome cover. All models benefit from the addition of a USB-C charging port positioned at the bottom of the left-hand switchblock, too, as a result of the switchgear and grips update. All models benefit from updated switchgear for the 2025 model year PURE APPEAL With the introduction of the J-Series engine in 2021 came a much-improved braking package provided by ByBre, which remains the same today. A 300mm front disc replaced the 280mm unit, which is gripped by a twin-piston caliper, while a 270mm disc and single-piston caliper replaced a 153mm drum rear brake. Much like the suspension package, the result is satisfactory and well suited to both the application and price point. There’s the obligatory ABS on all models, a non-switchable two-channel system that’s neither intrusive or lean-angle sensitive, but there’s still nothing in the way of traction control or any other electronic gadgets, and that suits both the DNA of the bike and the price tag. The 19-inch front wheel helps the Classic cope with a variety of road conditions and riding styles There are two small parking lights sitting either side of the top of the new LED headlight. These are colloquially referred to as ‘tiger eyes’ in India and have been a feature on Royal Enfield models since the mid-1950s. To me, it’s these small but considered inclusions that really makes these largely inexpensive motorcycles uniquely authentic. If we’re talking authenticity, we need to talk about the colour-matched fork covers, the traditional sausage muffler, the extended fenders and stays, the keyed sidecover, the tank’s knee pads, the inclusion of a centrestand, the premium finish and the clever way the different versions can make one bike look so completely different. When you stop and think about how much market potential Royal Enfield can extract from a single affordable model, it’s easy to see why the brand is going from strength to strength. In terms of colour options, there’s pretty much something for everyone. From the dark and moody Stealth Black through to the classical and chrome-covered Emerald, there’s plain colours, two-tone options and even a military-inspired Commando Sand version. Starting at $7990 ride away for the plain-coloured Heritage versions and peaking at $8790 for the Chrome version, the Classic 350 is a really solid motorcycle for the money, backed by a three-year warranty and three years roadside assist. If you’re a rider who prioritises the essence of motorcycling over the thrill and adrenaline that comes with higher-powered machines, and you’re watching your pennies, then the Classic 350 might be your bag. Royal Enfield has once again done a terrific job of balancing modern features and an entry-level price with that rich and unrivalled legacy. PROS – Authentic, inexpensive and a total celebration of back-to-basics motorcycling. CONS – For the small price difference, all models should have received all updates. The 2025 Classic 350 line-up Heritage $7990 (ride away) Features – New grips, switchgear, USB-C port, LED headlight and gear-position indicator. Colour options – Madras Red or Jodhpur Blue. Heritage Premium $8290 (ride away) Features – New grips, switchgear, USB-C port, LED headlight, headlight brow and gear-position indicator. Colour options – Medallion Bronze Signals $8390 (ride away) Features – New grips, switchgear, USB-C port, LED headlight and gear-position indicator. Colour options – Commando Sand Dark, $8690 (ride away) Features – New grips, switchgear, USB-C port, LED headlight, gear-position indicator, Tripper navigation, adjustable levers, LED indicators and cast wheels. Colour options – Gun Grey or Stealth Black Chrome, $8790 (ride away) Features – New grips, switchgear, USB-C port, LED headlight, gear-position indicator, Tripper navigation, adjustable levers, headlight brow and LED indicators. Colour options – Emerald BOBBER HOPE APE-HANGERS and white-wall tyres aren’t features many Australians would associate with the Royal Enfield brand, but they’re all features of a Classic 350 derivative called the Goan Classic 350. Speaking to the custom-cruiser scene, the 18-inch rear wheel of the standard Classic 350 is replaced with a 16-inch hoop for a more squat rear-end, it’s got a 55mm lower seat height, an ape-ish U-style handlebar and the cross-spoke rims allow for tubeless tyres. It’s available in lairy colour schemes – think metallic purple, red with pinstripes, teal and orange, as well as a tough black option – and it’s yet another example of how Royal Enfield can cleverly forge many different models from a single platform. According to Royal Enfield Australia, it’s not 100 per cent decided on whether it will introduce the Goan model to the Aussie market, but they did reveal it would probably only be in small numbers if it did. SPECIFICATIONS Engine Capacity 349cc Type Single-cylinder, SOHC, two valves Bore & stroke 72mm x 85.8mm Compression ratio 9.5:1 Cooling Air/oil Fueling EFI Transmission Five-speed Clutch Wet, multi-plate Final drive Chain Performance Power 14.87kW (20.2hp) @ 6100rpm (claimed) Torque 27Nm @ 4000rpm (claimed) Top speed 115km/h (measured) Fuel consumption 2.7L/100km (claimed) electronics Type Not applicable Rider aids Two-channel ABS Rider modes Not applicable CHASSIS Frame material Steel Frame type Twin-downtube cradle Rake Not given Trail Not given Wheelbase 1390mm suspension Type RE Front: 41mm telescopic fork, non-adjustable, 130mm travel Rear: 2 x twin-tube emulsion shock absorbers with six-step adjustable preload, 90mm travel wheels & brakes Wheels Spoked/tubed or Alloy/tubeless Front: 19 x 2.15 Rear: 18 x 3.0 Tyres Ceat Zoom Front: 100/90-19 Rear: 120/80-18 Brakes ByBre, ABS Front: Single 300mm disc, twin-piston caliper Rear: Single 270mm disc, single-piston caliper dimensions Weight 195kg (kerb, claimed) Seat height 805mm Width 785mm Height 1090mm Length 2145mm Ground clearance 170mm Fuel capacity 13L servicing & warranty Servicing First: 1000km Minor: 5000km Major: 10,000km Warranty Three years, unlimited kilometres business end Price From $7990 (ride away) Colour options Emerald, Stealth Black, Gun Grey, Commando Sand, Medallion Bronze, Jodhpur Blue or Madras Red Contact www.royalenfield.com.au The post AUSSIE LAUNCH | 2025 Royal Enfield Classic 350 appeared first on Australian Motorcycle News.

If good old-fashioned motorcycling is where it’s at for you, then the latest Classic 350 is hard to beat The LED headlight sits comfortably in a styling package that dates back to the 1950s One of the Classic 350’s most endearing assets is that it doesn’t feel like a small-capacity motorcycle. By that I mean it’s a bike that feels robust and roomy. Where motorcycles in this category can often feel small, narrow and light, the Royal Enfield is wide and weighty. It feels substantial as you’re perched atop its thick, plush seat reaching out to the ends of its wide handlebar. That’s the legacy of an ancestry we can trace back to the late 1940s, when the bike’s early predecessors – the Bullet 500 and Model G2 – were big bikes and cutting-edge. A useful little beast of burden around town, the Classic will happily whiz along on the speed limit out in the country In another way, it feels every bit a small-capacity motorcycle. The peak 15kW (20.2hp) and 27Nm available from the 349cc single-cylinder engine is hardly noteworthy, especially when you consider KTM can extract 120 per cent more power and 80 per cent more torque from a 399cc single with just a 14 per cent increase in cubes. Importantly, though, the thump and the feel of Royal Enfield’s 72mm x 85.8mm single is as much a part of the Classic 350’s character as that late-1940s styling – and it all works together to form a relaxed machine with a big personality celebrating the very essence of motorcycling. In any case, by comparing the latest from Royal Enfield to the latest from KTM we are soaring quickly into apples and oranges territory. It completely misses the point. Switchgear updates are a subtle feature of the new Classic The point of the Classic 350 goes far beyond just another retro-styled LAMS-approved option in an increasingly crowded and lucrative segment. For Royal Enfield’s domestic market of India, this bike is something of an icon – it’s their most popular model. In fact, the firm sells almost as many Classic 350s in a single month than Australia sells new roadbikes during an entire year. After the launch of the Meteor 350 in 2020, which marked the introduction of the J-Series engine to replace the ageing TwinSpark UCE 350 mill, a year later the Classic was the first bike in the existing 350 line-up to benefit from that update. Since then, we’ve seen it applied to the Bullet 350 and, most recently – although not currently available in Australia – to the custom-cruiser-styled Goan Classic 350 (see sidebar). A little bit old, a little bit new is the mantra chanted here A handful of years later and there has been a handful of more updates applied to the Classic 350, most of which are cosmetic to bring the bike in line with the rest of the fleet. The updates aren’t groundbreaking, but they rarely are in Royal Enfield’s world and that’s just the way they like to do things. But how these updates are applied across the model line-up does seem, to me anyway, a little convoluted. WHAT’S NEW The Classic 350 is split up into a five-tiered range depending on the paint finish (see sidebar), with individual features and updates then applied accordingly. Common to all five variants for 2025 are new grips and switchgear (including a USB-C charging port), as well as a new LED headlight and a gear-position indicator visible on the LCD section of the dash. The two top-tiered variants, comprising the Dark ($8690 ride away) and Chrome ($8790 ride away) options, gain further improvements in the form of the firm’s Tripper navigation pod, adjustable levers and clear-lens LED indicators. The