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Using all the know-how gained in its recent domination on racetracks around the world, Ducati has unveiled its most potent Panigale yet The current and now outgoing Panigale V4 S is the poster bike of this decade’s sportsbike lovers – just as the famous Ducati 916 was for so many of us in the 1990s. It is arguably the most desirable superbike on the market. In comparative group tests around the world it more times than not comes out on top. You could forgive Ducati for letting its highly skilled Ducati Corse engineers have some time off. But no, not Ducati, who pushed on regardless and now are presenting us with another breathtaking 158.9kW (216hp) road-going superbike gamechanger. Petrol tank is contoured to encourage a rider to tuck in out of the wind blast The updates This significantly updated Panigale is lighter, more powerful and festooned with even more technical wizardry to make it clearly the most advanced road-going Ducati ever. The big talking point for many is the introduction of a double-sided swingarm, which takes over from the much-loved single-sider in a bid to manage ever-increasing levels of power and grip. It weighs 2.7kg and has 37 percent less lateral rigidity to give more rider feedback. A redesigned ‘front frame’ has also had its lateral stiffness reduced by a comparable 40 percent, while the suspension features the very latest Smart EC 3.0 electronic TTX36 rear and NPX 25/30 front units from Öhlins. One big talking point is the return of the twin-spar swingarm, strangely with more flex built in to give better rider feedback The familiar 1103cc Desmosedici Stradale V4 engine with counter-rotating crank gets a little more power to keep the headline writers happy. All-new Brembo Hypure calipers make a first-time appearance, there’s more aerodynamic detailing and styling, which gives a certain 916-look to the silhouette, and a reconfigured riding position includes more inboard footpegs and a longer and wider seat. The second big talking point is the new electronic package, especially the Ducati Vehicle Observer (DVO), which features an algorithm developed by the Ducati Corse MotoGP technicians that precisely estimates and optimises levels of traction control and wheelie control intervention, as well as the race eCBS combined lean-sensitive braking system, which in basic terms helps you brake like a MotoGP rider. More like a fighter pilot’s cockpit than a road-going racer, the level of tech is astounding Ducati’s target goals for the V4 S were to improve lap times, reduce the riding effort and to allow the new model to effectively boost a rider’s skill level. With even more, smarter rider aids to grasp, as well as a raft of new electronic tech and a new chassis to test, Ducati provided AMCN with a MotoGP-style technician for the press test at the Autodromo Vallelunga racetrack near Rome. More than ever, the Panigale’s performance is centred on its electronic set-up and, with an expert on hand, I could make changes each session and look at data (data analysis is an optional extra arriving soon), lap times and splits using the optional data logger. After each session I could give feedback to the technician, analyse lap times and change the bike’s myriad settings to hopefully make me go faster. That was the plan, anyway. The integrated wings are a crucial part of the aerodynamics Then and now First, some background and context. In 2022 Ducati datalogged me at the Vallelunga test of the then-new Panigale V4 S and compared my data with my performance on the previous 2021 version. I was 0.7 seconds faster on the new 2022 model with a best lap of 1m49.442s on a standard bike with slick Pirelli tyres. This year, in private testing with eight different riders with varied skill levels, Ducati performed a similar test at the same track, pitting the current 2024 Panigale against the new 2025 model. On average, riders were 0.94 seconds faster on the new bike. It’s refreshing for a manufacturer to be this open about its test data and I was intrigued to see how the new 2025 model would stack up against my lap times from 2022. After all, very few road tests organised by manufacturers yield directly comparable facts. But before heading out on track and pushing for lap times, I felt compelled to step back and admire the new Panigale V4 S, because no matter how much times change, a Ducati superbike must make you go weak at the knees. he view most riders will get in the traffic-light GP! My instant reaction was that Ducati has produced the most desirable Panigale yet seen. I’m old. I even remember testing the 916. Despite its cutting-edge aero, there is certainly a hint of old school in the new design. But the integrated wings look like they are sculpted and far from the bolt-on afterthoughts of yore. I don’t think anyone who forks out $38,800 (for the base model) will tire of opening the garage door to this Italian stunner. My eye was also drawn to the double-sided swingarm, which is deliciously minimalist and clearly engineered for the subtleties of mid-corner compliance rather than brutish strength. Throwing a leg over while on a paddock stand, I familiarised myself with the new cockpit and riding position, which in many ways feels the same – but different. The wide ’bars and switchgear are very similar, but the MotoGP-style 6.9-inch TFT dash is a big step up over the previous model, with a live G-meter, a power and torque curve display and live lean angle. The screen is taller, the bodywork feels larger (despite being more aerodynamically efficient), and the new 50mm wider and 35mm longer seat is instantly obvious. The ’pegs have also been moved inwards 10mm to increase ground clearance. Fully adjustable suspension uses electronically controlled compression and rebound damping The ride Vallelunga might not have the glamorous image of Misano, Mugello or Imola, but it’s a good test track: fast in the first third; more technical and slower towards the end. To start, I opted for Race B and Medium power modes with the suspension in Active Track 2, one of five road and track modes available. Race B is like a ‘safe’ track mode, with most rider aids active but designed to work with high-grip tyres. Laps one and two were spent following test rider Alessandro Valia, getting familiar with the new bike and reacquainted with the Italian track. Even at these speeds, the 2025 Panigale felt different in the way it gave more feedback. Living the dream… tester Chad with his own data engineer On lap three, Alessandro gave me the nod to open up the Panigale for the first time. Over the line in third gear into the very fast, fifth-gear T2, then into T3, still in fifth before braking for T4 and T5, taken in second gear to third. This section is rapid. I’m sure Ducati could have crammed more power into the familiar counter-rotating V4, but instead has simply given the engine one more horsepower peaking 500rpm higher. The 120Nm of quoted peak torque is down a fraction and at 11,250rpm, up from 9500rpm previously. The two-way quickshifter is smooth and fast, and in race shift it’s just a case of keeping the throttle pinned, getting tucked in behind that taller screen, and only changing gear when the gear indicator lights illuminate on the new pin-sharp dash. Like the old bike, it’s sense-scrambling quick and loves to rev. With my pace still building, the most obvious improvement over the older bike was its improved stability. The V4 S I rode in 2022 was planted enough but around Vallelunga, especially through a fourth-gear and fearsomely fast kink, would gently weave or move the ’bars to indicate you were towards the limit, forcing me to short-shift through this section. The 2025 Panigale is much more predictable and even in the first session I had more confidence to make full use of the power. This newfound stability might be down to extra flex in the frame and longer swingarm, or the new electronics, or a combination of everything, but from lap three the difference between the old and new bike was clear. Back in the pits and the lap times confirmed it. On lap three, I set a time of 1m49.3s, already quicker than the 2022 bike’s 1m49.4s time, and by the end of the session, 1m48.7s. I felt smoother and more stable on the new Panigale – in fast turns the bike is now so planted. Session 2 I opted for Race A mode, with High power (but still not Full power) and Active Track 1 suspension mode, which means the Öhlins units are still active but at a higher standard setting for the track. Slide control and wheelie control are also reduced but still active, while cornering ABS stays the same. With my brain and body recalibrated to the initially disorientating speed of the bike, I could push a little harder. The stability remained a highlight. Each lap I had more confidence to hold onto the revs, hold onto a gear for longer and make full use of the power, rather than short-shifting or being gentle with the throttle to keep some stability up my sleeve. The latest Brembo Hypure monobloc brake calipers replace the earlier Stylema system The same can be said for the rider aids and throttle delivery from low down. The end of a Vallelunga lap is tight and twisty with several second-gear corners and late apexes, followed by hard acceleration at a potentially perilous lean angle. But again the new rider aids take care of everything, to the point where you can be aggressive with the throttle, holding it to the stop, and simply allow the new Ducati Vehicle Observer (DVO) and rider aids to take over. The throttle connection is all but perfect when you get on the gas, then it’s just a case of winding on the power as fast as you dare and leaning on the rider aids. I don’t think I’ve ever exited a sequence of corners so hard and so early. On occasion I could feel the torque reduce as a slide or wheelspin was corrected, especially when exiting first and second-gear corners hard on the throttle. It’s amazing what you can get away with, and that old cliche of a fast lap feeling more like a video game applies more aptly than ever. As my times came down to 1m47.56s, the dash showed tantalising live lap times and splits, keeping up to date on every metre of the track. Eyes up, son. No, not the concrete canyons of Macau raceway but a little-known circuit outside Rome As mentioned, braking is managed by new Brembo Hypure calipers, and also the new Race eCBS combined ABS system. There are seven levels of ABS, with level 1 the dedicated Race eCBS. This new system combines the front and rear brakes so that even when you release the front brake and arrive at a corner apex, it continues to trail the rear brake, without any rider intervention. With DVO ensuring it won’t lock or slide the rear wheel while working out the fastest, safest braking strategy for the corner, you can, in theory at least, steer and lean to the apex. According to Ducati, a trailing rear brake tightens the line and adds stability mid-corner and, most important of all, makes you feel like Pecco Bagnaia. The older Panigale was impressive on the brakes but the combination of the Hypure stoppers and new technology is a hugely potent package. You can take real liberties: brake so late it’s physically painful; brake so late and with so much power up to the apex it’s almost hard to comprehend and calculate. Meanwhile, the revised and more supportive shape of the petrol tank and wide ’bars allow you to prepare for and absorb the stopping power. The only weakness in the braking system I could find was the level of fitness of the test rider. The 2025 seat is now longer and wider than previous iterations Back in the pits, the data and lap times showed that with the eCBS in its track setting, my lap time came down to 1m46.27s – over a second faster than the previous session. The data also showed how the system was adding 159.5psi of pressure on the rear brake into T8 whereas before I was only using 43.5psi – nowhere near the limit. In fact, the system was adding more brakes without me noticing and therefore reducing my stopping distance, which is as stunningly impressive as it is disconcerting. Session 3 I became an instant convert to eCBS and now, with my engineer, started to explore the active Öhlins suspension. I had already tried the pre-programed Active Track 1 and 2 modes but now had the opportunity to try a bespoke Active Track 3, a self-created setting saved into the bike. I went up from level 3 to 4 on the front fork, and from 4 to 5 on the shock, while brake support, mid-corner, initial acceleration, acceleration and steering damper all remained the same as Active Track 1, the most track-focused setting. With this added support, the most noticeable change was to the initial turn-in to the apex and slow-speed cornering. The steering was more accurate and I was clipping apexes with more consistency and precision, able to hold a tighter line. These seemingly small changes significantly altered the speed of the steering, Back in the pits the lap timer showed 1m46.04s, with 0.3 seconds made up in those slower corners. With only a session to go, I was desperate to forget the lap timer for a while and simply enjoy the new Panigale and have some elbow-dragging fun, which is what the Ducati does so well. Yes, you can chase lap times, but as it’s now so much easier to ride fast you can also maintain both a pace and safety margin higher than you thought possible while still having trackday fun. The astonishing level of grip from the chassis, rider aids and big 200/65-17 slick Pirelli rubber allows crazy lean angles. If you ever want to get your elbow down this is the bike to try it on. The new bodywork and tank shape encourage you to hang off the inside MotoGP style. No roadbike I have ridden before feels so natural or relaxed at radical lean angles. Even when I was just enjoying the quality of the V4’s ride, I was lapping consistently in the 1m46 bracket – way quicker than on the 2022 model. No spanners required here, just dive into the TFT memory bank The chassis feedback is forensic and as pure as mountain air. You feel in tune with the chassis, understand completely the Pirelli rubber and elevate your riding too. Sometimes electronic suspension can dilute the connection with the bike, but this is not the case with the new Panigale. Towards the end of the sessions, I couldn’t help but push for a lap and recorded a 1m45.5s without taking risks or having a moment. Session four For the last session of the test I opted for Full power rather than High power, which is automatically set in Race A mode. Full power is more aggressive in first and second gear, but near identical to Race A from third gear onwards, and with better precision and more fluidity, more usable than the older Panigale’s equivalent mode. We also decided to remove the wheelie control, which made the Ducati harder and more tiring to ride but far from wheelie prone. This may be due to the longer wheelbase and new swingarm, maybe the new wings and the fact that the power is higher up in the rev range – but my lap time came down to 1m45.2s anyway. However, the lap times were less consistent and each lap was more tiring on the body. The high level of tech means a rider can concentrate on cornering, and not worry about short-shifting to calm a savage power delivery Verdict So what has all this intensive testing and adjustment taught us about the new Panigale V4 S? Away from the lap times, just on feel, Ducati has made significant progress. The 2025 model is more stable and planted and therefore easier to ride. Where the older bike occasionally asked you to use calming shortshifts, particularly on the exits of fast, hanging sweepers, the new one asks for full gas and every one of its Italian horses in all the corners and does so without hesitation. Secondly, the advancement in rider technology is truly breathtaking. Never has a Ducati superbike been this easy to ride consistently and safely. You can take outrageous liberties and rely on the rider aids, which takes a conscious reconfiguration of your riding because the new Panigale allows you to do things on a motorcycle you really shouldn’t. It flatters the rider, improves lap times and, in turn, makes riding on track more enjoyable. Just a few years ago this was the stuff of superbike dreams. Now it comes standard Looking at lap times is a little unfair, and data separated by two years and more than a few variables can’t be treated as gospel, but in 2022 my best lap time on a Panigale V4 S was 1m49.442s and my best lap time on the same track in the same conditions on the new 2025 Panigale was 1m45.23s – which is much faster. Tyres have improved and I came to this year’s test race sharp, but I’d emphatically say the new Ducati Panigale will lap quicker than the old bike, and do so more safely and with less stress on the rider. We don’t know what the new Panigale will be like on the road, and all this new technology comes at a price that now puts the V4 S at $49,300 (ride away), which is $5400 more than the previous model. It will be interesting when the Ducati goes up against strong competition, especially from Honda and BMW. But if I were the competition, I’d be worried. Ducati has taken race-winning MotoGP and WorldSBK know-how and technology and transferred it to its road-going superbike so we can all feel like an elite racer. It is stunning. PROS: This bike has the potential to make a champion out of any trackday rider. CONS: All this tech comes at a higher price and not everyone has a technician on hand to decipher the menu. DVO: The sixth sense DEVELOPED BY the boffins at Ducati Corse, Ducati Vehicle Observer accumulates the input of over 70 sensors, refining and optimising the rider aids strategy, like slide control or wheelie control. Via calculations, algorithms and knowledge from years in racing, DVO can ‘estimate’ loads and ground forces – grip levels for example – while also taking actual data from the IMU. Ducati hasn’t fitted 70 actual sensors, these are simulated sensors to refine the rider aids. Ducati has been using a similar system in MotoGP and has endless data, which can now be transferred to the roadbike. This allows the rider aids to work more efficiently, quicker and adapt better to your riding. An example: the road-going Panigale doesn’t have a potentiometer to measure suspension, like the racebike. But when the system detects heavy or extreme braking (front brake pressure, de-acceleration, a closed throttle, etc.) it knows how the fork will react by using past data, knowledge and calculations. Specifications ENGINE Capacity 1103cc Type V4, desmodromic, four valves per cylinder Bore & stroke 81mm x 53.5mm Compression ratio 14.0:1 Cooling Liquid Fueling EFI, 2 x injectors per cylinder Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 159kW (216hp) @ 13,500rpm (claimed) Torque 120Nm @ 11,250rpm (claimed) Top speed 300km/h (claimed) Fuel consumption 6.5L/100km (claimed) ELECTRONICS Type Bosch Rider aids Power Modes, Race ECBS, Ducati Vehicle Observer, Traction Control, Wheelie Control, Slide Control, Engine Brake Control, Power Launch (DPL), Electronic Suspension (DES) 3.0 Rider modes Race A, Race B, Sport, Road, Wet CHASSIS Frame material Aluminium Frame type Front frame Rake 24° Trail 98mm Wheelbase 1485mm SUSPENSION Type Öhlins Front: NPX 25/30 S-EC 3.0 pressurised fully adjustable, electronic compression and rebound damping, 125mm travel Rear: TTX36 monoshock, fully adjustable with electronic compression and rebound damping, 130mm travel WHEELS & BRAKES Wheels Forged aluminium Front: 17 x 3.5 Rear: 17 x 6.0 Tyres Pirelli Diablo Supercorsa Front: 120/70R17 Rear: 200/60R17 Brakes Brembo Front: Twin 330mm discs, four-piston Hypure calipers Rear: Single 245mm disc, twin-piston caliper DIMENSIONS Weight 187kg (wet, no fuel, claimed) Seat height 850mm Width Not given Height Not given Length Not given Ground clearance Not given Fuel capacity 17L SERVICING & WARRANTY Servicing 1000km Minor: 12,000km Major: 24,000km Warranty Two years, unlimited km BUSINESS END Price $49,300 (ride away) Colour options Ducati red CONTACT www.ducati.com/au/en The post First ride | 2025 Ducati Panigale V4 S appeared first on Australian Motorcycle News.