three lower-tiered variants, which includes the Heritage ($7990 ride away), Heritage Premium ($8290 ride away) and Signals ($8390 ride away), have received orange-lens incandescent indicators, non-adjustable levers and a branded chrome blank sitting where the Tripper pod would otherwise be. It makes sense to me that not everyone would want the Tripper pod, and I even get that traditionalists would prefer the older-style indicators, but not giving every bike adjustable levers seems a bit pedantic, especially when the difference between the second and third tiers – which is the difference between getting the extra bits and pieces and not – is only a hundred bucks. Kel falls instantly in love with the Chrome version and, yes, it’s the most expensive! The only other differences you need to be aware of are that the Dark model gets cast wheels, where the Heritage, Heritage Premium, Signals and Chrome all roll on wire-spoked affairs, while the little chrome brow mounted atop the headlight appears only on the two Heritage tiers and the Chrome but is absent on the Dark and Signals variants. DOWN TO BUSINESS Whether the application of the updates across the range seems confusing or not doesn’t matter in the slightest once you’re cruising along some of your favourite roads on whatever version you’ve decided on. With that robustness I spoke of earlier comes a ride that’s stable, relaxed and predictable. The 19-inch front wheel adds to this lazy charm as you poke along to the beat of the single, pleasantly surprised by how many heads turn to admire the bike’s authentic retro styling. Royal Enfield has cleverly brought the traditional fork nacelle up to date for 2025 “Is this an antique motorcycle club?” one well-to-do woman asked me while we were stopped at Flinders Jetty in the southeastern corner of the Mornington Peninsula… All models roll on Ceat Zoom tyres, a 110/90-19 on the front and a reasonably narrow 120/80-18 on the rear, adding to the bike’s predictable handling characteristics. The 195kg of kerb weight (for the apples-and-oranges context, the Duke 390 is 30kg lighter) is suspended on a no-name, non-adjustable 41mm fork with 130mm of travel, which does a great job of the task it’s presented with. This isn’t surprising if you’ve seen what it’s asked to do on both the city and rural roads in India. Likewise, the rear’s pair of twin-tube shocks with six steps of adjustable preload and 90mm of travel don’t seem too flash on paper, but on even the worst-maintained roads in Australia you’ll be more than happy with their performance, given the type of riding you’ll be doing and the speed you’ll be travelling at. One of the best things about the Classic is that it doesn’t feel like a small and compromised learner bike The Classic 350 will sit on 110km/h all day long; you can reach 115km/h if you need it, but the 5km/h increase is the difference between a relatively happy engine and a busy and strained one. Acceleration is confident but unhurried, the ratios of the first four of the five-speed gearbox fairly evenly spaced, with fifth gear’s ratio quite high to get the most out of your relaxed Sunday cruise. There’s no tacho. Instead you’re met with a simple analogue speedo mounted into the headlight nacelle, sitting above a small but informative LCD screen that boasts a fuel gauge, a gear indicator, a clock and a consumption indicator, as well as a two trip meters and an odo. This is flanked by two similarly sized circles; to the left is the ignition and, depending on which version you’re riding, either a Tripper Navigation pod or a branded chrome cover. All models benefit from the addition of a USB-C charging port positioned at the bottom of the left-hand switchblock, too, as a result of the switchgear and grips update. All models benefit from updated switchgear for the 2025 model year PURE APPEAL With the introduction of the J-Series engine in 2021 came a much-improved braking package provided by ByBre, which remains the same today. A 300mm front disc replaced the 280mm unit, which is gripped by a twin-piston caliper, while a 270mm disc and single-piston caliper replaced a 153mm drum rear brake. Much like the suspension package, the result is satisfactory and well suited to both the application and price point. There’s the obligatory ABS on all models, a non-switchable two-channel system that’s neither intrusive or lean-angle sensitive, but there’s still nothing in the way of traction control or any other electronic gadgets, and that suits both the DNA of the bike and the price tag. The 19-inch front wheel helps the Classic cope with a variety of road conditions and riding styles There are two small parking lights sitting either side of the top of the new LED headlight. These are colloquially referred to as ‘tiger eyes’ in India and have been a feature on Royal Enfield models since the mid-1950s. To me, it’s these small but considered inclusions that really makes these largely inexpensive motorcycles uniquely authentic. If we’re talking authenticity, we need to talk about the colour-matched fork covers, the traditional sausage muffler, the extended fenders and stays, the keyed sidecover, the tank’s knee pads, the inclusion of a centrestand, the premium finish and the clever way the different versions can make one bike look so completely different. When you stop and think about how much market potential Royal Enfield can extract from a single affordable model, it’s easy to see why the brand is going from strength to strength. In terms of colour options, there’s pretty much something for everyone. From the dark and moody Stealth Black through to the classical and chrome-covered Emerald, there’s plain colours, two-tone options and even a military-inspired Commando Sand version. Starting at $7990 ride away for the plain-coloured Heritage versions and peaking at $8790 for the Chrome version, the Classic 350 is a really solid motorcycle for the money, backed by a three-year warranty and three years roadside assist. If you’re a rider who prioritises the essence of motorcycling over the thrill and adrenaline that comes with higher-powered machines, and you’re watching your pennies, then the Classic 350 might be your bag. Royal Enfield has once again done a terrific job of balancing modern features and an entry-level price with that rich and unrivalled legacy. PROS – Authentic, inexpensive and a total celebration of back-to-basics motorcycling. CONS – For the small price difference, all models should have received all updates. The 2025 Classic 350 line-up Heritage $7990 (ride away) Features – New grips, switchgear, USB-C port, LED headlight and gear-position indicator. Colour options – Madras Red or Jodhpur Blue. Heritage Premium $8290 (ride away) Features – New grips, switchgear, USB-C port, LED headlight, headlight brow and gear-position indicator. Colour options – Medallion Bronze Signals $8390 (ride away) Features – New grips, switchgear, USB-C port, LED headlight and gear-position indicator. Colour options – Commando Sand Dark, $8690 (ride away) Features – New grips, switchgear, USB-C port, LED headlight, gear-position indicator, Tripper navigation, adjustable levers, LED indicators and cast wheels. Colour options – Gun Grey or Stealth Black Chrome, $8790 (ride away) Features – New grips, switchgear, USB-C port, LED headlight, gear-position indicator, Tripper navigation, adjustable levers, headlight brow and LED indicators. Colour options – Emerald BOBBER HOPE APE-HANGERS and white-wall tyres aren’t features many Australians would associate with the Royal Enfield brand, but they’re all features of a Classic 350 derivative called the Goan Classic 350. Speaking to the custom-cruiser scene, the 18-inch rear wheel of the standard Classic 350 is replaced with a 16-inch hoop for a more squat rear-end, it’s got a 55mm lower seat height, an ape-ish U-style handlebar and the cross-spoke rims allow for tubeless tyres. It’s available in lairy colour schemes – think metallic purple, red with pinstripes, teal and orange, as well as a tough black option – and it’s yet another example of how Royal Enfield can cleverly forge many different models from a single platform. According to Royal Enfield Australia, it’s not 100 per cent decided on whether it will introduce the Goan model to the Aussie market, but they did reveal it would probably only be in small numbers if it did. SPECIFICATIONS Engine Capacity 349cc Type Single-cylinder, SOHC, two valves Bore & stroke 72mm x 85.8mm Compression ratio 9.5:1 Cooling Air/oil Fueling EFI Transmission Five-speed Clutch Wet, multi-plate Final drive Chain Performance Power 14.87kW (20.2hp) @ 6100rpm (claimed) Torque 27Nm @ 4000rpm (claimed) Top speed 115km/h (measured) Fuel consumption 2.7L/100km (claimed) electronics Type Not applicable Rider aids Two-channel ABS Rider modes Not applicable CHASSIS Frame material Steel Frame type Twin-downtube cradle Rake Not given Trail Not given Wheelbase 1390mm suspension Type RE Front: 41mm telescopic fork, non-adjustable, 130mm travel Rear: 2 x twin-tube emulsion shock absorbers with six-step adjustable preload, 90mm travel wheels & brakes Wheels Spoked/tubed or Alloy/tubeless Front: 19 x 2.15 Rear: 18 x 3.0 Tyres Ceat Zoom Front: 100/90-19 Rear: 120/80-18 Brakes ByBre, ABS Front: Single 300mm disc, twin-piston caliper Rear: Single 270mm disc, single-piston caliper dimensions Weight 195kg (kerb, claimed) Seat height 805mm Width 785mm Height 1090mm Length 2145mm Ground clearance 170mm Fuel capacity 13L servicing & warranty Servicing First: 1000km Minor: 5000km Major: 10,000km Warranty Three years, unlimited kilometres business end Price From $7990 (ride away) Colour options Emerald, Stealth Black, Gun Grey, Commando Sand, Medallion Bronze, Jodhpur Blue or Madras Red Contact www.royalenfield.com.au The post AUSSIE LAUNCH | 2025 Royal Enfield Classic 350 appeared first on Australian Motorcycle News.