Ten bikes. One winner. It’s that time of year when we award the biggest prize in Australian motorcycling. Welcome to AMCN’s Motorcycle of the Year for 2024, presented by National Motorcycle Insurance – the most anticipated test for readers, staff and the industry alike! This year AMCN has called upon the expertise of its dedicated fleet of bike testers, here in Australia and overseas, to determine the single greatest all-round motorcycle of the year – as judged against our tried and tested criteria. We’ve selected a cross-section of incredible bikes that show the current state of the industry and the huge choice Australian riders have at their disposal. After testing all of the major new bikes over the past 12 months, we’ve narrowed our choice down to the 10 you will devour over the following pages. Importantly, rather than be compromised by exactly what models are available from importers in time for a single all-in test, we’ve decided to rate these individually by the experts who originally rode them. So without further ado, let’s get the judging underway! THE FINALISTS Here are our ten finalists in alphabetical order – click to read the full review of each bike: • BMW R 1300 GS – $42,016 • CFMoto 450MT – $9490 • Ducati DesertX Rally – $36,800 • Royal Enfield Bear 650 – $11,690 • Suzuki GSX-8R – $14,990 • Suzuki GSX-S1000GX – $25,890 • Triumph R3 Storm – $38,890 • Yamaha MT-09 Y-AMT – $17,749 • Yamaha XSR900GP – $21,499 • Zero SR/F – $41,800 How we did this! To determine our coveted MOTY, we wrangled together a line-up of bikes that showcases the smorgasbord of options we have in this country. From a budget-friendly adventure bike, to the rebirth of the OG adventure machine, a street-legal enduro beast that screams “challenge me!”, a neo-retro scrambler for the hipster in your soul, a tire-shredding supercruiser, and even a crossover bike with a personality disorder (it can’t decide between manual or automatic). Nostalgic feel, super versatile engine and oh-so-sweet handling make the Yamaha XSR900 GP a great package Middleweights? We’ve got you covered with a GP-throwback and a parallel-twin that’ll make you question why you ever needed four cylinders. And, of course, a performance electric bike because the future is now. After a year of riding everything we could throw a leg over, we’ve picked our top 10, then enlisted the adventurous souls who conducted their real-world tests, braving bugs, mud and questionable weather to tame them. We’re not here to pit apples against oranges (or enduro racers against cruisers). Instead, we’re asking: did these bikes nail their design brief? Are they breaking new ground? And, most importantly, are they slicing through the marketing fluff to truly deliver the goods? Let’s find out… JUDGING CRITERIA • BUILD QUALITY Does it feel like a fortress on wheels or something you’d find in a flat-pack kit? • INNOVATION Is it pushing boundaries, or just slapping on some shiny paint and calling it a day? • DESIGN BRIEF Did it nail the assignment, delivering to the rider what it promises to do on the tin? • RELEVANCE OF FEATURES Does it have tech you’ll actually use, or just stuff to impress your mates at the pub? • VALUE FOR MONEY Not just price, because a well-equipped expensive bike can still represent top value. The Judges David Watt – Age 40 Riding experience – Wattie arrived at AMCN about 12 years ago as runner-up in the Cover Hero comp and never really left. If he was Italian we could nickname him “Multistrada”. With the right tyres under him, this ex-racer can – and will – do just about anything. Ben Grabham – Age 43 Riding experience – Riding since age three, off-road legend Grabbo has won everything from Finke (even with a broken hand) to Hattah, the Condo 750, the Australasian Safari and more. A stalwart for AMCN’s sister publication Australasian Dirt Bike, we’re chuffed to have him weigh in on MOTY24 Adam Child – Age 48 Riding experience – Adam has covered more miles testing bikes than there are pages in every issue of AMCN that has ever gone to print. A racer at both club and international level, “Chad” is equally at home on a superbike as he is on an enduro – and pretty much everything in between. Kel Buckley – Age 43 Riding experience – One of Australia’s most experienced moto-journalists, Kel has ridden, tested and judged the best and worst of motorcycles in a career spanning two decades. A realist, she has finally bought her dream Nineties bike: a lightly modified Yamaha TRX850. Sean Mooney – Age 52 Riding experience – Sean has been riding since he was 17 – from commuting on a ridiculous two-stroke to now riding (road and track, with the occasional off-road foray) all kinds of machines – some big, some small, some expensive, some cheap, some petrol, some electric… all great fun! Sheena Watkins – Age 39 Riding experience – With 19 years in various industry roles, Sheena’s passion for biking has never faltered. She’s a professional weekend social rider, who loves a good catch-up and having a good gander at other people’s two-wheel joy factories. Damien Pelletier – Age 47 Riding experience – Damien’s passion for bikes began as a teen thrashing a KX 125, then evolved through MotoGP-inspired track days. Now an adventure biking enthusiast, he still holds a soft spot for Kawasaki, despite owning a BMW K 1300 R. Hail the king! It’s official. The BMW R 1300 GS Triple Black has claimed the coveted title of AMCN Motorcycle of the Year 2024, but it was a close-run thing. This remarkable machine represents one of the most significant updates of the GS lineage, blending advanced technology with the classic features that have made the GS an aspirational favourite among touring and adventure riders since 1980. It had to fend off two new and unlikely market segment challengers. Any cynicism that potential buyers may have had about tarmac-racing giant Ducati hitting the adventure trail with its DesertX in 2022 has been well and truly blown into the weeds with the DesertX Rally. It is arguably the pinnacle of a performance off-roader and only its price detracted from a near-perfect scorecard. We loved the DesertX’s lighter weight, terrific comfort and tech, and sublime handling on or off the road The other challenger was CFMoto’s 450MT, its first enduro-tourer. It so impressed our Finke desert racer tester that we had to include it in our MOTY. The 450MT scored strongly but was compromised in the numbers game by having a modest level of technology to keep the price down. Perhaps the biggest surprise was Suzuki’s new GSX-8R sports twin. Nine out of 10 in the value-for-money rating was backed up by a similar score for having useful rider technology and eight out of 10 for build quality. AMCN believes that these types of mid-range twins and triples are going to underpin the sales success of all the major brands for decades to come. Adam adored the 8R’s comfort, torquey engine for this class, and great looks and level of finish This is why Royal Enfield didn’t just launch a restyled version of an existing twin when it rolled out the Bear – but made it the best-handling twin in its range. It rated an impressive fourth in our awards. Build quality and a high level of rider tech helped Suzuki’s GSX-S1000GX squeeze ahead of CFMoto’s 450MT. It’s important to note here that if you are looking for one of the best interstate sports tourers, consider the Suzi. But if you want a budget but capable bushbasher, go for the CFMoto. The execution and finish of the MT is excellent when compared to its retail price There was another close call when it came to Triumph’s Rocket 3 Storm and Yamaha’s XSR900 GP. Just one point separated the ultimate powercruiser from a credible GP throwback to the Nineties. Both honour a period when rules and regulations didn’t blunt the sheer fun of riding. Zero’s electric SR/F scored high on innovation and relevant rider tech but, sadly, its pricing dragged it down in the ratings. Are you brave enough to take the Rocket 3 Storm torque monster to the redline? Which brings us to Yamaha’s MT-09 Y-AMT. It was always going to be up against it as the auto-gearchange option was its only major upgrade but Yamaha deserves top marks for bringing this new tech to a performance model, not a commuter. The Scoreboard “With the R 1300 GS, it’s like BMW went to Bunnings to fit three trolleys of goodies into one. Then made that trolley go, stop and handle like a go-kart.” – David Watt “Exceptional build quality with a high level of finish and reliability. Ducati claimed it would be ready to take on the world – and it does.” – Adam Child “Suzuki has pulled their socks up on their lower spec models. Affordable, comfortable, everyday sports bike, not too radical, works on the road and track.” – Adam Child The post 2024 Motorcycle of the Year appeared first on Australian Motorcycle News.

The flagship of adventure touring has been in for an overhaul – but has it gone too far? While somewhat quirky, the GS is arguably the original and the highest regarded large-capacity adventure tourer in the world. Yes, I said quirky. And I mean it in the most positive way. There is not another bike on the planet that feels like a GS. So, after one of the biggest overhauls to date, it’s time to sample the R 1300 GS Triple Black the way BMW intended, on the road and off it. The Triple Black is one of six R 1300 GS versions available. It is up the pointy end of the bunch and is aimed more at touring with a pillion and carrying luggage, but there is no shame in enjoying it solo, so I strapped some gear on the back and headed out to do just that. Electronic screen can easily be adjusted on the fly to suit the weather conditions While the 1300 is a major update, when you jump on, it feels very familiar. The first GS I rode was almost 15 years ago and it was the air-cooled 1200. I’ve ridden each iteration since and the 1300 certainly feels of the same stock. The basic ethos is the same with an upright seating position and high ’bars, telelever front end, big boxer cylinders poking out each side, shaft drive and all the tech you can poke a stick at. It’s a winning formula and BMW have stuck with it for this reason. But things evolve. The tubular-steel chassis has been ditched for a sleek new pressed-metal item with the subframe a cast-alloy job. The gearbox has been moved under the engine instead of behind it, and both the telelever front end and paralever rear have had makeovers. The first time you fire the new 1300 into life things are immediately different. The engine sounds noisier, not exhaust noise, but mechanically. When I first took off out onto the road, I could hear it more than I remember the 1250. It’s something I would learn to live with… once I trusted that there was nothing mechanically wrong with it. The new 1300cc ShiftCam donk is some 3.6kg lighter than the 1250 it replaces and takes up less space, so you would expect a bit less insulation. The engine has had a massive overhaul making it more compact and it now sits symmetrically in the chassis rather than having offset cylinders – yay for symmetry! Power is up 7kW to 107kW (143hp) and torque is up 6Nm to 149Nm. That’s more torque than a 1390 Superduke and, thanks to the power boost and the massive 12kg weight saving making it 237kg (wet), the GS lurches forwards like it’s been shot out of a cannon when you open the taps in the bottom and mid-range revs. It is a rocket that will need some discretion with the throttle hand on the dirt. Luckily there is a metric-wheelbarrow-load of electronic aids to help out here. Beautiful bass-baritone notes emit from that trick-looking optional Akrapovic exhaust made from titanium and carbon The Triple Black is optioned with all the goodies for two-up touring, except the actual bags. BMW leaves it open to each buyer to choose their preferred luggage to attach to the built-in mounts. I prefer to travel on the lighter side and for a short jaunt staying in pubs, I didn’t need to carry much, so strapped on some soft luggage and headed off on a mission. Starting off on the bitumen the 1300 handling was very agile for such a big bike. The updated telelever not only looks different from the rider’s seat, it also feels way different. The 1250 fork had kind of a ball joint at the top triple clamp allowing the fork angle to change slightly as the fork compresses, but the new version has the fork continuing right up and into the top triple clamp, as well as having larger-diameter fork legs, and the feeling is much sportier. The 1300 literally falls into corners now. It really wants to turn to the point where you have to apply pressure to the outside ’bar to hold a line. The bike feels more alive and responsive to ’bar input. The dashboard is clear to read but it pays to take time out before a big ride to set it up for the adventure ahead The Triple Black has BMW’s Riding Modes Pro kit included, so I ran the customisable Dynamic Pro mostly because Pro means wheelies and you never know when you might ‘need’ to chuck a sick wheelie. While underway, there is no reason to go trawling through menus as the 1300 now has a kind of a shortcut menu available from the left ’bar controls. If you are familiar with the 1250 dash and controls you might find this new set-up a little inefficient. It allows you to select a favourite setting to toggle quickly. This is fine, but I’m a bit of a fiddler, so I liked having the TC toggle button and the electric suspension toggle button on hand and ready to go at all times. But now I need to go into a menu and choose my favourite setting. When you hit the multi-function button, a menu pops up with the available options: Seat heating, grip heating, windscreen, damping, traction control, active cruise control and ride height control. So there are plenty of things to play with, although some are set-and-forget deals. Going through all the menus is a bit of a cold-beer or a cup-of-tea in the garage kind of situation. There is so many things to adjust, it’s simply mind boggling. Wattie gave the big Beemer a full test of the waterproofing of even its smallest components and it came through with flying colours As I headed off onto the first dirt section of my ride, I engaged Enduro Pro mode to ensure I got the most of the lovely Metzeler Karoo 4 tyres fitted to the Triple Black and have a bit of fun while I was at it. It was still dark at this stage and while it was a section of dirt I knew very well, I don’t usually ride it at this time of day. With high beam and the optional fog lights engaged I set about seeing how the big 1300 gets about its business. Fortunately, or unfortunately, the road had recently been graded, so it was very smooth and offered a lot of grip for some fast sweeping drifts. The new engine is ripe for this kind of action and, using the mid-range torque, I got more and more cocky hanging the rear out and leaving it there as I clicked the next gear up – bliss! As the road began to tighten up and head downhill, I realised I was carrying a fair head of steam and there were some very tight corners coming up. I began to wash off some speed and what do you know? The surface changed from nice grippy clay to gravely dusty crap. Oh shit. With former editor Sam Maclachlan’s wise advice racing through my head about big bikes being hard to stop in the dirt, I headed for a 90-degree left turn with a cliff on the outside. Near-Superbike-spec brakes on an adventure bike… you betcha! Trying to stay calm, regulating the rear brake to avoid locking while pulling on the front hard to wash off speed and not wreck the bike, I decided to utilise the grader’s fresh berm hoping it will stand up to almost 350kg of bike and rider skidding into it. I held my breath and at the last second did my best Shane Booth (from GS Off-road training) impression and slid the front and rear square into the berm with near-perfect precision. Thankfully the berm held and shot me out of the corner almost like I meant it. Holy smokes, what a way to start the day! I can’t say I make a habit of pulling these kinds of manoeuvres, but I’m 99 percent sure I wouldn’t have got away with the same thing on many other adventure bikes. The low centre of gravity on the GS is one of its best attributes and is unmatched in the heavyweight category. After getting into some rougher terrain and doing a few jumps, I found the Triple Black wasn’t absorbing the hits like I wanted it to. A quick flick through the menu on the side of the road found that the Dynamic and Enduro setting now have four options to adjust the damping within the settings menu. The Triple Black was soon handling jumps without bottoming out and I was a happy man. I love that you can quickly change between modes on the fly to completely change the characteristics of the bike. Eco mode even utilises the ShiftCam technology to maximise fuel consumption. So when on the road, you can cruise economically between the fun bits with plush suspension, and then drop it into Dynamic or Enduro when you get to the fun sections and have an epic adventure. On something as big and expensive as this, crash bars are a no-brainer Using the radar assistance takes some getting used to, but my car has a similar set-up so it didn’t feel too foreign. The cruise control has two settings, Comfortable and Dynamic, which changes how aggressively it matches the speed of the vehicle in front. You can also dictate the following distance. The Front Collision Warning system is a similar deal; yes, you can turn it off, you can also have it fully active where it will brake for you when a collision is imminent. I chose to have the warning system active only, so the bike gives a small stab of the brakes to warn you of a situation if you aren’t paying attention which then allows you to do the rest. The front-collision feature is only available in the road modes. Both rider and pillion seats have heating and there are generous passenger grabrails Comfort wise, the GS is superb. I could ride this thing for days on end and not be uncomfortable. After my little trip away, I took my wife out for a run to test out the pillion comfort. She fell in love with it and it has become the new benchmark to compare other pillion experiences with. I think the heated seat was a selling point, and she liked that she could see as she was up a bit higher than on other bikes and there is plenty of grab handles (on the bike!). One complaint from me though, is that the gear shift isn’t the smoothest and no matter how much I tried, she kept headbutting me when I used the quickshifter. I ran the seat in the higher setting but made use of the adaptive ride height control to lower the bike when coming to a stop. I’ve never felt more at ease while stopping in hairy situations on a big rig. During one sandy creek crossing I set it to the low setting so I could dab a foot without unsettling the bike, it works flawlessly. All fork adjustment is done electronically The fuel range is ample at over 300km to a tank. I did not ride economically at all and was still on track for a 300km range out of the 19L fuel tank returning 6.3L/100km. The test bike had about 1500km on it when I got it, and the average consumption had not been reset and it was 5.6L/100km. So 330km range would be achievable if you rode thoughtfully. Based on this, unless you had mega trips in mind, I wouldn’t be holding out for the 30L fuel capacity of the looming Adventure model. The R 1300 GS Triple Black costs almost $9000 more than the base model. This might seem like a big step, but the amount of extra equipment is astounding. There are six versions of the R 1300 GS. One thing is for sure, it’s a hell of an upgrade from the 1250. Back in black, Triple Black that is A degree in IT… Some may feel like they need a degree in IT to be able to understand all the features of the R 1300 GS and it’s not far from the truth. I think most owners wouldn’t even understand it all after a year of ownership. Let’s run through the goodies included. 