It floats like a butterfly and stings like a bee – but it’s the price that will cause all the buzz We usually kick off a road test by highlighting a bike’s exciting technical updates and innovations. But with the all-new Honda CB1000 Hornet SP, the real headline is its price. Somehow, Honda has managed to bring a 155hp naked bike to Australia for well under $20,000… $17,799, to be precise, plus on-road costs. And if that’s not impressive enough, there’s also a non-SP version of the CB1000 Hornet – although sadly that won’t be making it to our shores – that costs a couple of grand less! We can practically hear the Honda dealers celebrating not just across the country but right around the world. Hornet headlight styling is a statement of its own Honda brought back the Hornet brand in 2023 with the CB750, a competitively priced middleweight that quickly became Europe’s best-selling naked bike of that year. Following up with the CB500 Hornet last year, the 1000 completes the Hornet line-up. There are two versions available overseas: the base model and the sportier SP. Both share the same twin-spar frame, fully adjustable Showa 41mm USD fork, wheels, rubber (Bridgestone S22 or Dunlop Sportmaxx Roadsport 2), electronics and rider aids. The SP adds an Öhlins TTX shock, Brembo Stylema brakes, an up-and-down quickshifter, and is only available in black. While both bikes share the same Fireblade-derived engine, the SP gets a nifty exhaust valve, bumping peak power to 115.6kW (155hp) compared to the base model’s 112kW. Fireblade engine has been retuned for more torque and real-world riding. Brilliant! Honda invited our international test-rider, Chad, to southern Spain to put the SP version through its paces. Could he figure out how they managed to deliver such high performance at such an affordable price? Here’s his answer. TAKING FLIGHT I remember the original Hornets – the 600 based on the CBR600 and the 900 based on the Fireblade. Both were fun and popular, although neither was particularly emotive. But the 2025 CB1000 SP is different. Its sleek black paint, gold wheels and Öhlins cycle parts hit all the right notes for a sporty vibe. The design follows the Hornet tradition – broad in the front, slim in the middle, beefy at the rear – shaped like a hornet when viewed from above. The black-and-gold combo feels like a nostalgic nod to a time when those colours signified luxury and speed. Despite a few cost-saving details, the bike still feels premium for a machine priced under $18k. Once on the bike, you’ll find a simple, understated cockpit with intuitive switchgear and a 5-inch colour TFT dash that includes Honda’s RoadSync connectivity. The tank has the signature Hornet flare at the front but tapers neatly at the knees, while the one-piece ’bars put you in a comfortable yet engaged riding position. The Showa fork-top adjusters add a touch of quality to the set-up. Quickshifter is cool as well as making a whole lot of sense on a performance bike like this As for rider aids, the Hornet keeps things simple with three riding modes (Standard, Sport and Rain) and two customisable User modes. There are also three levels of switchable HSTC traction control, plus engine power and braking modes. The ABS can’t be adjusted, and there’s no IMU (so no lean-sensitive traction control or cornering ABS). I started in Sport mode and, while the throttle response felt a bit snappy, it’s possible that the Hornet’s abundant low-end torque made it feel sharper than it is. For city riding, Standard mode is a smoother choice. WEIGHT FOR IT Despite the SP’s 212kg weight, it feels incredibly nimble, especially in traffic. The light steering and narrow seat make it easy for shorter riders to plant both feet on the ground. Once we left the traffic behind and hit the mountain roads around Benidorm, the engine – derived from the 2017 Fireblade – came into its own. The 999cc inline-four produces its claimed 115.6kW at 11,000rpm and 107Nm of torque at 9000rpm. While peak power is lower than the 2017 Blade’s 141kW, the torque comes on much earlier in the rev range, making it far more usable for street riding. Showa fork is fully adjustable The power delivery is punchy and satisfying, especially in the mid-range. The engine has a raw, aggressive character that’s refreshing for a naked bike. The exhaust note is loud and raucous – definitely more exciting than you’d expect for a naked bike at this price. The handling is agile, with quick direction changes and a composed chassis. Despite its size, the Hornet feels as flickable as many middleweight bikes. The Bridgestone S22 tyres grip well, providing plenty of confidence for knee-down corners, and the ground clearance is ample –only on a racetrack would you likely scrape the pegs. Öhlins TTX rear shock makes the SP stand out in the cafe crowd STOP AND GO The SP’s Brembo brakes offer strong stopping power, but at high speed I felt they lacked the bite I’ve experienced on other bikes with Brembo Stylema calipers. It could be due to the master cylinder, pads or even the bike’s weight. Regardless, they provide a smooth, confident feel. One downside is the traction control, which is overly sensitive and can’t be turned off while riding. It also resets to its default setting when the ignition is switched off and on again. For experienced riders, it can feel intrusive, especially when it kicks in unexpectedly, such as when the front wheel lifts over a crest. That said, the TC is reassuring for newer riders. Looks kinda custom cool but that’s the standard rear light and licence bracket With traction control off, the Hornet becomes even more playful, easily lifting the front wheel. The throttle feels smoother at higher revs, and the bike performs well even when pushed hard. Despite its sharp steering, it remains stable and composed, even at a fast pace. Overall, the 2025 CB1000 Hornet SP feels capable both for spirited rides on mountain roads and daily use. The ride is comfortable, with minimal engine vibration at high revs, and it offers optional extras like heated grips and luggage. While the mirrors are a bit small and the dash lacks the flashiness of some competitors, the overall build quality is impressive for the price. Smooth operator… attention to detail can be seen throughout What really sets the Hornet apart, though, is that price. Packing this much performance, it’s a serious contender against such rivals as Yamaha’s MT-09 SP, Kawasaki’s Z1000 and maybe even Triumph’s Speed Triple 1200 RS. For anyone considering those bikes, the CB1000 Hornet SP offers big thrills at a price that’s very hard to beat. VERDICT Sometimes, verdicts take hours or even days to finalise, but not this time. For under $18k, the 115.6kW Hornet SP offers outstanding value. In fact, looking at the competition, nothing comes close. Even if Honda increased the price by a few thousand dollars, it would still be a top-tier bike. Minimalist view from the saddle proves this is a bike with as much go as show The re-tuned 2017 Fireblade engine gives the Hornet exceptional real-world performance, with a strong mid-range and plenty of top-end power for an exciting ride – and it sounds fantastic too. Handling is superb, with light yet predictable steering and a stable, composed chassis – a balance that’s tough to achieve. Sure, the rider aids aren’t as advanced as some rivals, the Brembo Stylema brakes could offer a bit more bite, and the throttle can feel a little snappy in Sport mode. Honda has faced criticism in recent years for being too conservative with its streetfighter nakeds – leaving the party early before things get too wild. But the new Hornet is here to stay until dawn. It’s got loads of character, a great look and undeniable ‘wow’ factor. Not bad at all for less than $18,000. Strong mid-range and plenty of top-end power makes for an exciting ride in real-world road conditions. So it should be well-suited to Aussie conditions. We’ll let you know as soon as we get our hands on one Down Under! PROS – Torque tune provides perfect road performance, there’s superb handling and a huge ‘wow’ factor in looks. CONS – Traction control is overly sensitive and can’t be turned off while riding. Brakes lack a bit of bite. THE STANDARD ONE At the scheduled lunch stop, we grabbed the opportunity to take the standard version for a quick spin. The base bike is $2k cheaper than the SP, with 5bhp less peak power, no quickshifter as standard, Nissin radial front brake calipers and a Showa rear shock with pre-load and compression damping only. However, wheels, tyres, frame, gearbox ratios, rider aids, riding modes and TFT display are all identical. On our brief ride, I didn’t miss the extra power and torque of the SP but I did miss the up-and-down quickshifter, which can be added to the standard model. Handling was still light and impressive, and the difference between the Brembo and Nissin stoppers wasn’t much closer than I was expecting. If you had no intention of going on track then you’d be more than happy and save two grand in the process. I’d certainly recommend the quickshifter, though. But, let’s face it, if you are going to fork out for the shifter, you may as well go the whole hog and spend a bit more for the Brembos and Öhlins glitz too! So you Aussies are on a winner! THREE RIVALS Yamaha MT-09sp $21,199 (ride away) Kawasaki Z1000 $20,048 (ride away) Triumph Speed Triple 1200 RS $28,990 (ride away) SPECIFICATIONS Engine Capacity 1000cc Bore x Stroke 76mm x 55.1mm Engine layout Inline four Engine details Water cooled, 4v per cylinder. DOHC 4-stroke Performance Power 115.6kW (155bhp) @11,000rpm Torque 107Nm @ 9000 rpm Transmission 6 speed – chain drive Average fuel consumption 5.9/100km 48mpg quoted. 52mpg tested Tank size 17 litres electronics Rider aids TC and ABS. 5 modes, Standard, Rain, Sport and 2 x user. CHASSIS Frame Twin spar suspension Front suspension Showa 41mm inverted fork, 118mm travel Front suspension fully adjustable Rear suspension Öhlins TTX36 single unit; 139mm travel Rear suspension fully adjustable wheels & brakes Front brake 2 x 310mm Brembo Stylema M4.30. std ABS Rear brake 240mm Nissin single-piston floating caliper, std ABS Front wheel / tyre120/70×17 Bridgestone Battlax Hypersport S22/Dunlop Sportmaxx Roadsport 2 Rear wheel / tyre 180/55-17 Bridgestone Battlax Hypersport S22/Dunlop Sportmaxx Roadsport 2 Dimensions (LxWxH) 2140mm/790mm/1085mm Wheelbase 1455mm Seat height 809mm Weight 212kg (wet) business end Price $17,799 + ORC Contact motorcycles.honda.com.au The post FIRST RIDE | Honda Hornet CB1000 SP appeared first on Australian Motorcycle News.

Troy Herfoss snatched the King of the Baggers crown for Indian on US racetracks. But can the Challenger also rule the roost on Aussie roads? For those of us who grew up admiring thunderous Yank cruisers, seeing the Indian’s Challenger Limited in the flesh for the first time feels a bit like meeting a rock idol. It’s a gleaming edifice of American grunt on two wheels – purpose-built for conquering the sort of sun-blasted vistas that Australia has in abundance. Feel the ground shake as this torque monster blasts past with the stereo on full volume Unlike the lumbering heavyweight cruisers of yore though, this bagger comes fitted with enough electronics to rival a JB Hi-Fi store, along with a level of comfort that’ll make you wonder whether your favourite old recliner might be destined for the nature strip. As always in the cruiser segment, there’s a big HD-badged elephant in the room. But, If Indian is the Joe Frasier to Harley-Davidson’s Ali, the Challenger might just have landed a mighty left hook. At a shade under 45 grand, it ain’t cheap, but nothing about this bike feels cut-price – it’s a premium tourer dripping in presence and features. In fact, if you’re a bit shy or like to remain inconspicuous, you might want to look elsewhere. In Sunset Red metallic paint the Challenger is not a bike that flies under the radar, especially sporting the custom ‘King of the Baggers’ decal kit on this example. If you’d have asked me previously whether race stickers would look right on a 381kg (fully fuelled) bagger, I might have asked whether you’d skipped your meds. But somehow they complement the Challenger’s swooping lines and dip-your-finger-in-deep paint bloody nicely. The other factor that gives it such a big presence is that it’s, well, BIG. Like properly large. It pays to think ahead when parking, unless you fancy a roadside strength training session, as manoeuvring this 2.5m-long behemoth on an incline or in tight parking spots is no small task. Wherever you pull up though, it draws a crowd like a Bunnings sausage sizzle. Carrying a big stick Since 2019 the Challenger has been powered by the new generation 1,768cc ‘PowerPlus’ liquid-cooled V-Twin, packing overhead camshafts and four valves per cylinder. Future iterations will have the larger 112 cubic inch version as an option, but even at the smaller capacity the PowerPlus engine comfortably outdoes the Milwaukee-Eight Harley-Davidson’s unit, with 178Nm at 3800rpm and 90kW. In case you need a quick history lesson… Being liquid cooled means there’s less heat and vibration than some cruisers saddle you with, which can become tedious. On the flipside, while the PowerPlus engine has a rich, smooth burble, it does at times feel almost too civilised, like it’s saying “excuse me” instead of bellowing “outtamyway!”. On longer journeys that could prove less wearing, and a louder set-up might drown out the audio from the speakers situated either side of the dash, but I’d be shopping for a set of fruitier-sounding mufflers if it were mine. Nothing too obnoxious – but something with the soundtrack to match the bagger’s rock’n’roll aesthetic. It’s fun to walk softly and carry a big stick sometimes, but in this case I’d prefer to stomp a bit more assertively. That doesn’t detract at all from the performance though. In Sport mode, with the merest suggestion of throttle, the Challenger launches forward like a Red Angus bull at a gate. It doesn’t exactly feel sluggish in Standard mode either, although the traction control steps in earlier to keep things tidy. As you might expect, the TC becomes very vigilant in Rain mode with the power and throttle response curtailed, but I doubt most would find it necessary unless a hailstorm hits or something, at which point it might be time to duck into a servo anyway. Baggerin’ it up! On highways, the big V-twin throbs along effortlessly, with barely 2500rpm registering on the tacho at 100km/h, and a thick, meaty band of low-down torque means you don’t need to shuffle up and down the box to accomplish an overtake. Fuel consumption is respectable, averaging around 6L/100km over a variety of country and city blacktop, which adds up to a cruising range of around 350km from the 22.7 litre tank. The fuel readout’s attempts to calculate the usable fuel range seemed a little optimistic at times though. On one blast home from Phillip Island, the suggested distance-to-empty dropped from 70km to 30km in what felt like the blink of an eye, so it’s probably worth refuelling with a bit of margin for error; this is NOT a bike you’ll want to push far if you get caught short. Indian is No.1 in the King of the Baggers, thanks to Troy Herfoss Saddle up Cruisers live and die on their ability to keep you comfortable over the long haul, and the Challenger absolutely nails the touring brief. If there were awards handed out for posterior-pampering seats, this saddle would have to be on the shortlist. It’s wide and nicely cushioned, and the bolster at the back combined with the tall, swept-back ’bars and forward-positioned floorboards meant my back didn’t end up bowed like a hissing cat’s spine by day’s end. Generous panniers let you pack a pile of stuff for a weekend away There’s also an electronically adjustable windshield that deploys with the simple click of a button – or a double tap in either direction if you want it to wind completely in or out. In its fully raised setting it deflects windblast away from your head and shoulders very effectively, which also makes it easier to hear the in-built speakers at speed. Drop it back down and the result is a lower, meaner look that also lets a bit more breeze through when you want some air. Shmick. Wind protection is generally excellent whatever position the screen is in, even in crosswinds that would have lesser bikes feeling skittish, with the Challenger just bullying its way through the elements as the rider sits in a cocoon of calm. One side effect of this is that you can easily creep above the speed limit while you’re sailing serenely through the countryside, especially with the way the engine nonchalantly dishes up those 178Nm. Thankfully, the constabulary were understanding of that fact when they pinged me in that very circumstance as I was returning the Challenger back to Indian HQ! A mountain of torque can get you into a whole heap of trouble with the law if you don’t keep an eagle-eye on the speedo… Weirdly fun in corners The Challenger feels just as confident and stable when you point it up a bendy bit of bitumen, helped no doubt by its stiff, cast-aluminium frame and inverted front fork. In Sport mode, it feels on its toes and ready to rumble at a moment’s notice, and there’s something gloriously righteous about slinging the big bagger through a set of sweepers. The IMU-linked TC allows the rear to step out a little when you give it a big handful out of slow turns as well, although the tanker-like wheelbase ensures it feels playful rather than snappy. Laidback or laid over, the Challenger takes it all in its stride. Just be mindful that bits of metal grinding away on the tarmac are warnings signs you are reaching the limit of your cornering options Don’t get me wrong, not even Troy Herfoss would attempt to throw this thing around with the same abandon as his KOTB-spec racebike. The way the pros get those monsters to laugh at the laws of physics is akin to watching an A380 pilot doing barrel rolls, but there’s a huge amount of work that goes into those rockets to make that possible (see Bagger Tricks). Still, the competent chassis feel makes it easy to touch the floorboards down on the tarmac when you want to. There’s 31 degrees of lean available, which feels like plenty on a beast this size, but it also pays to remember that once you hear scraping, you haven’t got a lot of options if the corner suddenly tightens. Flinging sparks into the Aussie undergrowth probably isn’t the best idea anyway, but it is stupidly fun. Brembo brakes do a good job of pulling up a 380kg cruiser The Brembo stoppers strike a good balance of lever feel and modulation on a machine of this ilk as well. I did hit the anchors pretty hard when I almost missed a turnoff at one point, and the four-pot front, two-pot rear calipers were up to the job. But with the best part of 500kg to haul up by the time you throw the rider and some luggage on, you’re never going to stop on a sixpence. This is not the machine you buy to trail-brake sideways into corners. Deceptively high tech American baggers must walk the tightrope of retaining their charming, old-school charisma while having all the latest tech cleverly integrated in such a way that it doesn’t dilute the ride experience. A big engine and a brash attitude is no longer enough, and the Challenger comes filled to the brim with a mind-boggling degree of sophistication. The Ride Command touchscreen lets you access Apple Carplay, music controls, navigation, ride mode settings and trip statistics Standard equipment includes Indian’s 7-inch touchscreen dash, a trio of riding modes, a USB cable inside a handy phone compartment, cylinder deactivation, keyless ignition, cruise control and lean-sensitive rider-assist systems, such as cornering ABS and traction control. The Ride Command touchscreen also gives you ready access to Apple Carplay, music controls, navigation, ride mode settings and trip statistics. It’s intuitive and glove-friendly, so even the fattest of fingers should find it straightforward to navigate. I did find the indicator button a little close to the radio control on the left switchblock, which resulted in some random radio blasts every now and then, although that’s something I’m sure owners will get used to. The speakers and touchscreen are cleverly integrated into a massive dashboard Speaking of the radio, with the volume fully cranked the speakers are fairly clear up to around 80km/h even with a full-face helmet, although I feel a bit strange broadcasting my song selections to the world at large. Not that I’m embarrassed about my taste in music, which is sounding more like a golden oldies playlist as time goes by, but I’m not someone who tends to blast tunes out of my car stereo with the windows down either. Beyond 100km/h the audibility drops markedly even with the screen up, and I much prefer the sound quality through my bluetooth helmet system. Final word If you’re looking for a giant slab of American cruising muscle that boasts premium tech, storage and mile-munching comfort, the Challenger is hard to beat. A reversing function might be nice to make parking a bit less of a chore, the exhaust could have a bit more of a war cry, it lacks heated grips and I’m lazy enough that I’d always take a quickshifter in this price range, but that’s about all there is to quibble about. Pillion footpeg is where the rearsets would be on the race bagger As for whether the Challenger has overtaken the Road Glide as the heavyweight US of A bagger champion on Aussie roads, it’s obviously hard to say without a back-to-back test. But I will say that while the Road Glide sounds a bit rortier, I prefer the Challenger’s seat, performance, styling and infotainment, plus it’s also a smidge cheaper… So a points victory perhaps? Anyone with a premium bagger on their shopping list is doing themselves a disservice if they don’t have a go on the Challenger, that’s for sure. By the way, if you’d like to add a KOTB-inspired decal kit to your Challenger, there’s sadly no option available. But Indian do say they’ll gladly help out customers who’d like to give their bike the full ‘Herf’ treatment. Bagger tricks Want to race your Challenger? Better up your credit card limit and get out the angle grinder. Roland Sands racing starts with the following items: ENGINE & PERFORMANCE • 112ci (1834cc) engine upgrade (from 108ci stock) • Maxx ECU for race tuning • Custom intake (S&S Cycle) • One-off two-into-one exhaust system (S&S Cycle) • K&N air filter and oil filter • Endurance Adler slipper clutch • Translogic quickshifter CHASSIS & FRAME • Ground-back front sections of the aluminium frame for geometry improvements • Raised S&S rear-sets for increased cornering clearance • Smaller lithium-ion battery in a high-mounted S&S battery box SUSPENSION • Sachs front fork (from Indian FTR1200) with GP Suspension cartridge kit • S&S triple clamps with adjustable offset • Öhlins TTX race shock (rear) • RSD adjustable ride height linkage rod • Stock swingarm with welded race stand mounts WHEELS & TIRES • 17in RSD aluminum race wheels • Dunlop KR448 front slick tire • Dunlop KR451 rear slick tire BRAKING SYSTEM • Front: Brembo M4 Monobloc calipers • Front: Floating discs from a Ducati Panigale • Front: Brembo 19RCS Corsa Corta master cylinder • Rear: Brembo P34 caliper on an S&S Cycle mount • Rear: Serie Oro floating disc • Rear: Beringer master cylinder • Rear: Racetorx thumb brake • Spiegler brake hoses BODYWORK & FAIRINGS • Stock Challenger fairing remounted with S&S Cycle stays • Klock Werks windscreen • Faux headlight decals • Saddlemen seat and tail unit • Airtech Streamlining fibreglass rear fender • Airtech fibreglass panniers (lighter and slimmer than stock) • Indian FTR1200 front fender ELECTRONICS & CONTROLS • Aim MXm dash with data logging software • S&S handlebar and risers • Renthal grips • Driven Racing lever guards FUEL SYSTEM • Modified fuel tank to accommodate larger intake • Fuel cap lock removed for faster refuelling PROTECTIVE PARTS & WEIGHT REDUCTION • S&S aluminium belly pan • S&S engine sliders • Overall weight reduced from 361kg (stock) to 281kg (meets race regulations) Competitors Harley-Davidson Road Glide Special – $46,995 Engine – 1923 Milwaukee-Eight air-cooled V-twin Power – 80kW @ 5020 rpm Torque – 175Nm @ 3500rpm Wet weight – 380kg BMW R 18 B – $36,411 Engine – 1802cc air-cooled boxer twin Power – 67kW @ 4750rpm Torque – 163Nm @ 3000rpm Wet weight – 398kg Specifications ENGINE Capacity: 1768 cc Type: PowerPlus V-twin Bore & stroke: 108mm x 96.5mm Compression ratio: 11.0:1 Cooling: Liquid Fuelling: Closed loop fuel injection / 52mm dual bore Transmission: Six-speed Clutch: Wet, Multi-Plate Assist Final drive: Belt PERFORMANCE Power: 90kW Torque: 178Nm @ 3800rpm (claimed) Top speed: N/A Fuel consumption: 6L/100km (measured) ELECTRONICS Type: Ride by wire Rider aids: 7in touchscreen powered by RIDE COMMAND with Navigation and Apple CarPlay integration, tyre pressure sensors, Smart Lean Technology, 6-axis Bosch IMU, Dynamic traction control, ABS with cornering control, selectable ride modes, Drag Torque Control, Power Windshield, cruise control, 12V charging port Modes: Rain, Standard, Sport CHASSIS Frame material: Aluminium Frame type: Semi double-cradle Rake: 25° Trail: 150mm Wheelbase: 1618mm SUSPENSION Type: Fox Front: Inverted telescopic /130mm travel Rear: Single shock / 114mm travel WHEELS & BRAKES Wheels: Sport Contrast Cut with Indian Red Pin Stripe Front: 19in x 3.5 Rear: 16in x 5 Tyres: Metzeler Cruisetec Front: 30/60B19 66H Rear: 180/60R16 80H Brakes: Front: Brembo dual / 320mm semi-floating discs / 4 piston radial caliper Rear: Brembo single / 298mm floating disc / 2 piston caliper DIMENSIONS Weight: 381kg (wet, fully fuelled) Seat height: 672mm Width: 1075mm Height: 1346mm Length: 2501mm Ground clearance: 137mm Fuel capacity: 22.7 litres SERVICING & WARRANTY Servicing First: 800km Minor: 8000km Major: 32,000km Warranty: 24 months / Unlimited kilometres BUSINESS END Price: $44,995 (ride away) Colour options: Black Metallic, Sunset Red Metallic CONTACT www.indianmotorcycle.com.au The post ROAD TEST | Indian Challenger Limited appeared first on Australian Motorcycle News.