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 hauling luggage, pillion or both. 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 This one needs a little work still. Dynamic engine brake control It works like a slipper clutch but is electronic. Cruise control You know what this is 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 sitting on a trail. Squeeze the brake hard when stopped and it activates, then just ride away. Anti theft alarm Yep, you can have an alarm. Tyre pressure monitoring You can set target pressures for road and off-road riding and it will warn you as they drop out of the target range. They also account for the tyre temperature to stay super accurate. Electronic windscreen This is bliss in the cold or when it rains. Just wind that sucker up and let the wind disappear. Heating Heated grips, rider’s 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 topbox to the Triple Black, you can lock and unlock them all from the key fob. This is livin’, Barry. Phone storage Up top in front of the fuel cap is a water- and dust-proof compartment for your phone. There is a USB socket in there, but my phone (Samsung S22 Ultra) wouldn’t fit in there with the charging cord attached. The pocket does not lock, but if you lock the steering, the ’bar covers the pocket. Cornering headlight to light up the sides of the road better through turns. Connectivity Full phone integration for calls, messaging and music. What makes a Triple Black? What sets the black, black and black apart from the others? BMW sorts most of its optional accessories into packages and then applies those packages to different models. Obviously there is some crossover, but it also makes for an easy way to get what you want and not what you don’t. The Triple Black is aimed at lighter adventure two-up touring. Obviously, there’s the black paint, black cross-spoked wheels and black bling kit, but then seat heating, LED fog lamps and damped top-case carrier get added on. The case carrier looks suss as it moves about, but it’s to absorb vibrations. Next up is the Touring Package consisting of GPS mount, chrome-plated header pipes, central locking system for top case and side cases when fitted, hand protector extensions, and right and left case holders ready to accept the accessory panniers. The Innovation Package includes Headlight Pro and Riding Assistant, which is the radar-assisted system. The Dynamic package includes Dynamic suspension adjustment, gear shift assistant Pro, riding modes Pro and sports brake Pro. This is the must-have package; you have to have the Pro modes! Then there is a Style Triple Black package including the passenger kit, electronic windscreen and wind deflectors, centrestand and the comfort rider’s seat. Our test rig was also fitted with the Enduro Package Pro, which adds engine protection bars, under-carriage protection, adjustable footrests and brake lever. It was also fitted with the double silencer by Akrapovic made from titanium and carbon. This bumps the price of this test bike up to $42,016 ride away. Specifications ENGINE Capacity 1300cc Type Horizontally opposed twin, DOHC, four valves per cylinder Bore & stroke 106.5mm x 73mm Compression ratio 13.3:1 Cooling Liquid Fueling EFI Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Shaft PERFORMANCE Power 107kW (143hp) @ 7750rpm (claimed) Torque 149Nm @ 6500rpm (claimed) Top speed 240km/h (est) Fuel consumption 5.6L/100km (measured) ELECTRONICS Type BMW Rider aids Cornering ABS, Traction Control, Hill start control, dynamic brake control, engine brake control, active cruise control, Front-Collision warning, Lane-Change Warning Rider modes Eco, Rain, Road, Dynamic, Dynamic Pro, Enduro and Enduro Pro CHASSIS Frame material Pressed steel Frame type Twin section Rake 26.2° Trail 112mm Wheelbase 1518mm SUSPENSION Type BMW Front: 37mm telelever fork, central spring, DSA, 190mm travel Rear: Paralever, WAD strut Monoshock, DSA, 200mm travel WHEELS & BRAKES Wheels Cross-spoked aluminium Front: 19 x 3.5 Rear: 17 x 4.5 Tyres Metzeler Karoo 4 Front: 120/70R19 Rear: 170/60R17 Brakes BMW Linked ABS Pro Front: Twin 310mm discs, four-piston radial monobloc calipers Rear: Single 285mm disc, twin-piston caliper DIMENSIONS Weight 237kg (kerb, claimed) Seat height 850mm Width 1000mm Height 1406mm Length 2212mm Ground clearance Not given Fuel capacity 19L SERVICING & WARRANTY Servicing 1000km Minor: 5000km Major: 15,000km Warranty Five years, unlimited km BUSINESS END Price $42,016 (as tested, ride away) Colour options Black on black CONTACT www.bmw-motorrad.com.au The post First ride | BMW R 1300 GS Triple Black appeared first on Australian Motorcycle News.

Despite their identical underpinnings, these two adventure bikes offer vastly different experiences Background KTM 890 Adventure R: Known for its ability to build highly capable off-road machinery, the precursor to the 890 Adventure was the twin-cylinder 790 Adventure, first seen in 2017 at EICMA. With its innovative fuel tank straddling the engine to keep weight low, the 790 was released in 2019 and kicked off the mid-sized adventure craze. Two years later it was replaced by the 890 Adventure. The R version has 50 percent of global sales. Husqvarna Norden 901: KTM and Husqvarna are sister brands under the Pierer Mobility Group banner, which means the Norden 901 shares much of its underpinnings with the 890 Adventure platform, particularly the chassis and engine. However, the Norden 901 has a distinct personality, catering to a different type of adventure rider. The concept was unveiled in 2019 and arrived in 2021 in base model and Expedition versions. Nuts and bolts KTM 890 Adventure R: Both are powered by the same 889cc parallel-twin DOHC engine capable of 77kW (103hp) and 100Nm of torque, and mounted in the same tubular-steel frame. The KTM takes a harder-edged off-road approach with less protective bodywork, a narrower seat, lighter overall weight and more off-road focused Metzeler Karoo 3 tyres. Both have a 48mm fully adjustable upside-down Xplor fork and matching PDS monoshock from WP, and identical braking packages. Husqvarna Norden 901: Given the on-paper similarities, the success at which the Norden puts the touring into the adventure-touring segment is impressive. The two bikes feel completely different to ride, thanks to the Norden’s design focus on long-distance touring. As well as the soft luggage, there’s heated grips, adjustable ergonomics, a higher screen, more relaxed steering geometry, a wider (heated) seat and a lower, road-oriented front fender. Ones and zeros KTM 890 Adventure R: Both use a Bosch engine management system with lean-angle sensitive traction control and ABS. The KTM gets three switchable ride modes (Rain, Street, Off-Road), while the optional Tech Pack adds control, a two-way quickshifter, motor slip regulation (MSR) to prevent the rear wheel locking and a fourth Rally mode. In both Off-road and Rally modes, the rear-wheel ABS is completely deactivated and reduced on the front. Husqvarna Norden 901: With more electronic goodies as standard than the KTM, the Norden includes cornering ABS and traction control, MST, cruise control and a quickshifter in the price, as well as four selectable ride modes (Road, Sport, Rain, Off-road), as well as Explorer, which allows full customisation. The lean-angle sensitivity is deactivated in Off-road mode, and the ABS system assumes the same functionality as the KTM. The post Head-to-head | KTM 890 Adventure R V Husqvarna Norden 901 Expedition appeared first on Australian Motorcycle News.

Love ’em or hate ’em, Chinese bikes are here to stay. As the economic giant flexes its muscles, the seismic ripples are felt globally. But is the end result an Emperor’s delight or just fool’s gold? I recently read a little tidbit about the 2024 Paris Motor Show. Putting aside the fact that it’s all about cars and – cop this – you’re reading a bike mag, the gist of the article was pretty jaw dropping. All the “classic” European and Japanese manufacturers were either MIA or playing it super low key. But what was there with bells on was an army of Chinese brands. And no, the fact that you’ve probably never heard of them means nothing. You’d probably never heard of “Honda Giken Kōgyō Kabushiki-gaisha” until they went and flipped the motorcycle world on its greasy, windburnt head in the 1960s. Yes, it’s easy to laugh at burning Chinese EVs and take empty comfort in cliches about horrible quality and copycat designs. But those with the brains and insight into the industry know better. As much as I loathe the guy for all his rampant ego and trash-talking politics, Elon Musk has made his thoughts on the subject clearer than one of Trump’s fake tans. “Chinese automakers will demolish global rivals without trade barriers,” he said, ominously. And while electric cars are at the spearhead of this demolition, you can bet your bottom Australian peso that motorcycles will quickly follow. I’ve ridden some real Chinese stinkers in the past, but with 20/20 hindsight these were clearly just the thin edge of a very big, very game-changing wedge. And exhibit A in my argument claiming that it won’t be long until we’re all taking Chinese motorcycles seriously is this, the Paso Motors XF 300. Three colour options come at the same price HITTING THE ROAD But let’s not get ahead of ourselves. “Who the hell is Paso Motors?” I hear the cheap seats holler. Started by British ex-pat Henry Wiltshire, his is the most recent in a long line of small brands that use Chinese moto factories to supply budget-yet-bespoke rides to the West. Other brands that are (or were) in the same game include Braaap, Sol Invictus and Fonz Moto. In this particular instance, we have a new 300cc single in a scrambler-style. It’s seemingly become the style of bike all the cool kids like since cafe racers wore out their welcome a few years ago. The 30-odd horses and 25Nm of twists won’t see you shredding any rear rubber, but the bike’s featherweight 138kg means it doesn’t exactly hang around, either. And with those figures living pretty high up in the rev range on a small single, the power delivery has a charming ability to make you think it’s trying its little heart out. This stands in stark contrast to modern, big-capacity bikes, whose power and abilities often leave you feeling as if you are the weakest link in the chain. The donk also has a buzzy, Mazda rotary-esque thing it does where the revs just keep on climbing long after you think it’s about to run out of breath. The upshot is a powerplant that has you cheering it on rather than cursing it for empty promises. There’s a real Sixties British vibe here, right down to the not-to-be-trusted speedo It took me all of the 50m between Sydney’s Zen Motorcycles – aka, the local dealership stocking the bikes – and the entrance to the M8 tunnel to figure out the XF300’s raison d’etre. It’s light, pleasantly loud and extremely chuckable. Despite Henry’s caution about the knobbies and not getting too jiggy with it, the light goes green and I’m elbow down, fanging it around the corner and up the hill to the Princes Highway. You silly, silly little man! Fact one: the suspension is no namby-pamby cushion. Quite the opposite. It is unexpectedly firm and does a decent job of telegraphing the road right up into your palms. As such, the bike seems to corner better than expected, but there’s no denying of physics here. Do something silly while the bike is leant over and the XF will let you know, but not in an edgy way. So it’s rider beware. Fact two: soon, I’m careening directly over roundabouts and buzz-bombing my local shopping high street in a rather charming, 300 cubic centimetre way. Weaving and hooning? Guilty as charged. Whatever evil intention your right wrist might possess, the end result is always fun and funny. Like an angry Chihuahua, you know it’s upset but you’re never anything but amused. The sideways wiggle while cornering that’s par for the course with offroad tyres was there, but thanks to the dual-purpose design of the Yuan Xing black hoops it’s all very manageable. Strangely, there is monoshock rear suspension on this retro bike Fact three: with an engine this petite, you’d have to be trying pretty bloody hard to get the throttle feel wrong – and there’s little doubt that it’s going to treat you well enough in most situations and applications. And while I could point out that the end can is a shameless rip on the classic Supertrapp design, all is forgiven once you realise the throttle makes it pop and fart at will. The switchgear is nothing to write home about, but it does seem to meet minimum standards and if I had to stake a claim, I’d say that it should be fine well beyond the bike’s two-year warranty. With my critical eyes on, I noted from the get-go that the stand was too long by a good 20-30mm; not a big issue for city riding and (I guess) it’s also beginner friendly, but getting off the XF on a coastal road when the wind was whipping in off the spring Pacific Ocean saw me standing like a dork on the high side of the bike praying that a particularly blustery gust didn’t knock it flat onto the bitumen. And the front brake can too easily be overwhelmed to the point where I very much wanted more stopping power than it seemed capable of delivering. Yes, I was riding like a dickhead at the time, but newer riders may wander into similar braking territory unwittingly and reach the same conclusion just before they ride up the rear end of a yoga-loving soccer mum in a quick-braking SUV. Then there was the speedo. Easily my least favourite part of the bike, it was slow to show the correct speed when accelerating, to the point where I was doing double-takes to make sure I wasn’t actually tearing through a school zone at 20 over. I thought it was maybe a cheap GPS-sensing item. It was not. And forget about the warning lights; they are much too small and much too dim to be useful in any situation bar at night while standing still. But a scrambler in the city is like a duck in a bowl of custard, so off I went looking for grass. Sadly, my dealer didn’t have any, so I had to settle for the more legal thrills of running the XF down through the Royal National Park. My initial happiness with the bike’s cornering wasn’t wrong, but (as you’d completely expect on a bike at this price point) the rear shocks will get flummoxed if the cornering speeds are high enough and the cojones are big enough. But, as in the city, it’s all very polite and manageable. Custom cool, right down to the American flat-track-like exhaust end can HITTING THE DIRT? With a sneaky straight now underneath us and a quick glance for any stray Donut Patrollers, I pinned the throttle to see what happens. Above 80km/h things get quite exciting, both for the rider and the bike. The engine’s diminutive size and the number of cogs you have to swap during city rides told me that top speed wasn’t going to break any records, and of course it didn’t. Paso Henry told me that he knows of customers who have ridden their bikes interstate, but believe you me, it’d be bloody hard work and I’m not sure the engine would be happy spending so long so high up in its rev range. But should you summon the intestinal fortitude and – like some intrepid 19th Century explorer – attempt this insanity, you need to know that overtakes at speed on the XF require so much pre-planning, you’ll need a spreadsheet or a bottle of nitrous to accomplish them without crapping your dacks. It’s tempting here to launch into a soliloquy about how the bike’s not a real scrambler if it can’t manage an epic journey to the back of beyond and climb up the side of a mountain, but as anybody who’s seen the new Land Rover Defender or a Triumph Scrambler 1200 will tell you, off-road vehicles rarely get their tyres dirty these days. To dismiss the XF on this basis would be unfair. Hell, I’d rather take this bike offroad than a $40k BMW GS, that’s for sure. Seat height can be altered by fitting a shorter shock. But that would rake out the steering and make it slow to turn And as tempting as it is to take the XF off the bitumen and into the mud and slush in the deepest, darkest parts of the Nasho, I resisted. Firstly, because I’d most likely be arrested and/or attacked by hiking hippies, but mostly because I’ve had to return trashed-and-or-smashed media bikes before and you’ll just have to take my word for it that it’s no fun. At all. Henry told me that the bikes have been ridden off-road and that they are in fact pretty decent. I’m definitely no dirt demon, so I’m not sure my word counts for much here. I’d also posit that exactly none of the bike’s target audience will be using it in this fashion. The bike’s stock rubber (on this particular one, at least) was a generic Chinese brand that seems to be a dual-sport design; they could be the best – or worst – dirt tyres in the world for all I know. But riding on them around the city was pleasant enough and they seemed to have more than a reasonable amount of lateral firmness to prevent that “skittish” feeling you get when the knobbies flex sideways during cornering. I have very little doubt that a proper road tyre would improve things considerably, but the looks of the bike would also become a whole lot more supermoto than owners may want. A decent compromise here may indeed be another dual sport tyre, but with more of an on-road bias. Seat height can be altered by fitting a shorter shock. But that would rake out the steering and make it slow to turn I seriously doubt the XF is the kind of bike you’d ride all day, but I got as close as I dared to that task and my hands and feet were a bit tingly afterwards. Far from this being a slight at the XF, it’s what you’d reasonably expect from a small-capacity single that isn’t shy of high revs. You’d also expect great fuel economy, which the bike delivers in spades. If frugality at the bowser is something that resonates with you, then a small single like this is sure to impress. It did for me, and I was hammering the throttle like a loon. Shorter riders may find the bike in the configuration I received it in a little too tall. Beginners especially. The two strangers who had a sit on the bike at the Sydney store before I rode off on it would likely agree. But fear not, tippy-toed peeps, because the rear shock can be swapped out for a shorter item that drops the bike’s booty by a substantial 10cm if required. Just note that this will also make the bike feel more cramped – and legs more achy – on longer rides. Petrol tank seems to have the DNA of a classic Sixties Beemer NEED-O MORE SPEEDO Of course, there’s no magic defying of logic or manufacturing here. Just like all bikes at or around this price point, you are definitely on the cheap and cheerful end of the spectrum. But to counter this, your first bike (assuming that is indeed why you’re considering the XF in the first place) really can’t be that 1200cc Triumph Scrambler or BMW GS you’ve always wanted. There’s a reason why you have to start small and build your way up, and it involves a wheelchair, smash repairs and a big old hospital bill. Other smaller, more fussy points from my notes include some average-looking wiring, a seat that appeared to be rubbing the paint off the tank and a distinct lack of real colour choices. On the plus side, the bike has Bosch electrics, a gearbox that was better than I was expecting and a petrol tank that looks a lot like a custom jobbie that’s been taken from a classic Norton or BMW. Petrol tank seems to have the DNA of a classic Sixties Beemer To wrap things up, I’m happy to put my hand on my heart and say that the Paso XF300 is a decent bike that should really be on your list if the look and the price are in your own particular ballpark. It’s fun, looks great and has just the right amount of rebellion for new riders. Just make sure you ask Henry to update that speedo to something a little more useable and a little less, erm, Temu. RIDER PROFILE Name Andrew Jones Height 180cm Weight 78kg Fact Controversially, Andrew makes sure he scrapes the pegs of all his media bikes to let the manufacturer know that he’s ridden the bejesus out of them. The post FIRST TEST | 2024 Paso Motors XF300 Scrambler appeared first on Australian Motorcycle News.

More control, boosted efficiency and elevated comfort are all on the menu as Ducati reheats the Multistrada V4S for MY2025 Don’t be tricked. The MY2025 Ducati Multistrada V4 S might look like the current model, but beneath that distinctive and largely unchanged silhouette lies a host of developments that make the Bologna factory’s best-selling adventure-tourer even more efficient and rewarding to ride. Predictably enough, a raft of electronic updates sits centrestage, all aimed at boosting the versatility of the Multistrada. Ducati Vehicle Observer (DVO), the predictive electronic control system developed by the Ducati Corse MotoGP team and which debuted on the 2024 V4 Panigale, finds its way onboard along with Automatic Lowering Device, which lowers the ride height as the road speed drops to allow better control and more confident stops. Ducati’s electronic boffins have also added a new Wet riding mode, which sits alongside the Touring, Urban, Sport modes as well as an updated Enduro option. There is Engine Brake Control and uprated linked brakes, with the rear lever now also operating the front brake (in addition to the front lever operating the rear). Front-and-rear radar technology, which is carried over on the V4S for 2024 and supports adaptive cruise control and blind spot monitoring, now also supports a new forward-collision warning on the dash. Like a guardian angel, the front radar keeps a weather eye on traffic ahead The free-revving and flexible 1158cc Granturismo V4 remains largely untouched, aside from a new exhaust system to comply with Euro5+. With service intervals of 15,000km for an oil change and 60,000km for a valve inspection, and peak power and torque of 127kW (170hp) at 10,750rpm and 123.8Nm at 9000rpm, there was little to improve on here. However, for MY2025, the Multi deactivates its rear bank of cylinders at low speeds as well as when stationery in a bid to further reduce the transfer of engine heat to the rider on warm days (and improve fuel economy). The Ducati Skyhook Suspension (DSS) semi-active Marzocchi suspension now allows the rider to independently change settings on the move. There are new front fork settings and sensors, while the rear shock has a wider range of spring pre-load settings. The swingarm pivot sits 1mm higher which, according to Ducati, should improve anti-squat, especially with a pillion and luggage onboard. Pillions get more room as the panniers and top box have been moved back, and there is a broad range of optional extras for both rider and pillion. These include seats – high and low, heated or unheated – and five-level heated grips. There are EVO-activated hazard lights and a clear 6.5-inch display with connectivity and even more displayed information, while a fog light is offered as an optional extra. As much info as you’ll ever need Two versions to test Even up close, there’s not much visual difference between the old and new bikes – it’s all subtle tweaks and evolutions – which is a sign of Ducati’s confidence in the Multi. We had two model variants to test: the ‘Ducati Red’, with optional forged wheels, radar system and Pirelli Scorpion Trail II rubber; and the ‘Thrilling Black’, fitted with the adventure travel and radar pack, which includes spoked wheels, aluminium side cases, a centre stand, a heated seat for rider and passenger, heated grips, the radar system and Pirelli Scorpion Rally STR rubber. Essentially, one was biased towards sports touring and the other towards adventure touring. Short legs and tall adventure bikes have never been the closest of companions, and adjustable ride heights and optional seats have become a new battleground for manufacturers trying to woo all shapes and sizes to their machines. This is great news for the likes of 170cm me. I opted for the standard seat, which can be positioned at 840mm and 860mm, and turned down Ducati’s kind offer of a lower seat option – but it was good to have a choice. Ducati offers not only a lower seat but also a lower suspension kit, which, combined with the low seat, drops you to 795mm – you even get a shorter sidestand. This bike’s designed for rough tarmac, so it should be perfect for Aussie conditions Crucially for the likes of me, the Multistrada V4 S isn’t physically intimidating. It tops the scales at a manageable 229kg (without fuel) and the Automatic Lowering Device is effective at helping both feet get securely to the ground. This system dials out the suspension’s spring pre-load as the Multi’s speed falls below 10km/h, then re-applies it automatically as speed increases to 50km/h. Alternatively, you can override the system manually and take control yourself. How much the seat height drops depends on the bike’s laden sag. If, for example, you are a heavy rider with a pillion and luggage loaded for a week away, the seat will drop around 30mm. For a lighter solo rider, roughly 15mm would be more normal. That’s a massive tick – and one which makes the V4 S more accessible than ever. I was also eager to discover if I could feel or hear the rear bank of cylinders deactivate when speeds dropped to below 10km/h or we came to a halt. On Ducati’s Diavel, which trialled the first ECD cut-out system, you can tell by a change to the exhaust and intake noise, but it was less clear-cut on the Multi. All four cylinders should come back online as the revs approach 4000rpm but the precise moment depends on the riding context and amount of torque being requested. If, say, you are running a tall gear at just 2000rpm and grab a handful of throttle, the system will immediately revert to all four cylinders to give you the drive you need. It’s such a smooth transition that I wasn’t always sure whether I was riding a twin or a V4. The only glitch was unseasonably wet and cool weather, which left me unsure how effective the uprated ECD will be on the long, hot rides of summer. We will have to test this further in Australia. Phone holder with cooling fan comes free; you pay for the Ducati logoed phone cover if you want to be the coolest cat on the block Slick tricks The damp did give us the chance to test the new Wet riding mode, which limits peak power output to 84Kw (113hp) – that’s down on a full peak of 170hp. Supported by a plethora of lean-sensitive rider aids to keep you safe, and with the Skyhook semi-active suspension set to low-grip conditions, it works supremely well. The laws of physics still apply, of course, but you can exit super-slippery hairpin corners on full throttle – a guaranteed recipe for disaster with lesser electronic systems – and still the bike drives calmly forwards. As the roads dried out, improved conditions allowed us to sample the new linked Rear to Front braking system. The current V4 S model already runs a Front to Rear system that electronically distributes braking loads between both wheels. Now, for 2025, when in setting ABS 3 and using just the larger-diameter 280mm rear brake, a degree of front brake is also applied. It’s smooth – a million miles from the basic linked systems of the 1990s – and never feels like too much front is being introduced. Exactly how much is dictated by a blend of parameters such as lean angle and speed, but, with your head in laidback touring mode, you can use the rear alone to trim your speed. Sporting prowess When you up the pace and begin to exploit the Multi’s ever-present sporting edge, you can feel the ABS trigger under harder braking. At this point you transfer out of Touring mode into Sport mode and ABS setting 2. Now the system reverts to Front to Rear only, with some braking force distributed to the rear when the front lever is applied but the rear no longer has any effect on the front. Every mod seems to have been designed to make life easier and reduce fatigue in a variety of conditions and scenarios. Sport mode and Touring mode, for example, deliver the same peak power and torque but there is a noticeable difference between their handling characteristics and performance. The gap between the modes appears larger than before: Touring mode runs the bike softer and plusher. The ride and throttle response in Sport mode are by no means harsh but Touring mode has a more forgiving feel to it for 2025. This may in part be down to the repositioned swingarm pivot, the new rear shock or simply the settings – but the revised Touring mode makes the Multi even more capable. Electronic suspension helps make this a sumptuous tourer With its fluid and torquey V4 and relatively taut and responsive chassis, the 2025 V4S feels sharper than ever when you select Sports mode, particularly with the new, optional, 2kg-lighter forged wheels fitted. For 2025 Ducati also offers a revamped Multistrada Pikes Peak, complete with 17-inch front wheel, but the all-round and relentlessly versatile V4 S delivers breathless performance on sporty roads. It turns so effortlessly and accurately you could easily be forgiven for thinking that it rides on a 17-inch diameter front wheel and not its class-standard 19-incher. This potent blend of a flexible engine, a precise chassis and new generation of sophisticated and tuneable rider aids ensures the V4 S thrives in virtually every riding scenario imaginable. It drives hard and snaps into turns as well as it flows and soaks up the miles. You can easily tweak it to your mood. For example, I deactivated the wheelie control because, when the roads allow, I like my bikes to be free to express themselves… But I retained some traction control intervention just in case. Not the tallest tester in the world, our Chad quickly came to terms with the new Multistrada Meanwhile, the up-and-down quickshifter is quick and slick and makes revving the Granturismo north of 10,000rpm as exciting as it is on many pure superbikes. I even played with the changeable engine braking, reducing it to allow the bike to flow a little easier between corners. The only real limitations to all this sportiness are the standard tyres, more so the Pirelli Scorpion Rally STR rubber fitted to the Black Adventure Travel and Radar model. But if you wanted a truly sports-focused Multi, you’d opt for the Pikes Peak and stickier tyres. On the freeway there’s masses of power, more than enough to shovel rider plus pillion and luggage up to and past the fast traffic. You sit tall and have presence. Once comfortable, you set the adaptive cruise control, keep an eye on the blind spot detector lights in the mirrors and crack on for kilometre after kilometre. I looked for niggles but, in the softer Touring mode, couldn’t find anything worth writing down. Okay, the screen is still only manually adjustable and on a pricy adventure bike should be electronic, while the forward-collision warning did somewhat distract me when exiting the freeway a little too quickly (the warning is simply an illumination on the dash; if you are already on the stoppers it won’t illuminate). But when the ride was over and it was time to head back to HQ, I didn’t want to stop. The new V4 S makes you want to ride and then ride some more. Thumb-operated control to set linked braking system Verdict Despite a lack of obvious visual changes, this is a carefully and thoroughly updated Multistrada V4 S. It is expensive – prices start at $32,700 for the base model, $37,900 for the S, and it’s easy to spec up north of $40k– but it is more versatile, even more effortless to ride and even more comfortable than ever. It retains the ability to deliver near-superbike levels of performance but now also soaks up the road and distance with a sumptuous sophistication. With different model variants to choose from and a long list of accessories to trim the Multi to your taste, you can tweak and tune it to your riding style and needs. We are early in the new-model year cycle but we’d be surprised if the V4 S didn’t turn out to be the most complete road-biased adventure tourer of them all. Super-long service intervals have become a feature of the latest Ducati engines PROS – Sumptuous mile-eater that offers a huge raft of rider aids and can fit the role of a tourer or backroads blaster. CONS – Screen still only manually adjustable and forward-collision warning a bit distracting. Dirt check I’M SURE many owners will be unwilling to expose their beautifully finished V4 S to the dust, grit and risk of an off-road drop, especially on challenging terrain, but we had a brief ride on dirt to sample the updated Enduro riding mode. Peak power is reduced to the same level as Wet, 85kW (113hp), with the rider aids recalibrated for off-road riding, suspension set to off-road and ABS set to level 1, which means front wheel only. It works perfectly well. The suspension copes with changeable surfaces and for many Ducati owners, knowing their Multi can take on a gravel road with ease and safety will be enough. I found the standard ’bars a little low – they are adjustable but even in the higher position will still be too low for many riders – while the front end pushes a little, and I never really had the confidence to ride aggressively. It’s a stronger dirt prospect than some adventure bikes like the MV Enduro Veloce, but not as competent as the BMW R 1300 GS or KTM Super Adventure. Specifications ENGINE Capacity 1158cc Type Water-cooled, 4-valves per cylinder four-stroke, 90° V4 Granturismo Bore stroke 83mm x 53.3mm Compression ratio 14.0:1 Cooling Water-cooled Electronic Fuel injection with Ride-by-Wire 46mm elliptical throttle bodies Transmission Six-speed – Ducati Quick Shift up/down Clutch Hydraulically activated slipper clutch Final Shaft Chain PERFORMANCE Power 127kw (170hp) @ 10,750rpm (claimed) Torque 123.8Nm @ 9000 rpm (claimed) Top speed 165mph (est) Fuel consumption 6.6L/100km ELECTRONICS Rider aids: Riding modes, Power modes, Cornering ABS, Ducati Traction Control, Ducati Wheelie Control, Ducati Cornering Light, Ducati Vehicle Hold Control, Ducati Brake Light EVO. Rider Modes: Wet Touring, Urban, Sport, Enduro Frame Aluminium monocoque frame Rake 24.2° Trail 100.6mm Wheelbase 1566mm SUSPENSION Front 50mm fully adjustable USD (base) / 50mm electronically fully adjustable Ducati Skyhook Suspension 170mm travel Rear Fully adjustable, remote preload (base) / Fully adjustable, electronic Ducati Skyhook Suspension 180mm travel WHEELS & BRAKES Wheels Light alloy cast. Front 3. x 19 Rear 4.5 x 17 Tyres Pirelli Scorpion Trail II Front 120/70 X 19 Rear 170/60 x17 Brakes Ducati Cornering ABS Front: Brembo monobloc (Stylema on S) radial-mount 4-piston calipers, 320mm discs w/ Cornering ABS Rear Brembo 2-piston Brembo caliper, 280mm disc w/ cornering ABS DIMENSIONS Weight 229kg. (kerb std) 232kg (V4S radar) Seat height 840-860mm (adjustable) Width n/a Height n/a Length n/a Ground clearance n/a Fuel capacity 22L SERVICING & WARRANTY Servicing First: 15,000km or 24 month – 60,000km valve check Warranty 24 months BUSINESS END Price $37,900 (as tested) Colour options Ducati Red, Thrilling Black, Arctic White www.ducati.com.au The post WORLD LAUNCH | Ducati Multistrada V4 S appeared first on Australian Motorcycle News.