A must-read for any Ducatista, “Ducati 748 On Road and Track” by Sir Alan Cathcart blends technical insight, racing history and firsthand riding impressions into a beautifully crafted collector’s edition. Following his acclaimed series on factory Ducati desmo V-twin superbikes, Sir Alan Cathcart has now turned his expert eye to “la Ducatina” – the iconic 748 Supersport model. The result of Cathcart’s tireless work makes for an essential addition to any Ducatisti’s library, as well as a fascinating read for anyone interested in the history and technical evolution of sportbikes. Ducati 748 On Road and Track meticulously chronicles the creation of this junior version of Massimo Tamburini’s legendary 916 Superbike, and – unsurprisingly – Cathcart leaves no stone unturned in exploring the design philosophy, engineering innovations and market context that led to the 748’s birth. Covering the entire production run from 1994 to 2002, we are provided with a complete picture of the bike’s evolution. But what truly sets this book apart is Cathcart’s unique ability to blend technical analysis with firsthand riding impressions. He doesn’t just rattle off the specs of the 748SP and 748R road models but delves into the riding experience, capturing the visceral essence of what made these bikes so special in their heyday – in particular how the 748 offered a more gripping and rewarding ride compared to its larger sibling, the 916, by demanding its riders work harder and exploit the engine’s full potential. The 748’s nimble handling, responsive engine and superior braking made it a favourite among discerning riders who were drawn to a more accessible and engaging sportbike experience. In terms of the coverage of the 748’s racing history, this is where Cathcart’s book truly shines, as he recounts the bike’s dominance in the World Supersport Championship, offering insights into the technical modifications and setup strategies employed by top teams. His rare and invaluable perspective gained by riding the factory-supported race bikes of Fabrizio Pirovano, Stéphane Chambon, Paolo Casoli and Piergiorgio Bontempi offer a privileged glimpse into that world. The nuances of each bike’s setup. The challenges faced by each rider… Cathcart’s vivid descriptions really bring the racing experience to life, to the point where you can almost feel the adrenalin rush of piloting these high-performance machines. Of course the “last but not least” factor of any Cathcart book must go to its exclusive imagery. The large format photos in this book show off the 748 in all its glory, from pristine road models to stripped-down race bikes, offering us glimpses into the fascinating technical secrets hidden beneath the bodywork. It’s a wonderful visual feast for Ducati fans everywhere. Ducati 748 On Road and Track is designed to be a cherished collector’s item, that’s clear. The text is in both Italian and English, which lends it a wonderfully authentic touch – and the book is limited edition, individually numbered to just 748 copies (nice), in large format (30x23cm) hardcover, printed on high-quality glossy paper with 144 pages and 74 full-page photos – making it a must-have for anyone who appreciates the Ducati 748 and its place in motorcycle history. Whether you’re a die-hard Ducatisti or simply a fan of sportbikes, this book is guaranteed to provide hours of reading pleasure and a deeper appreciation for the legacy of the Ducati 748. Secure your copy today at www.motoitaliane.it – it costs €40, plus shipping costs anywhere in the world, and is only available via mail order – so you can experience the thrill of “la Ducatina” through the eyes of Alan Cathcart. Images: AC Archives The post Taking a spin with the 748: a close look at Alan Cathcart’s new book appeared first on Australian Motorcycle News.

The new Oset TXP-24 is the bike everyone will want, even if they don’t admit it Oset bikes should come with a warning label – not for safety reasons but because they’re so addictive. These bikes are immensely fun, practical and versatile, making it surprising that they don’t sell out immediately. It’s easy to imagine an Oset parked in every dream garage. Silent and electric, they can be ridden almost anywhere, making them a must-try experience. But be warned: once you ride one, it’s nearly impossible to resist justifying the purchase. For those who may be unfamiliar with the brand, Oset Bikes is a British company founded over two decades ago by Ian Smith. Originally created to build a bike for his son, Olly, the brand has since grown significantly. It’s now owned by Triumph Motorcycles and operates independently, with Ian continuing to refine the bikes and Olly demonstrating their full potential in his skilled hands. It might be a lightweight bike originally intended for children but the Oset has evolved into a serious trials weapon with sturdy wheels and disc brake tucked away from possible impact Oset offers a range of models, including the 12.5R, 16.0R, TXP-20 and the TXP-24 – the latter being the bike we tested. My son Bodhi started riding the 12.5R at nearly three years old and now, at 10, he rides the top-spec TXP-24 alongside me. Oset recently updated the TXP line-up, which includes the TXP-20 and TXP-24 in Trials, Explore and Play configurations. The battery lasts three to four hours depending on how it’s ridden The new TXP range brings significant advances in technology and performance. A sealed lithium battery provides up to four hours of ride time and recharges to 90 percent in just 90 minutes. A bespoke motor designed by Oset delivers double the power of its predecessor. Riders can switch between a low trials seat and a conventional bench seat, both of which are included with the bike, making it effectively two bikes in one. The all-new chassis features fully adjustable air suspension front and rear, allowing customisation based on rider preference and terrain. 1. With a bit of practice you’ll soon be doing this in your backyard… and the neighbours won’t even notice! It also comes equipped with a modern push-button keypad that replaces the previous dials, offering four adjustable settings for power, speed and throttle response. There’s even a parental lock for younger or less experienced riders. Prices start at just over $3100 for the 12.5R, with the TXP20 priced at $7740 and the TXP24 at $8740. As a parent, I’ve seen firsthand the joy and confidence Oset bikes inspire. My son started riding the 12.5R before his third birthday, with speed and power settings reduced to match his age. Now he’s moved up to the TXP-24 the versatility of the two-seat setup is a game-changer. I can ride it with the higher bench seat for a more traditional MX or enduro feel, while he prefers the lower trials seat. Brakes have been improved over previous models, as has the suspension The new control panel is straightforward and user-friendly, with parental locks providing peace of mind. At its lowest settings, the bike is tame enough for a beginner, but with everything maxed out, it’s surprisingly powerful – capable of rivalling an 80cc petrol trials bike in skilled hands. Oset’s adaptability is one of its standout qualities. My son Bodhi adjusts the settings based on terrain and conditions, typically keeping them low for casual riding. When I ride, I crank everything up to explore the bike’s full chops. The battery lasts three to four hours depending on usage and recharges quickly enough to ride again after a lunchbreak. During our test at Inch Perfect Trials in the UK, we rode until we were thoroughly soaked and exhausted – it was the rider, not the battery, that gave out first. Dash has a multitude of settings, include a child lock Riding the Oset is as simple as it gets: twist and go. With no gears, no clutch and familiar mountain bike-style brakes, even beginners can get the hang of it within minutes. The electric motor eliminates heat, noise and fumes, which is especially reassuring for parents – no concerns about burns from a hot exhaust after a minor spill. The lack of noise might not appeal to purists who miss the sound of a two-stroke engine, but it has numerous advantages. We’ve ridden in woods near houses without any complaints and encountered dog walkers and horse riders without issue. Silence also allows for clear communication – perfect for giving instructions or receiving tips from experts, as we did at Inch Perfect Trials. You might get away with this in the UK but out here in Oz you’re likely to get a farmer’s shotgun blast of buckshot fired over your head While the Oset TXP-24 can do almost everything its petrol counterparts can, there are a few trade-offs. Expert riders may miss the clutch, and its 80cc-equivalent power has its limits. However, in most scenarios, the bike is more than capable. It can handle deep-water crossings and challenging obstacles, all without the maintenance of petrol bikes – no filters to clean, no fuel costs and absolutely no noise or emissions. Despite the freezing conditions during our test at Inch Perfect Trials, I had an incredible time on the TXP24. Its versatility, ease of use and environmentally friendly design make it an outstanding choice for riders of all ages and skill levels. Whether you’re a parent introducing your child to motorcycling or an experienced road rider looking for a capable electric trials bike for the first time, the Oset TXP-24 delivers a unique and addictive experience. Improved powerpack gives the Oset TXP-24 double the power of the earlier version Verdict Yes, it’s easy to dismiss the Oset as a toy or not suitable for serious trials riders and, to an extent, I can understand why. However, for the vast majority of inexperienced riders – whether they’re children, adults or seniors – it makes perfect sense. It’s particularly ideal for those stepping into off-road riding for the first time. Even my 83-year-old father couldn’t resist giving it a go! If I had to choose between the Oset and a conventional petrol equivalent, I’d take the Oset every time. It’s simpler, safer and quieter. The silence is a massive benefit – it allows me to ride at the bottom of the garden without worrying about disturbing the neighbours. When I reduce the power using the straightforward control pad, my son can safely enjoy riding it too. The Oset’s versatility is a standout feature and it’s nearly impossible not to fall in love with it. As mentioned earlier, it really should come with a warning: once you ride one, it’s incredibly difficult to say no. And at $8740 for the top-spec TXP-24, it’s not an outrageous investment, especially considering its advanced features and potential to provide hours of fun for riders of all ages and skill levels. Check one out. Pros – Silent and electric, the versatile Oset can be ridden almost anywhere, making it a must-try experience. Cons – Once you ride one, it’s nearly impossible to resist justifying forking out the cash for one. SPECIFICATIONS motor Capacity N/A Bore x Stroke N/A Engine layout N/A Motor details 1600W brushless controller Performance Power N/A Torque N/A Transmission single speed – chain drive Average fuel consumption 3-4 hours of riding Tank size N/A electronics Rider Aids – 4 speed modes, 4 power modes, 4 throttle response settings CHASSIS Frame Tubular steel, powder-coated. Removable footpeg brackets and alloy sump plate. suspension Front suspension Triple crown air forks with 160mm travel. Rebound and volume adjustment Rear suspension Air shock with 160mm travel. Rebound and volume adjustment. wheels & brakes Front brake 4-piston caliper, 300mm disc Rear brake 4-piston caliper, 180mm disc Front wheel 19in/ tyre 19×2.75 Oset Max Gripper Rear wheel 17in/ tyre 17×3.5 Oset Max Gripper dimensions (L/W/H) N/A Wheelbase 1220mm Seat height 635mm (Trials) 810mm (Xplore) Weight 49.1kg servicing & warranty Warranty 6 months bike, 12 months battery business end New price From $8740 Contact www.osetbikes.com The post QUICK SPIN | Oset TXP-24 appeared first on Australian Motorcycle News.