Before you can walk, you must crawl. Is the RS 457 step one to becoming a track star? When you’re just starting out, looking at all the different learner bike options can be a real head scratcher. Even once you narrow your focus down to something sporty, it’s still a bit of a minefield. Aprilia has something new that stands out from the pack: the RS 457. While being a bit of a pioneer in the small-capacity sportsbike category in the past, Aprilia is re-entering the fold with a bold new ground-up design that capitalises on years of small-bike racing experience and makes it accessible to new riders. According to Aprilia, the 300-500cc market is “where it’s at” globally. So, in turn, the RS 457 has been designed to fit the needs of riders all over the world. It aims to offer a premium sportsbike with performance and technology derived from MotoGP and make it available for newer riders to enjoy on the road and on the track. It’s moments like this when the price premium seems like it’s money well spent The RS 457 takes a lot of its design cues from the very successful RS 660. To the untrained eye it looks identical to its larger sibling. Dominating the look is the MotoGP-inspired aero fairings with equally MotoGP-inspired graphics. It looks sleek and purposeful from any angle. The side fairings are a dual-wall design that allows air to flow between the two layers, channelling it more effectively around the rider for less drag. The race inspired and developed aluminium frame is a standout in the class and attributes heavily to the bike’s handling, performance and low weight. To keep said weight down, the engine is load bearing and acts as part of the bike’s structure, offering extra stiffness without adding undue weight to the chassis. The swingarm is a steel unit but is crafted beautifully to look like alloy. Aprilia has ensured its MotoGP DNA has filtered down to its learner sportsbike. And what’s not to love about that? Years of 125cc and 250cc racing dominance did not go to waste when it comes to designing a sporty chassis. The suspension is a budget version of Kayaba equipment. A 41mm inverted fork up front is pre-load-adjustable only and the rear monoshock is also adjustable for preload only. Braking is taken care of with ByBre components similar to those found on KTM’s 390 Duke. From the front, Aprilia’s unmistakable triple LED headlight design sits above an aero winglet reminiscent of Aprilia’s MotoGP racebikes. The front indicators are built into the headlight cluster for that extra sleek look. The exhaust system is tucked away under the engine for low centre of gravity in keeping with the race-bred look. TheRS 457 is a seriously good-looking motorcycle. Powered by a 457cc forward-facing parallel twin – essentially the front half of an RSV4 Superbike engine – the double-overhead-camshaft head houses four valves per cylinder. It produces 35kW (47hp) of power and 43.5Nm of torque. As it only weighs 175kg wet, this gives the RS 457 the highest power-to-weight score of the category (just) and even the RS 660 in LAMS spec. For a learner model, the RS 457 displays a high standard of fit and finish The engine is more than just a “sleeved-down” RS 660. The 457cc version has no external cooling pipes and oil lines, as they are integrated into the engine block, keeping things nice and tidy while improving reliability. The gearbox shares some technology from the Aprilia V4 engines to reduce friction – like the use of special roller cages instead of bushes, as well as an improved gearbox lubrication system. There’s also DLC-coated piston pins and timing cups, roller bearings in the water pump and countershaft to reduce friction and increase fuel efficiency. Tech wise, the 457 is well appointed for the price point. The ride-by-wire throttle is similar to those found on much higher-spec bikes. This allows for a sophisticated traction control system to be used, as well as selectable ride modes, which are accessible on the fly and change the power mode, traction control level and ABS intervention. TC can be turned off and ABS can be deactivated on the rear wheel for skids and track use. The 5-inch colour TFT dash is the control centre for the bike. It’s well laid out and will be very familiar to Aprilia owners. The controls are backlit for ease of use at night too. You’ve got to admit there’s a reek of MotoGP there as you settle into the rider’s seat To put the RS 457 to the test, we headed out onto a go-kart track to highlight its true performance capability. Jumping on it for the first time, I immediately felt the short reach to the clip-on ’bars. The riding position is sporty but not aggressive. The foot pegs felt high enough for ground clearance and everything was where it should be. The cockpit looks fantastic, the large alloy top triple clamp looks fit for MotoGP and the dash screams racetrack. I set the ride mode to sport, pulled the clutch in – which feels very light – selected a gear and away we went. The engine felt very lively and willing to rev. I set about warming the tyres up before cutting loose. The 457 feels very light and is pleasant to ride at a steady pace. While only using the first three cogs, the gearbox feels very positive and responds best with a bit of clutch on the downshifts. On the way up, a flick of the throttle hand is enough to release the load from the ’box and click the next gear. The brakes felt a bit woody, but as they got some heat into them, started to feel a bit stronger. How to impress at your local go-kart track… get your knee down on a mini-MotoGP missile As I increased the pace, it wasn’t long before my knee touched the ground and I started to feel at home on the little bike. I say “little”, but there was plenty of room for me at 175cm tall. Pushing on, I was quite impressed with the power delivery; I could ride the whole track in third gear and there was heaps of torque still available. Aprilia tells me that 82 percent of the maximum torque is available at just 3000rpm and I believe it. It’s quite surprising how well it pulls from down low for a small engine. The RS loves a wheelie from low down in the revs; in first gear it’s just a stab of the throttle and up it comes. In second gear, a little clutch is required. (Make sure the TC is off though, as you won’t get any lift with it on.) Wattie can soon teach you how to wheelie an RS 457 in the first two gears. Just ask him! The handling is very precise. Even if you decide to change line mid-corner, it’s very accommodating. I found it hard to fault the chassis at all. It went exactly where I pointed it, lap after lap as my pace increased. The first limitation I found was the edge of the tyres. They’re branded Eurogrip with Aprilia logos on them. I’m told they are manufactured in India. They work quite well, but on the very edge of the tyre they are a bit squirmy as you crack the throttle. The next limitation I found was the ABS system on the track. It works very well, but if you skid the rear end a little while entering a corner, the front brake eases off. This pushed me a little wide so I turned the rear ABS off – problem solved. Brakes are fine for general use but could use more race-oriented pad compounds for track use On the go-kart track I was only getting into third gear with a top speed of about 110km/h at the end of the straight. The engine was happy to rev out over and over again; the power delivery was smooth and predictable right up to the redline. On the overrun, the exhaust pops and cackles a little bit, which is cool, but it is very well behaved generally. I was unable to fault the suspension at all unless I overrode the bike. Keeping in mind that the track was quite smooth, the only way I was able to upset it was to take it from full lean one side and slam it all the way over into the opposite direction. With my 95kg on board it pumped the rear shock a bit before it settled in, which I think is fair for this kind of bike. It’s far from being full race suspension. Either way, I’m riding the wheels off the bike and it’s taking everything I’m throwing at it. I backed it into corners, chucked wheelies and followed other bikes way too close… and the suspension didn’t fade. The rider and my knee sliders were wearing out before the bike showed any weakness. I was impressed after that session. Rear suspension looks the business but is only adjustable for preload, however it didn’t fade during several spirited track sessions Heading out onto the road to test the RS 457 in the real world, I was similarly impressed. Through traffic, the clutch is super light and predictable. The engine torque is great for cruising along in higher gears. I selected the Eco mode, which smooths out the throttle response. All the power is still there but it’s more progressive. Out of town and up to highway speeds (and above), the 457 has plenty of legs: 5500rpm is dialled up at 110km/h in sixth gear. You could cruise all day at licence-losing speeds if you so wanted. The fairings do a great job of reducing fatigue from the wind. It’s no Goldwing, but it’s a pretty good place to be. Pillion perch is just that On some average surfaces found on country roads, the RS did buck me out of the seat a couple of times, but nothing too wild. I think the suspension tune is a good compromise to be able to handle a track day and then head off on country roads and not ruin your day. Comfort is decent for a small bike. I’m not that tall but with the clip-on ’bars mounted above the top triple clamp, there isn’t a heap of weight on your wrists. I could easily get through a tank of juice in one stint I think, which would be over 300km, depending on the speed you maintain. In summary, the RS 457 delivers exactly what it says on the box. I wish these bikes had existed when I was a young’n. For a bike designed for such a range of countries and assumed use, it really does perform well. I would happily commute on it and know I could still have an absolute blast on a smaller racetrack on it. I would only make a couple of changes: sticky tyres and better front brake pads. Oh, and maybe a nice exhaust, even though it does sound like a slightly smaller and muffled RSV4 in standard trim. If you’re new to riding and see yourself getting onto the track and learning the ropes, the RS 457 could be just the ticket to becoming the next Top Gun Maverick Vinales at your local track. Quality is obvious throughout the various chassis components PROS: Sweet engine. Looks fast standing still. Agile handling. As good on the racetrack as it is on the road. CONS: Premium price tag. Quickshifter + MIA should be standard. Front brakes a bit lacklustre. Tech guru THE LEVEL of tech available on the RS 457 is top of the class. The three ride modes change throttle response, TC intervention and ABS intervention. Sport is the most aggressive throttle map, with the least amount of TC. Eco is the middle setting with a softer throttle and middle setting for the TC. Rain mode is the softest throttle mode with full TC intervention. In any mode, the TC can be changed via the left switchblock on the fly. If you want to turn ABS off to the rear wheel, you will need to be stationary. The MIA (Multimedia interface) is an optional accessory. This allows you to connect your phone with the Aprilia app installed and unlock extra functionality through the dashboard including speed limit display, navigation, music control, phone calls, service information and ride tracking. All of this is displayed through the full-colour TFT dashboard, which wouldn’t be out of place on the highest-spec bikes. Make it yours THE RS 457 is only just hitting the road, but Aprilia has already developed many add-on options to make yours a little bit special. If you’re planning on track days, add racing brake pads ($333.25); up-and-down quickshifter ($441.20); tank protection stickers ($163.85 and $66.90); passenger seat cover ($155.85); and front axle protectors ($138.50). If you want to do a bit more commuting and touring, spec your bike up with a USB socket ($38.50); tyre pressure monitoring system that talks to the dashboard ($456); a high windscreen ($125); pannier bags and pannier mounting system ($1154.15) or a tank bag ($482.50); comfort rider’s seat ($298); and Aprilia Multimedia Interface Accessory MIA ($208.20 + $73.75). Specifications ENGINE Capacity 457cc Type Forward facing parallel-twin, 8-valve, DOHC Bore & stroke 69 x 61.1mm Compression ratio Not given Cooling Liquid Fueling EFI, Delorto throttle bodies, Ride by wire Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 35kW (47hp) @ 9400rpm (claimed) Torque 43.5 Nm @ 6700rpm (claimed) Top speed 195km/h (estimated) Fuel consumption 4.1L/100km (measured) ELECTRONICS Type Bosch ABS, Marelli ECU Rider aids ABS, Traction Control, ride modes Eco, Rain, Sport CHASSIS Frame material Aluminium Frame type Dual beam Rake 24 degrees Trail 102.4mm Wheelbase Not given SUSPENSION Type Kayaba Front: 41mm upside down fork, adjustable preload, 120mm travel Rear: Monoshock, adjustable preload, 130mm travel WHEELS & BRAKES Wheels aluminium Front: 17 x 3in Rear: 17 x 4.5in Tyres Eurogrip Protorq Extreme Front: 110/70 ZR17 (M/C 54W) Rear: 150/60 ZR17 (M/C 66W) Brakes ByBre, ABS Front: Single 320mm floating disc, 4-piston radial caliper Rear: 220mm disc, single-piston caliper DIMENSIONS Weight 175kg (Wet, claimed) Seat height 800mm Fuel capacity 13L SERVICING & WARRANTY Servicing First: 1000km Minor: 6000km Major: 24000km Warranty Three years BUSINESS END Price $12,540 (Ride away) Colour options Prismatic Dark, Racing Stripes (+$400 as tested) Opalescent Light CONTACT www.aprilia.com/au_EN/ The post TRACK+ROAD TEST | Aprilia RS 457 appeared first on Australian Motorcycle News.