It doesn’t get much more fitting than this. AMCN’s The Bear rides Royal Enfield’s Bear right here in Oz For many years I have had to tell visitors that there are no bears in Australia, except me. Those days will soon be over. Australia is going to see a lot of Bears – although they will be non-furry Royal Enfield Bears. The new addition to the highly successful twin cylinder 650 platform from Chennai might as well be called the koala, it suits our continent so well. You will have read a couple of stories about the technical and other details of the bike in these pages (see Issue 74-10 for Kel Buckley’s World Launch report from the California desert), so let me use its local launch to relate it to Australia. The distributors, Urban Moto Imports, are in Melbourne, so it was no real surprise that we tackled the Geelong freeway to take us to more enjoyable trails and roads down on the coast. Riding the freeway always reminds me of the time The Frog* bought a Kawasaki Z1300 in Melbourne, rode it home to Geelong along here and lost his licence in one go to the many radar traps set. You can run the Bear on alcoholic petrol, while our Bear runs on single-malt whisky Unlike the Big Six, the RE Bear is happy in top gear at 110km/h, which protected us from a similar fate. Once upon a time, there were no scramblers, only scrambles – effectively dirt races over obstacle courses. The first was at Camberley, in Surrey in the UK in 1924. While growing popularity meant that the British factories soon sent teams, the bikes were still road models. They were often just modified by their riders for extra ground clearance and reduced weight. The event caught on and quickly became popular in Australia. Indeed it looks to me as if the Classic Scramble Club in Victoria is the only one in the world that preserves the name. That muffler adds 8 percent to the bike’s torque Except for the lack of weight reduction (the Bear weighs a substantial 214kg with oil and 90 percent fuel), the bike is quite close to the classic British scramblers with its greater ground clearance, increased seat height and generally more spacious feel for the rider than the “donor” bike, the RE Interceptor. Several riders asked for the handlebar to be moved back to shorten the reach, but I found it perfect. The seat is outstanding, as well. In the 32C of our return run to Melbourne on the freeway, it stayed comfortable. The 13.7 litre fuel tank remains from the Interceptor, an authentic move but not an ideal one for Australia where fuel can be difficult to find. Fortunately, fuel economy is good. DOWN AND DIRTY The fire trails above the Great Ocean Road gave the mechanical Bear an opportunity to demonstrate its dirt creds. I’m no gun at any time and especially a little tentative on the dirt, but my bike did what I love when I head off sealed surfaces: it just got on with it. The 19-inch front wheel and the 17-inch rear are spoked and shod with tyres designed for the Bear by Indian manufacturer MRF. They, er, bear the word “Tubeless” on their sidewalls, but require tubes with these wheels. They are, however, useful hoops both on hard and loose surfaces and allow keen cornering. I should have adjusted the preload on the rear shocks because despite the lengthened swingarm a couple of unavoidable potholes were more dramatic than they needed to be. On an excursion down a dozer cut in a forestry plantation I, er, planted the bike when two berms were too close together for this Bear. My fault, no excuses and definitely nothing to do with the bike. All the paint schemes lined up Tom, our photographer, set some bikes up for static shots that evening and it was a good chance to admire their paint and graphics. Unlike the lazier manufacturers who tend to literally just change the colours on their machines, RE also changes the graphics to suit. The Two Four Nine is a tribute to Eddie Mulder’s winning bike in the race after which the Bear is named; Boardwalk White, with its “eyebrows”, looks British all the way; Wild Honey appears to be inspired by Piet Mondriaan; Petrol Green is plain but bright; and Golden Shadow would not look out of place at a classic motorcycle show. The build quality of all the bikes is also satisfyingly slick. Non-adjustable Showa suspension has been tuned by factory test riders to suit the Bear FUTURE AUSSIE CLASSIC Let loose on the black tar magic of the Great Ocean Road in the morning at an hour when tourists are still tucking into their crushed avocado, we made the most of the corners. I’ve ridden the GOR so often that I just about know it corner by corner, which made for a relaxing opportunity to sample the Bear’s lean angle. Very nice indeed, and complemented nicely by the slight increase in torque from the neat little muffler. The gearbox is a delight and power is unchanged from the Interceptor. Royal Enfield might have made the bike for Victoria’s GOR There is a reason, by the way, for the low muffler rather than the high one more or less de rigueur on scramblers. Very simply, it’s to make it easier to carry soft luggage, something that Australian riders like to do a lot. All right – are you ready for my one complaint? The flashing arrows for the turn indicators in the otherwise tidy circular TFT instrument display are too unobtrusive. Come on, Royal Enfield, there’s room to make them bigger. A small change for what may well become an Australian classic. *La Parisienne manufacturer, Fournales importer and Mad Max actor, the late Bertrand Cadart. Australia is waiting for you and your Bear COLOUR OPTIONS SPECIFICATIONS ENGINE Capacity 648cc Type Parallel-twin, SOHC, four valves per cylinder Bore & stroke 78mm x 67.8mm Compression ratio 9.5:1 Cooling Air/oil Fueling EFI, with dual throttle bodies Transmission Six-speed Clutch Wet, multi-plate Final drive Chain Performance Power 34.9kW (47.4hp) @ 7150rpm (claimed) Torque 56.5Nm @ 5150rpm (claimed) Top speed 180km/h (est) Fuel consumption Not measured electronics Type Bosch Rider aids ABS (switchable) Rider modes Not applicable CHASSIS Frame material Composite steel Frame type Double cradle Rake Not given Trail Not given Wheelbase 1460mm suspension Type Showa Front: 43mm upside-down fork, non-adjustable, 130mm travel Rear: Dual shocks, preload adjustable, 115mm travel wheels & brakes Wheels Wire-spoked aluminium Front: 19 x 2.5 Rear: 17 x 3.5 Tyres MRF Nylorex Front: 100/90R19 (57H) Rear: 140/80R17 (69H) Brakes ByBre, ABS Front: Single 320mm disc, twin-piston caliper Rear: Single 270mm disc, single-piston caliper dimensions Weight 214kg (kerb, claimed) Seat height 835mm Width Not given Height Not given Length Not given Ground clearance 184mm Fuel capacity 13.7L servicing & warranty Servicing 1000km Minor: 12,000km Major: 24,000km Warranty Three years, unlimited km, roadside assist business end Price From $11,490 (ride away) Colour options Boardwalk White, Petrol Green, Wild Honey, Golden Shadow and Two Four Nine Contact royalenfield.com.au The post AUSSIE LAUNCH | Royal Enfield Bear 650 appeared first on Australian Motorcycle News.

From the Riviera’s curves to urban streets, the Husqvarna Vitpilen 801 proves there’s more than one way to do naked When it comes to choosing a Husqvarna, you’re spoilt for choice these days, thanks to the KTM-owned manufacturer’s habit of providing not just one but two variants of each new model. Should you opt for a single-cylinder 125 or 401, or this, the all-new twin-cylinder 801, you get a brace of options: Vitpilen or Svartpilen. Essentially the same bike but in different clothes and with a subtly different attitude to life, it’s a proven recipe that has served Husqvarna well for the last decade. And so it is that the new Vitpilen 801 now follows on from the Svartpilen 801 launched in the summer to complete the double-act of 799cc twins. While the Svartpilen arrived in showrooms wearing traditional Svart scrambler styling, the 2025 Vit drifts away somewhat from its traditional cafe racer design and riding position, adopting instead a more conventional naked styling, along with what looks to be a deeper seat and more practical riding position. Based on the KTM 790 Duke, the Husqvarna uses the Austrian manufacturer’s punchy and lightweight LC8c parallel-twin (now produced in China) in a tune that produces a quoted 77kw (105hp) in the UK market, which is a handful more horses than the 790 Duke (and CF Moto’s 800NK Sport, both 70kw/95hp – although those outputs do vary in other international markets). Brakes are J.Juan but up to spec for even a trackday outing Like most models that come out of the Pier Mobility Group, suspension is WP, complete with sportier settings than the Svartpilen. Other differences between the sister bikes are mainly cosmetic and include lower ’bars, a radiator cover and belly pan. There’s no flyscreen but there is that distinctive Bi-LED headlight and more road-focused tyres – Michelin Road 6 instead of Pirelli’s MT60 RS – that should help make it an absolute blast to ride on twisty roads. We headed to the south of France to find out. There is an optional Remus silencer available COMPARING APPLES WITH APPLES Parked outside our launch HQ just down the road from Nice, the new Vitpilen 801 looked far from out of place among the swanky hotels and celebrity-owed beach houses. Okay, it has lost a bit of cafe racer chic but it still looks special – and very different to the 790 Duke from which it’s derived. In the flesh, its unique and mildly provocative styling punches harder than in pictures and, on looks alone, I would take the Husqvarna over the KTM. The question is, would I be willing to pay the extra cash? Parallel-twin engine provides all the performance you’ll want for twisty roads Comparisons are impossible to avoid. Even before throwing a leg over the Husky’s 820mm seat, I couldn’t help making dozens of mental notes of the similarities and differences between the two middleweight nakeds and also the new left-field LC8c option, CFMoto’s 800NK. Prices are yet to be confirmed, but the Vitpilen should come in a fraction cheaper than the Svartpilen, which has gone on sale in the UK for £10,499. That would make it considerably more expensive than both the 790 Duke and the 800NK. Yes, the Husqvarna has a marginally higher spec, but that is a significant jump in price over the KTM with which it shares so much componentry. In its element on the roads above France’s Riviera coast Furthermore, competition in this category is strong and very price competitive. Honda and Suzuki both produce similar parallel-twin powered nakeds that are cheaper. And if you want to spend north of $20k, let’s not forget bikes like the BMW F 900 XR and Triumph’s impressive Street Triple 765 RS, both of which are cheaper than the 801. But these other bikes are not in Nice for a direct comparison, so let’s forget manufacturers’ pricing strategies for a moment and simply see if the 801 goes as well as it looks. FROM LOW TO WOW We set off early, hugging the coast as the morning sun inched above the multi-million-dollar mansions that overlook the Med – and the lightweight 801 was in its element. I love this stretch of road, especially before the celebrities wake up and crowd the streets with their supercars. For now it’s just the odd cyclist and crazily-driven Citroen 2CV banger to contend with, and the 801’s handling is light, accurate and easy; the optional-extra Easy Shift quick-shifter smooth and light. In Street riding mode, the fuelling and throttle response are near perfect. Engine, gearbox, chassis… everything responds crisply. There is even a charismatic burble from the exhaust on fast down-changes. You can play around with the wheelie control or just switch it off and go the Full Monty! The five-inch TFT dash is classier than the KTM’s and the switchgear is far better than the CFMoto’s – sorry, I just can’t stop making comparisons. This road darts in and out of the shadows, making for tricky conditions as some corners are a little damp, with treacherously slick white lines. It’s all too easy to get carried away as road conditions quickly turn from grippy to slippy – one long sweeper goes from dry to wet mid-corner – and I was thankful for the Vitpilen’s lean-sensitive traction control and ABS, which are there in the background just in case. The Michelin Road 6 rubber reassured, too, warming up fairly quickly and feeling secure on the damp surfaces. The 801 carved through the light traffic and flowed through countless sweepers, with every hairpin exit relished by bike and rider alike as the LC8c’s torque punched it back up to speed. Hollowed-out swingarm is a distinctive feature Soon it was time to leave the coast road and hit the mountain passes for some serious fun. Three riding modes – Sport, Street and Rain – come as standard, with Dynamic mode offered as an optional extra that allows you to fine-tune the anti-wheelie and nine levels of traction control. The way you ride will determine if you want that extra mode or not. For example, we hit the first section of the test’s mountain road at pace and I switched off the TC, which can be done and reactivated on the move. I then rode in the standard Sport mode and relied on my misspent youth and experience to control endless wheelies – a trick the 801 performs with ease. However, given that most potential Vitpilen owners didn’t grow up trying to wheelie angry two-strokes, having the ability to trim the anti-wheelie to electronically control the height of the front wheel, while also being able to trim the TC, will be very beneficial. The anti-wheelie is very effective, with different levels of wheelie, from low to wow! I’m unsure that is the official level but even with the anti-wheelie active, in the least intrusive setting it’s high. Or you can leave the immature antics alone, just ride in the standard modes, with the rider aids active, and save a few bucks. There’s no denying the 2025 Vitpilen has a unique street presence. The big question will be how much it will cost to own this piece of coolness… When we hit the hairpin-laced mountain passes it was rewarding and enjoyable to discover Husqvarna hadn’t lost any of the KTM 790’s playfulness and fun factor. The chassis is nearly identical, the weight a fraction higher, but you have more power, which makes it fun. Husqvarna has wrapped the KTM’s chassis in a smart suit but it still likes to party. It consumes sweepers, hairpins and fast direction changes like a true hedonist – the farther from any prosecuting eyes the better. STREET SMARTS WITH TRACK STYLING The smart-looking Vitpilen is not only light and easy to ride but surprisingly comfortable; even after an hour or so of endless mountain debauchery I still wanted more. A ‘Supermoto’ setting deactivates the rear ABS, in theory allowing you to slide into corners. Again I’d suggest many readers will simply enjoy the security of the cornering ABS and J.Juan brakes (wearing a Husqvarna logo) rather than attempt any supermoto heroics, but it’s a nice touch should you take your 801 on track. And, no, the 801 wouldn’t feel out of place at a trackday. These sorts of shenanigans are made easy on the 801 The WP APEX suspension front and rear is more than up for some track action; after all, its similar sibling the 790 Duke is officially ‘ready to race’. The fork has compression damping adjustment on one leg, rebound on the other, with easy-to-use adjusters and no tools required. There is also rebound damping and spring pre-load adjustment on the rear, which is a little harder to get to, while Husqvarna even supply recommended settings should you sign up for a day at your local track. The 77kW twin is more than up for it, and ground clearance is plentiful, but when you ask a little bit more, the J.Juan brakes and Michelin rubber fall a little short. You can’t get much more mimimalist than this! In most fast-riding scenarios the twin 300mm discs and four-piston radial-mounted calipers are up for the task, reasonably progressive and never too sharp, but at times I had to use all four fingers, not the usual two, when braking downhill into slow, first-gear hairpins. And while the Michelin Road 6 tyres worked well in mixed conditions, they never gave me the confidence to throw the 801 onto its side to knee-down levels of lean. That said, bikes like Honda’s CB750 Hornet and Suzuki’s GSX-8S would simply run out of ground clearance and suspension if fitted with grippy tyres, especially on track. But with sportier rubber, the 801 would be even sharper. Fit uprated brake pads as well and the 801 would run rings around some of the heavier Japanese competition. The level of finish on the engine ancilliaries is simply breath-taking But, truly, I digress. This was a quick test with at times track-style riding. Most owners will find the Vitpilen’s set-up faultless, and only the most experienced riders – perhaps those moving down in capacity or away from sportsbikes – might want a little more for track days. And when they do, the chassis can take it. Husqvarna treated us to a full day in the saddle, which highlighted some aspects of the 801 that I wasn’t expecting. Despite appearances, comfort was surprisingly good. As a short rider, I felt happy at low speeds and was able to get both feet on the ground, yet taller riders found it roomy and had few complaints. Despite enduring a day of mechanical abuse, the parallel twin proved frugal, too. The fuel tank may only be 14 litres in capacity but that should be good enough for 250km and more, even on those most sporting of days. Some days are better than others The 801 hasn’t been designed for touring, but it looks after you well. The seat and spread of weight are good. The dash is easy to read and can connect with your phone to receive calls and messages, and to navigate. There’s a quality feel to the controls and switchgear, while even in Dynamic mode the Easy Shift and fuelling are as efficient at commuter pace as they are at full gas. There’s no reason why the 801 couldn’t be used to take on a decent mileage over a long weekend, although for higher-speed cruising you’d need strong arms and the optional cruise control. Husqvarna is proud of its new Bi-LED-lens headlight VERDICT Ridden in isolation in the beautiful south of France, the Husqvarna Vitpilen 801 is hard to fault. It looks great, is individually styled, and has the aura of something bespoke rather than a run-of-the-mill production bike. The LC8c engine is punchy and offers enough grunt to be fun yet is far from intimidating. It’s also smooth at low speeds, especially with the optional Easy Shift quick-shifter fitted. The steering is light, the chassis responsive, predictable, multi-adjustable and able to accommodate sportier rubber. With track-biased tyres fitted, it would excel at a trackday. Just as important, it’s low, light and easy around town – and the excellent rider aids are there just in case. Two colour choices are available The Vitpilen 801 is a great bike but there are a few factors that can’t be ignored. KTM already produces the similar 790 Duke which lacks a few horsepower compared to the Husky but is cheaper, The CFMoto might not be in the same league in terms of looks and appeal, but it also shares many components and is cheaper still. Furthermore, if we add the Dynamic mode and the optional Easy Shift, we’re expecting it to come in as the most expensive bike in this class – even more than excellent and more powerful bikes like Triumph’s 765 Street Triple and Yamaha’s MT-09. Only Ducati’s higher-spec Monster outprices the 801. Of course, some customers will cut a deal or buy on PCP, and some will be willing to pay that extra amount for a very individual middleweight naked that’s more desirable than the KTM or CFMoto. Ultimately, though, the 801 remains a compelling choice that stands out in a competitive market. Pros – Has the aura of something bespoke with a punchy engine and responsive chassis able to accept sportier rubber Cons – KTM already produces the similar and cheaper 790 Duke and we are expecting it to be the most expensive in class The competition Obvious competition comes from KTM and CFMoto with the 790 Duke and 800NK, both of which share the same LC8 parallel-twin engine as the Husqvarna 801. In the UK, these models have slightly less power to ensure they can be restricted for A2 license holders. Outside Europe, the KTM and Husqvarna offer the same quoted power and torque, while the CFMoto falls slightly behind. For those seeking a fun, middleweight parallel twin, Honda offers the CB750 Hornet and Suzuki the GSX-8S. BMW’s F 900 R and Triumph’s three-cylinder 765 RS are also strong contenders. Unfortunately for Husqvarna, all these models should undercut the 801 in price. The only exception is Ducati’s exotic Monster. SPECIFICATIONS Engine Capacity 799cc Bore x Stroke 88mm x 65.7mm Type Parallel twin, water cooled, 4 valves per cylinder, DOHC Cooling Liquid Fueling EFI Transmission 6 speed PERFORMANCE Power 77Kw/105hp @ 9250rpm Torque 87Nm @ 6500 rpm Average fuel consumption 4.5L/100km (claimed), 5.1L/100km (measured on a hard ride) Tank capacity 14L ELECTRONICS Rider aids Lean sensitive TC and ABS, plus three rider modes, Street, Rain and Sport (dynamic optional extra) CHASSIS Frame Chromoly steel/cast aluminium subframe SUSPENSION Front suspension WP Apex 43mm inverted fork, compression and rebound damping adjustable; 140mm travel Rear suspension WP Apex monoshock, rebound damping and preload adjustable; 150mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 17 x 3.5 Rear: 17 x 5.5 Tyres Michelin Road 6 Front: 120/70-17 Rear: 180/55-17 Brakes J.Juan F ront radial-mount 4-piston calipers, dual 300mm discs, Bosch ABS Rear single-piston floating caliper, 240mm disc, Bosch ABS DIMENSIONS Weight 180kg (no fuel) Wheelbase 1475mm Seat height 820mm (std) BUSINESS END Price TBC Colour options Yellow, Grey CONTACT husqvarna-motorcycles.com The post FIRST RIDE | Husqvarna Vitpilen 801 appeared first on Australian Motorcycle News.