Even with the shortest test rider AMCN has to offer, BMW’s huge new R 1300 GS Adventure is ready to take on anything. It should come as no surprise that just one year after launching the all-new and highly acclaimed BMW R 1300 GS, BMW has introduced the R 1300 GS Adventure, a go-anywhere, do-anything GS ultimate, complete with a 30-litre fuel tank and a distinctive look that is quite the talk of the adventure bike community. Putting the new styling to one side for a moment, the Adventure is far more than a GS with a colossally large tank. In fact, BMW stresses that it’s a new model in its own right, offering something different to the standard R 1300 GS. The lightweight frame first seen on the R 1300 GS remains but attached is a completely new subframe for a greater payload and more room for both rider and pillion. The EVO suspension is similar but has revised settings to compensate for the Adventure’s extra weight and suspension travel (210mm front, 220mm rear). The controversial styling looks a lot different in the flesh and gives the Adventure its own model identity The wheelbase extends, there’s more weather and crash protection and, as we’ve heard, the fuel tank is as big as some car’s. There are four model variants, a new catalogue of optional extras and, for the first time in GS Adventure history, an optional automatic gearbox care of Automated Shift Assistant (ASA) technology. BMW provided us with two days of touring in southern Spain both on road and off, and on two models (the GSA TE ESA and the Trophy), with both manual and automatic transmission. AMCN sent one of the shortest road testers in the industry to ride one of the tallest and largest adventure bikes ever seen. A fist-full of options to tailor this big bruiser to your riding style The ride First, let’s deal with the large, grey and trunky mammal in the room: the looks and sheer size of the new GS Adventure. The internet went into minor meltdown when BMW first unveiled images; the planet, if not the entire universe, was outraged by its distinctive and rather boxy design, a clear result of BMW wanting to create a divide between the standard R 1300 GS and the Adventure. Certainly, you can no longer confuse the two. The Adventure now stands alone as its own not-so-discrete self. Like many looking at images on phone and laptop, I was a little unsure at first – but in the flesh it somehow works. I also like the fact that it is completely different from any other bike on the market. BMW, as ever, are going their own way with this bike. The internet is correct on one thing: it is intimidating. But isn’t it supposed to be? For the record, I’m not quite 5ft 7in (170cm) tall and BMW politely asked if I wanted the lower seat, which I just as politely declined, preferring to test the standard seat, which ranges from 870mm to 890mm, 20mm higher than the standard R 1300 GS. In fact, I spent the majority of the test on the Trophy with the Enduro seat 895mm/915mm. However, tick the option box for the adaptive vehicle height control and this automatically lowers the seat by another 30mm when it comes to a halt. There are a variety of seats to suit rider and pillion, along with height options and heating You may be able to make the Adventure lower but you can’t make it smaller. Throwing a leg over the full-height Trophy variant, complete with its 895mm-tall Enduro seat, revealed a massive motorcycle, especially with useful radiator-cowl side bags fitted. With the bike upright, I was on tiptoes, but just about secure enough to feel confident. Alternatively, I could slide one leg across, get one foot securely down, and was still able to reach the back brake or gear selector with the opposite foot. Using the adaptive vehicle height control on the standard 870mm seat makes a difference: with it activated I could reach the ground securely with both feet, although I still wasn’t flat-footed – this on the standard seat but now lowered to 850mm. But, predictably, as soon as the wheels were turning, the dauting bulk of the Adventure became a distant memory. Like every GS boxer I’ve ridden, there’s a lovely natural balance to the way it rolls. At slow speeds, even walking pace, it spoon-fed me confidence and made me feel like a different person. The extra-wide fuel tank is a constant reminder that the Adventure weighs 269kg (before extras like luggage), yet at just 5km/h it seems to weigh nothing at all. Brakes are race quality I’m familiar with the GS and the BMW brand, meaning the wide 6.5inch TFT display with its navigation wheel on the left bar quickly became second nature. I still rate the GS dash and switchgear as the best on the market. Thankfully BMW hasn’t changed this proven recipe on the 1300 Adventure. There are four standard riding modes and a large raft of rider aids – then it’s just a question of how many boxes you ticked in the accessories pack. You can, for example, opt for up to seven riding modes by adding Dynamic, Dynamic Pro and Enduro Pro to the standard Eco, Road, Enduro and Rain. Gearshift Assist Pro, which allows almost seamless up and down shifts, is an optional extra that I believe should be standard. You could opt for the very clever and easy-to-use Active Cruise Control (ACC), which incorporates Lane Change Warning and the Rear End Collision Warning (RECW). There are screen options, multiple luggage and top case choices… The options seem endless. The configurator will make you giddy. In what felt like no time at all, we hit the dusty trails that are common to Andalusia. It’s a big ask to make such a large bike work off-road, and that enormous petrol tank restricts your movement slightly when you’re standing on the (grippy) pegs, but the chassis and suspension absorbed the bike’s weight far better than I was expecting. That sweet boxer balance that works so well in town and carparks means it will crawl along at less than walking pace on dirt too, while you plan your next move. The fuelling in the off-road Enduro and Enduro Pro modes is all but perfect. Off-road as well as on-road, the GS is nowhere near as intimidating as you’d think. Even at walking pace the big Beemer doesn’t feel like a handful, showing how much development has gone into its design Some of the trails on our test route were wide and open, allowing for 100km/h progress in relative safety. The Adventure threw up curtains of dust on the long sweeping corners while giving me great vison ahead. In the optional Enduro Pro mode you can play with the rider aids, reducing the traction control (TC) or removing the ABS from the rear. Most riders will want the added security of the off-road-biased rider aids as these are excellent at keeping everything in order while encouraging you to have fun. You can play with the rear wheel grip like the Adventure is a toy. Aggressive throttle inputs send the rear tyre spinning but there’s always control. Add some lean or counter-steering and you’re rewarded with a delicious progressive slide that looks and feels awesome. Get too carried away and the TC reduces the power and brings the wheels back in line. No bangs, pops or misfires – just velvet smooth control. It’s like riding with an off-road expert on the pillion seat, who lets you know when it’s time to back off. Once you get used to the feeling of the TC recovering the slide, you can’t help trying to beat the system, sliding against the TC, using the brilliance of the Adventure’s electronic off-road as a safety net. With the correct rider controls activated, this sort of behaviour is a no-brainer It’s the same story for the off-road ABS-assisted brakes, which manage to find grip where you didn’t think it existed. Stopping a 269kg-plus load from 100km/h-plus on gravel and dust takes some doing, but the ABS is forensically excellent. You can feel it working to find grip, which boosts confidence and makes brisk off-road riding more enjoyable and relaxing. With the Enduro Package fitted, the Trophy is near faultless on the trail for the average rider. A note of warning, though. It’s a bit too easy to forget that it’s not, in my case especially, natural talent making the Adventure pull off wide-open rooster-tailed power slides like an enduro ace – it is BMW’s electronic boffins. I got so excited that I turned off the TC and nearly got caught out. When the Adventure starts to slide without electronic intervention on tap, it just keeps going. Try to bring the wheels back into line and it swings from side to side like a 140hp/269kg pendulum. You also feel that weight after a while, especially with a full tank of petrol. As much as I enjoyed the GS on the endless dusty trails, the next day my stiff and aching arms told me it was physically hard graft too. Massive tank can slightly compromise the standing position But I loved it. While anyone who rides a lightweight, single-cylinder enduro bike will think the Adventure handles like a boat, and real experts will find the ABS too intrusive; those of us who regularly ride big adventure bikes on roads and trails will be surprised by what the BMW is capable of. There’s even excellent crash protection should you get carried away – or fall over at a standstill, which, with one foot in a rut, can happen. Back on the asphalt, the compliments kept on coming. In Road mode the ride quality prioritises comfort over performance, via the Dynamic Suspension Adjustment (DSA). As it’s so comfortable and softly damped, it really shouldn’t handle as well as it does, but the DSA takes everything in its stride and makes the ride effortless. We encountered some uneven roads with bumps and even exposed tree roots breaking through the surface, but the implacable Adventure absorbed everything in its path, stability unchallenged. I could see the suspension of the bike in front working overtime – the Evo suspension has more travel than the standard GS – but the rider remained unfazed and in control. It’s like the swan swimming against a strong current, legs frantically going like crazy below the water, but graceful above the waterline. When the pace hots up, you need to flick into the Dynamic or Dynamic Pro modes, which gives the Adventure more support and a tauter ride. There’s noticeably less suspension travel and also more feel coming back from the tyres, meaning you can push on a little harder and enjoy the potential. Our tester reckons the dashboard design is the best on the market right now The Karoo 4 rubber tyres cope well on the road, but just when pegs start tickling asphalt you have to remind yourself (again) that you’re on a 269kg machine on heavily off-road-biased rubber – and that the laws of physics can’t be broken. On occasion I could feel the tyres move on their tread blocks, and took it as a warning. All modern GSs are exceptional handlers but it’s asking a lot of a 19-inch front wheel when you dive deep into an apex, braking relatively hard. That I even tried to push is a massive compliment to the Adventure’s chassis and electronics. The feel transmitted via the DSA suspension is impressive, too, the limit clearly signalled, while the rider aids work quietly in the background. Just to see, I accelerated very hard out of slow corners with the bike banked over to try to provoke a slide. Each time the Dynamic Traction Control (DTC) calmly said no and kept the Adventure driving forward. The TC light illuminated on the dash and I could feel the power reduce – that safety net again expansive and reassuring below my trapeze. The essence of the Adventure is the way it has been designed to be friendly and easy-going despite its mighty size, although the amount of effort required to make quick direction changes through esses varies depending on which model you are riding, the accessories it has, and the amount of fuel on board. When the fuel levels are at around 15 litres and below, the Adventure’s road manners mirror those of the standard R 1300 GS. But with a full tank of gas, you have to work harder. Hit a switchback section on a mountain road at speed and you physically feel it. Sure, the Adventure can hustle and it is fun but it certainly requires more effort than the standard GS. Radiator cowl bags are a unique BMW touch The radial stoppers are carried over from the base GS and have cornering ABS as standard, recalibrated for the Adventure’s different suspension and weight. The four-piston calipers are strong on the road – and you can feel the ABS working from time to time, especially the rear in Road mode – but not as sharp as those on the GS, which has less weight to deal with. Like the brakes, boxer power is carried over from the R 1300 GS, giving a peak of 107kW (143hp) and 149Nm of torque. As noted, the fuelling is immaculate and, even in Dynamic mode, the Adventure will pull keenly away with the throttle barely opened. Over two days of riding I don’t think I ever got close to the redline; there’s simply no need, given the twin’s luxurious, deep-pile carpet of torque. Gear changes are infrequent; instead, the Adventure flows across the planet, the revs embedded in one of the richest and most flexible of mid-ranges, even during a spirited ride. It will certainly be interesting when we ride the 143hp Adventure against the 170hp Ducati Multistrada V4 – and KTM have an even bigger, more powerful Adventure just around the corner. On the second day, we rode from Tarifa on the southernmost tip of Spain back to Malaga, with more off-road, as we hugged the coast with Africa in the distance. But soon the romance was over and we had to churn out some big kays on the freeway. That’s BMW’s bold new signature headlight If you want to cover hundreds of miles efficiently and in a blanket of irritation-free comfort, the R1300 GS Adventure might not just be the best adventure bike for the challenge, but the best bike, full stop. Comfort is relentlessly good, especially if you configure your machine with the larger screen, comfort seat and adaptive cruise control. Just sit back and wait for the fuel light to illuminate. BMW quotes a massive 380-mile range at their claimed 57.6mpg – which is a long old stint between stops in anyone’s book. On test, I averaged 5.7l/100km or just shy of 50mpg, which, considering the abuse it took off-road, wasn’t bad at all. There were lots of off-road trails where I was using only second and third gear and spinning the rear for fun. Ridden properly, BMW’s consumption claim is well within reach. On occasion, the range readout was reading over 650km or over 400 miles, in theory making Lands’ End to John O’Groats, otherwise known as the entire 837-mile length of the UK, doable with just one stop for fuel. The screen on the photographed Trophy model was perhaps a fraction low, and high-mileage tourers should avoid the harder Enduro seat. But those details aside, this is the bike if you want to eat entire countries whole. The big Adventure is hungry for it. Verdict BMW was always onto a winner by transforming the already formidable R 1300 GS into the Adventure model. However, they haven’t just slapped a big fuel tank on a GS. Like never before the Adventure feels different from the standard bike – with its own unique personality, appeal and looks. And, trust me on this, it looks pretty good in the flesh. BMW like to go their own way and have succeeded with the Adventure. The depth of thinking in its design and execution, in its useful features and vast range of accessories, is to be applauded. It is like no other bike on the market. Yes, it is large and slightly intimidating at first. But isn’t any vehicle capable of smashing across inhospitable terrain and spitting out whole countries before breakfast supposed to have a bit of presence? A 269kg motorcycle shouldn’t work equally brilliantly both on and off-road, but this one does. It also has exquisite slow-speed balance and perfect fuelling, plus a seat-lowering device that makes it accessible to all. And if its handling and all-day comfort were givens, its usability and the fun you can have on road and dirt and even in town are revelations. The hard decision for many will be choosing which variant to opt for and which accessory boxes to tick, as this will transform your Adventure. Whether you’re big or small or in between, you can make it fit you like a set of made-to-measure leathers. The only limiting factors are budget and your imagination. PROS – A 269kg motorcycle shouldn’t work equally brilliantly both on and off-road, but this one does. CONS – Turn off too many of the rider aids and this big bike could bite you hard. Specifications ENGINE Capacity 1300cc Type Air/water-cooled, 4 valve per cylinder four-stroke, boxer Bore stroke 106.5 x 73mm Compression ratio 13.3:1 Cooling Water/air-cooled Fueling Electronic fuel injection with Ride-by-Wire Transmission Six-speed – optional shift assist and semi-auto operation Clutch Hydraulically activated wet slipper clutch Final Shaft drive PERFORMANCE Power 107kW (143.5hp) @ 7750rpm (claimed) Torque 149Nm @ 6500 rpm (claimed) Top speed 240km/h (est) Fuel consumption 4.9L per 100km ELECTRONICS Rider aids Cornering ABS, TC, Hill Start control, Cruise Control with brake function Rider Modes Four modes standard Road, Rain, Enduro and Eco, optional seven with Dynamic, Dynamic Pro and Enduro Pro Frame Pressed/welded sheet steel with forged/tubular aluminium subframe Wheelbase 1534mm SUSPENSION Front EVO Telelever Electronic ESA fully adjustable 210mm travel Rear EVO Paralever Electronic ESA fully adjustable 220mm travel. WHEELS & BRAKES Wheels Cast wheels with spokes as an option Front 3.0 x 19 Rear 4.5 x 17 Tyres Michelin Anakee Adventure/Metzler Tourance Next 2 Front 120/70 X 19 Rear 170/60 x17 Brakes Race Cornering BMW ABS Pro Front 2 x 310mm discs, radially mounted 4-piston calipers Rear 285mm disc, two-piston caliper DIMENSIONS Weight 269kg (kerb) Seat height 870-890mm (adjustable) Width 1012 mm Length 2280mm Fuel capacity 30 litres BUSINESS END Price from $33,160 ride away Colour options: Standard, Triple Black, Trophy, Option 719 Tramuntana Contact www.bmw-motorrad.com The post Adventure Test | BMW R 1300 GS Adventure appeared first on Australian Motorcycle News.