Triumph’s mid-capacity naked offering just got a whole lot smarter I will never forget experiencing cornering ABS for the very first time. It was a decade ago on the skidpan at Sydney Motorsport Park on a BMW S 1000 RR and it was groundbreaking. I accelerated up the side of the pad, shut the throttle off, then tipped the bike into what was essentially a quick U-turn before going against every instinct in my body and reefing on the front brake. To both my and the assembled group of onlookers’ amazement, the bike remained composed and on-line while slowing predictably. It was revolutionary at the time – and expensive – but it was technology reserved for top-level superbikes and high-end adventure machines. Now, a decade later, I’m ripping through Lake Eildon National Park 100 kays northeast of Melbourne on the gloriously twisty Jamison-Eildon Road, accelerating towards yet another 30km/h switchback. The roads are dry but the evidence of a recent storm are stark, with leaves, sticks, rocks and the occasional branch littering all of its 60km length. The Trident has a distinctive frontal profile It’s a sight that should see me taking things a lot easier, but the first 20km of switchbacks has already taught me that actually isn’t necessary. I’m riding Triumph’s latest Trident 660, which not only benefits from a handful of electronic rider aids as standard fitment but, for the first time in Australia, the 660cc triple is putting out its full potential and I’m having a ball. That potential is a modest 59.6kW (81hp) at 10,250rpm and 64Nm at 6250rpm, which is 20kW and five newton-metres more than the restricted LAMS-approved version – which, until now, was the only Trident to be homologated for the Australian market. Our tester reckoned the Nissin calipers could do with a bit more bite for spirited riding Confidence in chaos Despite the debris, I’ve gained full trust in the Continental cornering ABS and traction control systems and my inputs are more or less what they’d be if the roads were clear. I can feel the ABS kicking in occasionally, both at the lever and through the pedal, but the traction control intervention is completely indiscernible. Impressive, yes, but no longer groundbreaking, and it’s doing wonders for my confidence. Sleek styling doesn’t compromise riding comfort Crucial to this confidence are the extremely capable Michelin Road 5 tyres, which had given loads of feedback in the previous day’s drizzly conditions and now are feeding me assurance on this grippy but debris-covered surface. I experience two front-end moments, both while leant over when the front tyre clips a stick. Both times I tense, momentarily waiting for the repercussions, and both times the tyre regrips and the bike regroups as quickly as it happened. It also says a lot about the competency of the suspension and the chassis. A 41mm non-adjustable Showa separate-function big-piston unit at the front is well suited to the 190kg (wet) nakedbike. Between it and the tubular-steel frame you get a really clear sense of exactly what the bike is doing underneath you. Accelerating hard out of the slow corners, I expected a lot more squat from the rear Showa monoshock (I did find out that Triumph’s tech Andy had increased the rear preload by five positions from its factory setting, which is wound right off for solo riding), instead just swift propulsion towards the next apex where it was hard on the brakes again before picking up the ride-by-wire throttle and using all of that lovely triple-cylinder torque to fire me to the next one. The steel tube chassis has an aluminium swingarm The wonderful thing about the ever-expanding crop of mid-capacity machinery is that you really can make the most of everything on offer, especially on a tight and demanding road such as this one. The usable spread of torque means I’m in a gear higher than I’d otherwise be on a mid-capacity twin in an environment like this, meaning I can spend less of my attention on the gearbox and more on working out exactly where to put that front wheel in the sketchy conditions, knowing the flexible triple will drive off the turns with decent poke. Mind you, the quickshifter fitted to my bike was buttery smooth at any revs… The chassis is really agile and feels every bit original Street Triple to me (it’s not; I asked – it was specially developed for the 660 platform), as does the not-too-wide one-piece ’bar, which offers a perfect balance of leverage and comfort. A few times I wanted a bit more power from the twin-piston Nissin calipers, but it’s fair to say I wasn’t riding the bike as per the design brief, so it’d be wrong to criticise their performance. A huge amount of information is stored away on this small dashboard but it is all readily accessible so you can customise your ride depending on the road conditions In fact, because the whole package is so competent, it’s really easy to nitpick. Better brakes to match the chassis performance, please. Why do I have to go so far into the menu settings to disable the traction control? Or range-until-empty would be a more practical default display than today’s date, wouldn’t it? But when you stop and look at what your gripes are on a $14,290 (ride away) offering – and think about the rider it’s aimed at – you start to see it for the compelling value proposition it is. They’d be fair criticisms on the more-expensive Street Triple 765, sure, but not on this entry-level machine. Tech savvy and well-equipped As well as the lean-angle sensitive tech, the Trident 660 also gains cruise control, a third Sport mode and a two-way quickshifter as standard fitment, complemented by full connectivity including turn-by-turn navigation through the single circular LCD dash complete with a small TFT inset. The decision to include the tech, says Triumph, was based on the most popular purchases from the accessories catalogue. Speaking at the Australian launch, Triumph UK’s product manager James Wood named Yamaha’s MT-07 as one of the Trident’s closest competitors, a model that has received some tech upgrades for 2025 including traction control, selectable power modes, connectivity and turn-by-turn navigation – but no IMU to facilitate lean-angle sensitivity. “What we were aiming to do was lift the level of performance compared to that model,” he said. The not-too-wide handlebar offers a perfect balance of leverage and comfort The newly added Sport mode joins the Road and Rain modes and gives you a more responsive throttle compared to the softer maps of the two existing options. Accessed via a mode button on the left-hand switchblock, you can change them on the fly. I love cruise control on a motorcycle, mostly for motorways and school zones, and while the system fitted to the Trident is relatively rudimentary, I’m nitpicking. Again. You can’t make incremental speed changes once the system is activated, and any input at all will deactivate it – be it accelerating, a gear change, you name it – and it’s slow to react on inclines or declines, but in those motorway or flat school-zone scenarios, it works absolutely fine and every owner would be glad to have it. The 660 triple is a grunty engine that is full of character and is pretty much all you need for a weekend blast in the hills The dash is loaded with information that’s all accessed through the four-way arrow buttons on the left-hand switchblock. Your tacho, speed and fuel level are displayed on the LCD screen in the top half, while the default TFT readout in the bottom half displays a large gear-position indicator in the centre (very handy when ripping along relentlessly tight and twisty roads), which is flanked by a clock on the left and ambient temperature on the right (two surprisingly rare inclusions in this class). Underneath is, you guessed it, today’s date… Using the down button allows you to scroll through all the information that’s available to you on the move, such as trips, screen brightness adjustment, fuel consumption, service intervals, water temperature and navigation. What you see here can be customised within the main menu, which you can only access when you’re stationary, and where you can also configure your three individual ride modes for ABS, traction control and mapping. You can choose manual or automatic indicator cancelling, enable or disable traction control, configure your service intervals, reset your trip meters and set up or disable the gear shift indicator – a lot of capability for an entry-level motorcycle. The chassis has been specifically designed for the 660 model platform Competitive contender Still available in LAMS guise, Triumph’s 2025 Trident 660 has joined a growing list of learner-approved models to gain IMU-actuated electronics as standard fitment, joining the likes of Husqvarna’s Svartpilen 401, KTM’s 390 Duke and Adventure models, as well as Aprilia’s RS660. Ranging in price from $8795 for the Husky through to $22,740 for the Aprilia, the Trident finds itself almost in the middle in terms of ride-away pricing. A touch old school but it suits the vibe of the Trident 660 Okay, the fully faired RS660 has a few extra gadgets on offer over the Trident – plus fully adjustable suspension – but I’d argue the Trident’s three-cylinder engine is more engaging than the Aprilia’s parallel twin. I love the RS660, and the naked Tuono 660 for that matter (though lean-angle sensitive rider aids are an added extra on the Aprilia nakedbike), but the value is easy to see when you compare the models on paper. As for the three Pierer Mobility Group machines, they’re all single-cylinder 399cc LAMS models that are competing with Triumph’s Speed 400 models, not the Trident. But when it comes to the price, the clincher for me is that the 2025 model is only $50 more than the outgoing 2024 model, a pretty significant move given the economic climate we’re in. Triumph’s brand manager Jono Kent said the LAMS-approved Trident was a huge success when it first hit the Australian market in 2021. One happy rider after a blast through empty backroads “When you look at a single model, it’s easily the most successful across our family,” he said, adding that the decision to have the full-powered version homologated for Australia was a result of feedback from both customers and dealers. And if the sales of the Daytona 660 are anything to go by, the full-powered model should make up 25 percent of total Trident sales. If the LAMS-only Trident was a big hit for Triumph Australia, and now it’s far more tech-savvy while appealing to a new cohort of riders, yet remaining more or less the same price, it’s fair to assume we’re about to see a whole lot more Tridents on the road this year. Color options can add to the rideaway price Middle of the road Meet Triumph’s 660 family Triumph has three offerings in the popular midsized category, all based on the same engine and chassis platform, kicking off with the naked Trident – which, in the all-black colour scheme, costs $14,290 on the road. But you’ll need to find an extra $300 if you want one of the three coloured options (yellow, blue or red). Next in line is the $14,790 (ride away) fully faired Daytona that was released in the first quarter of 2024 in both LAMS and full-powered guises. In terms of tech, it’s still running non-lean-angle-sensitive ABS and traction control systems, plus cruise control and the quickshifter remain an accessory. And you’ll need to fork out an extra $200 if you want the red or granite option over the standard white colourway. The sports-touring Tiger Sport 660, which has just received the same updates as the Trident, except that it’s still only available in LAMS guise, tops the range with a $15,890 ride-away price tag. As well as the extra protection in the form of an adjustable screen and the front fairing, it gets a 17.2L tank compared to the Trident’s 14L unit and a slightly taller 835mm seat height. There are all sorts of rumours suggesting there’s an off-road biased adventure offering in the works, which – given the popularity of the likes of Yamaha’s Tenere 700 and Aprilia’s Tuareg 660 – would make perfect sense. Watch this space. Specifications ENGINE Capacity 660cc Type Triple cylinder, DOHC, four valves per cylinder Bore & stroke 74mm x 51.1mm Compression ratio 11.95:1 Cooling Liquid Fueling EFI Transmission Six-speed Clutch Wet, multi-plate, slip & assist Final drive Chain PERFORMANCE Power 59.6kW (81hp) @ 10,250rpm (claimed) LAMS: 39.8kW (53hp) @ 8750rpm (claimed) Torque 64Nm @ 6250rpm (claimed) LAMS: 59Nm @ 5000rpm (claimed) Top speed 180km/h (est) Fuel consumption 4.4L/100km (measured) ELECTRONICS Type Continental Rider aids Cornering ABS and traction control, cruise control and quickshifter Rider modes Sport, Road and Rain CHASSIS Frame material Tubular steel Frame type Perimeter Rake 24.6° Trail 107mm Wheelbase 1401mm SUSPENSION Type Showa Front: 41mm USD fork, non adjustable, 120mm travel Rear: Monoshock, preload adjustable, 130mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 17 x 3.5 Rear: 17 x 5.5 Tyres Michelin Road 5 Front: 120/70R17 (58W) Rear: 180/55R17 (75W) Brakes Nissin Front: Twin 310mm discs, twin-piston calipers Rear: Single 255mm disc, single-piston caliper DIMENSIONS Weight 190kg (wet, claimed) Seat height 805mm Width 795mm Height 1089mm Length 2020mm Ground clearance Not given Fuel capacity 14L SERVICING & WARRANTY Servicing 1000km Minor: 16,000km Major: 32,000km Warranty Two years, unlimited km BUSINESS END Price From $14,290 (ride away) Colour options Cosmic Yellow, Diablo Red, Cobalt Blue or Jet Black CONTACT www.triumphmotorcycles.com.au The post Aussie launch | 2025 Triumph Trident 660 appeared first on Australian Motorcycle News.