Does the new Stelvio have enough Italian zest to entice buyers away from the established adventure menu? The last time our Antipodean shores were graced with a Stelvio adventurer was with the 1200cc oil-cooled model a decade ago. But Moto Guzzi are looking to bloody some adventure beaks with their all-new contender, featuring a signature transverse V-twin but with cutting-edge engineering and equipment. In many ways the new Stelvio is a twin to the V100 Mandello sports-tourer and, although Moto Guzzi are keen to point out they have been developed in tandem rather than one being a derivative of the other, the styling cues are easy to see. The press release delves into a bunch of jargon about the Moto Guzzi ‘cross’ and ‘Eagle lines’, but I dig the Stelvio’s classic-but-contemporary vibe. Everyone has their own opinion when it comes to motorcycle looks, but elements like the traditional Guzzi side vents complement the spoked wheels and all-round LED lights nicely to my eye, and the mix of satin and gloss finishes gives the bike a rugged but elegant feel. And then there’s those muscular V-twin lobes sticking out the sides like Lou Ferrigno’s incredible flexed deltoids. Engine is tuned for torque Beating at the heart of the Stelvio is the same liquid-cooled, 1042cc, 90-degree V-twin found in the Mandello, delivering identical 84.6kW(113.5hp)/105Nm outputs. Those figures are healthy rather than manic, but it’s worth remembering that more than 80 percent of that torque is delivered by just 3500rpm, blessing the Stelvio with tremendous low-down stomp and making it ideal for conjuring traction out of unsealed surfaces. And, of course, the V-twin rumbles the way an Italian thoroughbred should, emitting an eardrum-massaging snarl like a grizzly growling through a trombone. The new donk also comes equipped with cylinder deactivation tech in order to meet stricter Euro 5+ emissions standards, which kicks in only when decelerating above 2500rpm. The transition is so seamless as to be virtually indiscernible but the impact on mileage is certainly conspicuous, with 400km-plus trips easily achievable between refills of the 21-litre tank. Occupying a fairly premium price category at $32,890, the Stelvio competes directly with rival European heavyweights like the BMW GS, Triumph Tiger, KTM Super Adventure and Ducati Multistrada. Moto Guzzi have positioned their new off-roader as an ‘adventure tourer’, aiming to seduce prospective buyers with its balance of comfort and versatility rather than outright trail-shredding credentials. Fully-adjustable Sachs front fork runs radially-mounted Brembo brakes Twin to the Mandello? The Stelvio’s Italian curves might be reminiscent of the Mandello, but the chassis has been completely revised from the ground up to cope better with unsealed surfaces and undulations. There’s now 170mm suspension travel at both ends and increased ground clearance, while the beefed up 46mm Sachs fork and KYB shock feature adjustable rebound and preload, plus a remote adjustment knob at the rear. Eight front anchor points now attach the frame to the engine, resulting in a 20 percent increase in chassis rigidity. Braking duties are taken care of by Brembo, with radial-mount monoblock calipers chomping on a pair of 320mm floating steel discs at the front, along with a 280mm disc with dual-pot caliper at the rear. A larger 19-inch front rim now accompanies the 17-inch rear for increased dirt stability, wrapped with tubeless Michelin Anakee Adventure hoops. To compete in the high-end adventure category, you need to provide plenty of tasty electronic features as well, and Stelvio doesn’t disappoint. There are more gizmos than you shake a dead tree limb at, including five separate riding modes (Rain, Road, Tour, Sport, Off Road), four-level adjustable traction control linked to an onboard six-axis IMU, and an electronic cruise control. The large TFT screen is a winner The riding modes are fairly self-explanatory, with each one providing tailored levels of engine, braking and traction control to suit the riding scenario. Rain mode dials back the engine and brake assertiveness while amping up the traction control; Sport faithfully dishes the rider up with as many helpings of kilowatts and newtons as they can handle; Off-Road also deactivates the rear ABS for more rider control in the dirt (and for doing sick skids). The TC can be easily adjusted on the fly in every mode, and – handily – the setting is remembered by the ECU when you switch the bike off and on. There’s also a lovely big 5-inch TFT screen mounted centrally on the dash, which displays clear and intuitive menus as you scroll through its functions using the bar mounted D-pad. They say size doesn’t matter, but when it comes to motorcycle cockpit displays some extra inches are more than welcome. The Stelvio also features several cutting-edge safety systems, including Forward Collision Warning (FCW), Blind Spot Information System (BLIS) and Lane Change Assist (LCA) functions, thanks to two front-mounted radars. According to Moto Guzzi, the 4D Imaging technology – developed by Piaggio Fast Forward in Boston – boasts a wider field of vision and more reliable monitoring regardless of lighting and environmental conditions compared with traditional ultrasonic sensor-based systems. Visual and audible cues help alert the rider when objects are sensed approaching within unsafe proximity or speed parameters, though they’ve been tailored to not be overly intrusive in everyday riding. As an example, the screen flushes an amber warning colour at the bottom left or right extremity when traffic is sensed approaching a rider’s blind spot, rather than a flashing red light or something equally distracting (though the alerts can be switched off altogether for preference). Electronic Following Cruise Control can also be enabled with the addition of a separate module, allowing the Stelvio to automatically adjust speed relative to the vehicle in front. The ride quality is superb Ride above the rest A dazzling array of features doesn’t always translate to an amazing ride, but first impressions climbing onto the broad seat are good. At 830mm high, the seat isn’t awkwardly tall for those of us not born with giraffe legs, while still providing plenty of room. The ’bars are positioned a good distance above the headstock, resulting in a seat-to-bars-to-pegs triangle that places no weight on your wrists and settles you into an upright posture that feels both neutral and natural. Around town the heat build-up from the engine is noticeable but not uncomfortable, and the clutch and drivetrain engage with a reassuring mechanical solidity without quite exhibiting the polish of some rivals. The throttle picks up smoothly though, and a counter-rotating crank shaft helps to even out back-torque reactions when decelerating at lower speeds, making the Stelvio an amiable enough mount in heavy traffic. The view provided by the erect ride position makes navigating through the urban chaos like playing checkers on easy mode, but while the Stelvio tolerates traffic-light forests with admirable stoicism, its gruff V-twin feels impatient to explore the open road. What looks like a tall bike at rest isn’t once you climb into the saddle Released to roam free in Victoria’s high country, the Stelvio feels completely in its element. As the kilometres pile up you begin to really appreciate details like the supportively cushioned, textured seat, electronically adjustable windshield and handy ’bar toggle for adjusting your cruise control speed. My steed was also optioned up with ’bar warmers, quickshifter, hard panniers and 52-litre top box, all of which proved their usefulness at various points throughout our multi-day journey. Moto Guzzi has really nailed the ‘touring’ part of the brief, with the Stelvio covering distance effortlessly thanks also to a suspension tune that strikes an excellent compromise between supportiveness and pothole-soaking compliance. At the end of some long days in the saddle my posterior was surprisingly ache-free and, although I didn’t get a chance to sample the pillion seat, I’m sure a passenger would find the accommodation equally agreeable. The remote rear preload knob allows the shock to be easily stiffened up for two-up journeys and the capacious optional 52-litre top box swallows two full-sized helmets no problem – although the fact it’s not rated for heavy loads limits the type of luggage you can cram into it. Good luggage capacity adds to the Stelvio’s appeal Taming the terrain The hot-rod sound the V-twin belches out when you crack the throttle makes it hard not to dig the spurs in pretty frequently, and this reveals an unexpected side to the Stelvio’s nature. Not only do the bouncy bits provide a quality ride but the fork and shock offer up a high level of feedback and sophistication as well, giving you the confidence to throw the bike around pretty vigorously down a winding road. There’s a tautness to the initial stroke that means the chassis feels poised rather than soggy, despite 170mm of suspension travel fore and aft, allowing the excellent stoppers to be exploited to full advantage while trail braking into bends. Those Brembo-badged calipers adorning each end bite strongly when you apply the levers, but once you’re used to it the feel and modulation is excellent. A unique rear profile in the adventure market The Michelin rubber is a more than willing accomplice to these shenanigans, with enough edge grip to get the pegs grinding despite identifying as adventure rubber. The semi-knobby hoops offer enough purchase to sail along a gravel road at a respectable pace as well, without quite inspiring the same levels of assurance they provide on tarmac. In trickier deep-gravel sections the front end felt slightly aloof at times, and the Stelvio’s 246kg impose themselves on the dynamics a bit more. While it proved more than capable of negotiating all manner of surfaces, those lovely exhaust headers look a little exposed to punishment if one’s ambition were to outweigh one’s talent on a rocky path. This Guzzi is far too handsome to be subjected to that type of indignity, so I preferred to exercise a little more discretion while bombing along sketchy trails standing on the footpegs. Speaking of which, the ’pegs can be converted to metal units simply by removing the rubber inserts with an allen key, although I didn’t find that necessary. A little more width for my boot would have been nice though, as the broad tank area pushed my knees out a bit when trying to rest my legs through straighter bits of terrain. The factory quickshifter fitted to my example still made it a cinch to swap cogs while standing though, and that lovely V-twin offers such incredible flexibility while reverberating its sonorous BRAARP off the scenery that you can pretty much leave the bike in third gear through the tighter stuff. Fitment of more hardcore knobbies would enhance the Stelvio’s bush-bashing abilities for more serious cross-country pursuits, but to my mind the Moto Guzzi’s Mandello del Lario’s designers have created a machine that excels at exactly what it’s intended for – covering distance with comfort and panache on a huge variety of roads. Thanks to the unique engine layout and styling, it’s a motorcycle with real charisma as well, and where it used to be said that Italian machines came with ‘charming’ idiosyncrasies, Piaggio’s ownership means Moto Guzzi benefits from properly modern engineering and cross-development of parts with other brands like Aprilia. Given the asking price it would be nice if certain features like heated grips, smartphone connectivity, quickshifter and tyre pressure monitoring were standard fitment, but this Moto Guzzi dish still comes loaded with plenty of juicy toppings, along with a rich Italian pedigree and gusto that make it a compelling alternative to the adventure bike mainstream. PROS – Grunty, hot-rod V-twin, cutting edge radar tech, terrific ride, handling and comfort. CONS – Quickshifter should be standard. More peg width for gravel riding, please. Headers could take a beating. Stelvio Pass The spectacular mountain pass that the Moto Guzzi Stelvio takes its name from was built by the Austrian Empire from 1820-25, ascending 1871m through the Italian Alps. Designed by Carlo Donegani, its 75 hairpin turns, including 48 marked on the northern side, retain much of the original layout. Once a strategic border between Austria and Italy, Stelvio was the site of fierce World War I battles amidst its dramatic landscape. Today it’s a mecca for cyclists, motorcyclists and drivers for its challenging switchbacks and expansive alpine views. Known as the Cima Coppi in the Giro d’Italia, Stelvio is a legendary cycling ascent, and each August it’s closed to motor traffic for major cycling events. The iconic pass has been named as one of the world’s greatest driving roads by Top Gear, adding to its allure as a motorcycling pilgrimage. Specifications ENGINE Capacity 1042cc Type Liquid-cooled 90-degree transverse V-twin with double overhead camshafts and four valves per cylinder Bore & stroke 96 x 72mm Compression ratio 12.6:1 Cooling Liquid Fuelling Electronic fuel injection; dual 52mm throttle bodies and ride-by-wire management Transmission Six-speed Clutch Wet multi-disc with slipper clutch, hydraulic control and integrated clutch slave cylinder Final drive Cardan Shaft PERFORMANCE Power 84.6kW (113.5hp) @ 8700 rpm (claimed) Torque 105Nm @ 6750rpm (claimed) Top speed n/a Fuel consumption 5.1L/100km (claimed) ELECTRONICS Type Continental Ride-by-wire Rider aids 3 engine maps (MGCM), 3 levels of engine brake control (MGFM), 4 levels of traction control (MGTC), cruise control. Modes Touring, Rain, Road, Sport, Off-Road CHASSIS Frame material Steel Frame type Tubular high-strength steel frame Rake 25.6° Trail 116.4mm SUSPENSION Type Sachs Front: Telescopic hydraulic upside-down fork, 46mm adjustable spring preload and rebound hydraulics, 170mm travel Rear: Aluminium single-sided shock absorber left side, adjustable in spring preload with knob and rebound hydraulics, 170mm travel WHEELS & BRAKES Wheels Aluminium alloy spoked Front: Tubeless spoked 3.0 x 19 Rear: Tubeless spoked 4.5 x 17 Tyres Michelin Anakee Adventure Front: Radial tubeless 120/70 – R19 Rear: Radial tubeless 170/60 – R17 Brakes Front: Dual stainless steel floating discs, 320mm, Brembo radial-mount calipers with 4 opposed pistons and metal braided hose Rear: Stainless steel disc, 280mm, Brembo floating 2-piston caliper. Continental ABS with cornering function DIMENSIONS Weight: 246kg (wet, claimed) Seat height: 830mm Width: 945mm Height: 1400-1470mm (adjustable with windscreen) Wheelbase: 1520mm Ground clearance: not listed Fuel capacity: 21 litres SERVICING & WARRANTY Servicing First: 1000km Minor: 12,000km Major: 24,000km Warranty: 24 months BUSINESS END Colour options: Yellow/Silver, Grey/Black Price: $32,890 (ride away) CONTACT www.motoguzzi.com/au The post ROAD TEST | Moto Guzzi Stelvio appeared first on Australian Motorcycle News.

Triumph now produces a race version of their sporty new Daytona 660 – so of course we decided to race it in front of 50,000 fans. Triumph has done something a little bit special in producing a race version of their new roadgoing Daytona 660. Yes, many manufacturers have produced race versions of production street models, but the Triumph project differs from most because all the race components necessary to transform it into a razor-sharp track tool are available to the public via Triumph’s website or project-development partner PHR Performance. This is a factory racer or trackday bike you can buy, configure and build yourself – or allow experts to build to your spec. I couldn’t wait to see what a full-on race-spec 660 Daytona triple would be like. On the street, it’s a sweetly balanced and punchy sports middleweight, ideal for newer riders who are happy to trade premium cycle parts and the absolute word in adjustability and electronic rider aids for a sub-$20k price point. Lavish it with a raft of well-chosen and developed track goodies and, instinctively, you feel it will become something special. So it was that I jumped in with both feet when invited to race a 660 in a round of the furiously competitive Pirelli National Sportsbike championships in front of 50,000 race fans at Lincolnshire’s Cadwell Park. Run as a support race series in the British Superbike (BSB) championship, the series was created this year for young riders hoping to showcase their talents in front of the BSB teams. Young Aussie Jayden Martin is one such rider who has taken to Triumph’s Daytona 660 like a duck to water, finishing 11th in his first season in this class. Race dash is focused on revs and engine temperature The racing is fast and close, while Cadwell – a glorious parkland circuit that swoops over rolling countryside before threading through woods and thrilling crowds with the most hair-raising jump in racing – is one of the most demanding tracks in Europe. Joining the series midway through the season and doing so with no practice was less than optimal preparation. But I couldn’t say no. The middleweight sportsbike market has transformed in recent years, with manufacturers stepping away from intense and tightly focused 125+hp supersport machines in favour of bikes that cater for a younger, less experienced audience and those wanting a fun and responsive sports-styled machine, but nothing too radical. From the Yamaha R7 to the Aprilia RS660 to this, the new-for-2024 Daytona 660, a plethora of keenly priced sportsbikes has entered the market and this burgeoning race series shows the potential of these machines as much as it does riding talent. Eligible bikes alongside the Daytona 660, R7 and RS660 include the Kawasaki Ninja 650 and Honda Hornet 750 – machines that many younger riders can directly relate to – and the series has quickly grown in popularity over the British summer, while similar series are already planned for the Italian CIV and German IDM series in 2025. We hooked up with the highly professional Macadam Triumph Racing team, which also runs Jayden Martin, and crossed our fingers. Chad suddenly feels his age as the kids come out to play in the sun. Young West Australian Jayden Martin qualified 12th and finished the race 8th for MIH Solutions Mcadam Triumph Racing Free Practice begins Cadwell Park holding area. Nerves are building. The majority of riders around me are kids, some as young as 16. Then there are other more experienced riders like Richard Cooper, two-time National Superstock champion and North West 200 winner. Another rising star is Italian Edoardo Colombi, already the 2023 Italian Aprilia RS660 Trophy champion. This is going to be as wild as it is fast. My Triumph has been immaculately prepared by and, to add to the tension, it’s raining. We’ve opted for full Metzeler wets to soften the race-kit Bitubo suspension a little to help me feel the surface better. A softer throttle map is also active, along with reduced engine braking. This Daytona 660 may have started life as a stock road machine but, fitted with PHR Racing-developed factory race parts, is now a fully adjustable race bike, with changeable engine braking and throttle maps – both of which can be tweaked on the move. The first few laps of FP1 (Free Practice 1) are predictably tentative. I first rode Cadwell Park back in 1997, before most of the other riders were born, so I know where I’m going. But I need to get used to both the new bike and the sheer intensity of the elbows-out attack dogs with whom I’m sharing the track. By lap two I feel at home and have the now fully adjustable pegs on their lowest setting, with the clip-on race ’bars set nice and wide. The Bitubo steering damper feels a little stiff, but otherwise the combination of the Bitubo fork kit upfront and complete rear shock gives a great feel – enough for me to push. Engine is slightly retuned for the race exhaust While the chassis is heavily kitted, the Daytona 660’s inline triple is still in standard form, albeit with revised fuelling to compensate for the full Akrapovic race exhaust system. Quoted peak power is 72kW (97hp), and we have a slightly restricted throttle to make all the bikes on the grid theoretically equal. In the softer wet riding mode, the delivery is lovely. The 660 is flexible, torquey and quick – but not scary quick, giving me time to think about the track and the conditions. By the end of the very wet 30-minute session I’m enjoying myself, and we end up 10th fastest. Back in the pits we check the data against my feedback and compare it to my teammate’s. Suspension movement and throttle position are the focus, but there’s so much revealing data available, it almost feels like cheating. We’re not using enough suspension travel so decide to fit a slightly softer spring for FP2. Again, it’s wet but not biblical rain like before, and we go faster, but so does everyone else, and we’re 14th. Day two and the BSB crowds are building in perfect conditions. The paddock is a cauldron of colour and noise. Qualifying is 30 minutes and will decide the grid positions for the big race, just before the main BSB race. The pressure is on. We’ve obviously thrown in a dry setting and grippy Pirelli race rubber – this is going to be fast. I immediately feel at home on the Daytona; it’s easy and forgiving. You don’t have to be at the top of the revs, screaming it like a supersports 600 inline four. Instead, the torque builds strongly from as low as 4000rpm and peak torque arrives around 7000rpm. My bike drives smoothly from 7000rpm towards the rev-limiter; all I have to do is nudge the quickshifter when the shift lights illuminate. The infamous (and dangerous) Mountain section is all in one gear, third, which makes life much easier. The front wheel still lifts over the Mountain but it’s controlled. At the end of the start/finish straight the bike is virtually flat in fifth gear and Park Straight – which isn’t a straight, more a long arcing curve – is the same or sometimes near-flat in sixth. For a ‘small’ bike, it’s also accommodating and easy to get tucked in, and because it’s not scary fast like a 200bhp superbike I have time to plan and pick a brake marker. In other words: it’s fun to ride. Front fork has had a Bitubo race kit installed which transforms the handling The pace builds. That intensity around me grows. In the wet, I was mid-pack and passing a few riders, but in the dry the fearless youngsters are serving me a portion. They are overtaking safely but their aggression, lean angle and determination are way beyond anything I can muster. It’s impressive to witness up close but I’m at the back. After a quick pit stop to check the times and take on water, I resolve to try harder to put in a fast lap. I need more aggression, to take more risks… to behave like I’m 18 again, basically. And while I’m not exactly biting the screen, I am letting go of the (non-ABS) brakes and carrying more corner speed and lean angle – vital to a bike with such modest power. But despite riding harder I don’t feel like I’m at its limits. My toe slider hasn’t touched down, so there’s more ground clearance to come. I’ve not had a moment, a slide, brake fade or anything scary happen at all. The limitations are not the bike but the jockey on board. By the end of qualifying, I’m exhausted. The bike isn’t hard to ride but Cadwell Park’s corners are relentless, and I’m not as fit as I should be. We’re dead last, 23rd, just 0.4 seconds behind the rider in 22nd but 7.9 seconds from pole, set by Ash Barnes on a Yamaha R7 with a 1.32.608. Cooper is second on his Triumph Daytona 660 with a 1:32.648. That’s a bloody fast lap time on a bike with less than 100hp. That time would qualify him in the top 30 in the National Superstock series for 1000cc machines and just outside the top 20 in the British Supersport series against full-blown 140hp purpose-built race bikes. I knew the racing would be fast but I am in awe of what top riders can achieve on modified ‘entry level’ sports bikes. Brakes have been upgraded with the ABS removed and HEL brake lines, SBS pads, Brembo discs and a 765 master cylinder Game on The annual Cadwell Park round of BSB is one of British motorsport’s great weekends of summer and held in a perfect setting. You can feel the tension in the air as you enter the historic Lincolnshire track. The campsite is packed, the queue of traffic inching through the gates starts building at 7.30am, and by breakfast the stands and grass embankments are filling up with colour and race fans. The track itself is old school-narrow and blind, and with 50,000 humans crammed inside, feels even smaller. Around the paddock, it’s almost impossible to move as race fans jostle against BSB stars – and then there’s me and my dedicated Macadam Triumph Racing team. I’m so nervous I can hardly eat; my Fitbit tells me my heart rate is soaring and I’ve not even got my leathers on yet. Twelve laps from the back of the grid against some of the fastest, hard-charging young racers in Europe around Cadwell and live on TV… It’s going to be hard work. Team owner Dave Wadsworth removes the tyre warmers, gives me a fist pump and tells me to just enjoy it. I give him the nod, but behind the dark visor all is mild panic. Sure, I’ve done my fair share of racing at the Isle of Man TT and North-West 200 road races, but BSB is one of the most competitive environments in racing – and I’m feeling distinctly rusty. Even the warm-up lap feels fast, but we’re soon onto our grid positions ready for the race start. I hold the revs at 7000rpm-ish, watch the lights, slip the clutch and get away okay, tapping on the quickshifter. I’ve made a good start and rub shoulders with a pack of maniacs into turn one. Now I remember why I love racing – this is awesome. All my fears disappear as I focus on staying with the group. After one lap the red flag comes out: there’s been a big crash on top of the Mountain and we all head back to the pits. For the restart I’m much more relaxed and now we only have 10 laps, not 12, which suits me more. Another clean start sees me passing a few riders into turn one and grabbing another into turn three. The plan is simple: ride as hard as I can, watch my pit board and stay with the group. By lap four I’m over a second faster than in qualifying but still don’t feel like I’m on the limit. I’m trying a gear higher in some corners and I’ve reduced the engine braking to allow the Triumph to flow into the turns with more corner speed. It appears to be working because the Triumph loves corner speed. The set-up is relatively basic in racing terms – just a Bitubo fork kit and rear shock – but it works. I’m also braking later, which is testimony to the stoppers, which comprise standard calipers with the ABS removed and HEL brake lines, SBS pads, Brembo discs and a 765 master cylinder. Even after 10 laps of madness there’s no fade, and I’m loving this sweetly balanced Triumph. But by lap seven I’ve lost the tow from the riders dragging me along. I’m on my own and it’s time to bring my 660 home. I’m comfortably 17th and have work tomorrow, not school like most of the field, and just enjoy the last few laps in front of that incredible BSB crowd. My lap times drop by a second to the same as qualifying but now it feels easy. The Daytona is a joy to ride and thrash. I’m using one gear higher in most corners and just letting go of the brakes and carrying the corner speed – which is as pure as it is fun. I’m gutted when the chequered flag comes out, as the dream is over. It takes courage to get up to speed to leap over The Mountain at Cadwell Park Verdict What a dream weekend: to turn back the clock and pretend to be a racer again. The pace was fast and brutally hard but the bike made it easy. What PHR, Triumph and the Macadam team have done is hugely impressive. Transforming a user-friendly standard Daytona 660 into a competitive race bike, which in the hands of my expert teammates is fast enough for mid-pack in the British Supersport series, is a great achievement. It’s a tribute to Triumph that the 660 can cut incredible lap times using a near-standard engine, frame, swingarm, wheels and brakes. Tweaking the standard Daytona 660 into a competitive race bike shows the potential of the standard user-friendly road bike. Furthermore, this isn’t only a race bike for the elite. All the parts are available from Triumph via TT-star Peter Hickman’s PHR Racing. Alternatively, you might already own a Daytona 660 and want to tweak it for the road or track. Some race parts are available that will fit the standard bike, such as the fork internal kit or rear suspension. It’s certainly opened my eyes to the ‘entry-level’ sportsbike class. Triumph’s Daytona 660 might be an easy-going road bike, but underneath that friendly smile it has claws. PROS: A delight to ride with a package of usable power and supple suspension courtesy of a few tweaks and parts CONS: Too little time to get completely in the groove to challenge a bunch of hungry youngsters Want one? PHR Racing can supply a base bike from £17,800/$A35k or you can supply the standard Daytona 660 and PHR will transform it into a race bike for £12,000/$A24k. If you want to build your own, some parts are only available from PHR (top fork clamp, bottom clamp and rear linkage) while other parts are available direct from Triumph. If you have the time and skill you can produce something similar, depending on budget and the rules of your local racing club. Start with the base bike and progress as you improve, would be our advice to novices, whether it’s racing or trackdays. specifications ENGINE Capacity 660cc Type Three-cylinder, DOHC Bore stroke 74.04 x 51.1mm Compression ratio 12.05:1 Cooling Water-cooled Fueling Electronic fuel injection with ride-by-wire Transmission Six-speed Quick Shift (race shift) Clutch Wet, mutli-plate, slip and assist. Final Chain drive 520 Chain 15/50 sprockets PERFORMANCE Power 72kW (97hp) @ 12,000 rpm (claimed) Torque 63.7Nm @ 7500rpm (claimed) Top speed 250km/h (est) Fuel consumption N/A ELECTRONICS Type Motec Rider aids: None Rider Modes: Two throttle maps Frame Tubular steel perimeter frame Rake 23.8° (std) Trail 82.3° (std) Wheelbase 1425.6mm (std) SUSPENSION Type Bitubo Front 43mm, fork kit fully adjustable Rear Single rear shock, fully adjustable WHEELS & BRAKES Wheels Cast Aluminium 5 spoke Front 3.5 x 17 Rear 5.5 x 17 Tyres Pirelli Diablo Supercorsa slick Front 120/70 X 17 Rear 180/55 x17 Brakes No ABS Front: 2 x 310mm Brembo discs, radially mounted 4-piston calipers. HEL brakes lines, 765 master cylinder Rear 220mm disc, single-piston caliper DIMENSIONS Weight 168kg (std bike 201kg (wet)) 165kg with optional ally subframe. Seat height 810mm (adjustable) Width N/A Height N/A Length N/A Ground clearance N/ Fuel capacity 15L SERVICING & WARRANTY Servicing First: N/A Warranty N/A BUSINESS END Price From £17,800 ($A34,600) plus VAT £21,360 ($A41,500) Colour options: Any Contact www.Triumphmotorcycles.co.uk The post Track Test | 2024 Triumph Daytona 660 Racer appeared first on Australian Motorcycle News.

With only 88 of these astonishing bikes being unleashed on the world, David Dumain had the huge privilege of testing the very first to roll out of production in France. This isn’t the first time the Pôle Mécanique d’Alès-Cévennes, where MotoGP racer Johann Zarco often comes to ride, has hosted exceptional motorcycle tests. But it’s safe to say Box No 20 has probably never played host to so much concentrated value in its 45 square metres. Four Aston Martins on their stands, including three AMB 001 Pros priced at €189,000 ($A300k) each, are arranged in a square. The Aston Martin Verdant Jade livery is magnificent, with fluorescent accents on the wheels, fairing and prominent wingtips, gracefully placed to increase aerodynamic pressure… Speaking of pressure. It rises slowly at the thought of riding, for the first time, these marvels sporting the famous Aston Martin ‘Lacewing’ logo in aluminium designed for the Valkyrie program, which appears on the front wing and fuel tank, painted but covered with a thin layer of varnish for a perfectly smooth finish. This badge is 99.4 percent lighter than the brand’s traditional enamel badge, which, at just 70 microns thick, is 30 percent thinner than a human hair. A detail that illustrates the level of finish on such an expensive motorcycle. Above all, it reflects the trust placed by the prestigious British marque in the Toulouse-based structure in France to which Aston Martin delegates the manufacture of its official motorcycles. It is at Brough Superior, another prestigious British brand acquired in 2017 by Thierry Henriette from Toulouse, that these marvels are produced, each stage of the design process being validated by the brand’s management in Gaydon, Warwickshire. Aston Martin Lagonda’s Design Director, Marek Reichman, was particularly attentive to the genesis of the project and the relevance of the collaboration with the French outfit that bought Brough Superior. “There is no separation between the two,” he says. “There’s no separation between the advanced materials, the design and the technical capabilities of the bike. We’ve rediscovered this fluidity with Brough for those who want a super track bike like no other. “The rider is part of this moving sculpture and will literally feel like part of the track when lying on the AMB 001 PRO.” I don’t know whether the beads of sweat I feel running down my spine are due to the intense heat or the stress of being the first to set off on what looks like a racing prototype – except that production has been set at 88 units worldwide. This impression is confirmed when Simon, the engineer who assembles the engines and who himself carried out the first tests on the previous model, the AMB 001, starts the twin-cylinder engine with a hellish noise that shakes the body. My plan is to do a few laps with the grey AMB 001 before getting on the Pro version. And off we go. I feel like I’m sitting on the bike, without really getting into the fairing like on some sports bikes. Leaning on the handlebar, there’s no alternative: it’s the power of the throttle. The turbo whistles and breathes loudly, the 180 horsepower (134kW) is there and the 380m straight seems far too short, even though fourth gear isn’t even fully engaged. I can’t imagine what the new AL 5000 engine will be like, with its machined aluminium crankcases and claimed 25 percent extra power… I don’t think about it for too long and go back to my cornering lines, which I have to determine carefully, because the particular configuration of the chassis – with its carbon fibre bodywork and aluminium frame – is extremely rigid and requires great precision. All the more so as the Fior-type CNC machined aluminium fork, with its articulated double wishbone, is unable to correct the bike’s tight bends. A finger on the brake lever and the Aston leaps off, fleeing towards the outside of the bend. After a few laps, I feet I’ve seen enough with the AMB 001 to be able to set off on the Pro version. Ever seen an exhaust like this? The AMB 001 Pro is pushing the boundaries in every direction First, a debriefing with Simon – who advises me to keep an eye on the engine temperature displayed on the touchscreen inserted in front of the central ridge running along the top of the faux tank, where the model number is engraved in the series. It is only then I realise I am on model 01/88! The very first one. I’m still savouring this moment when a deafening, hoarse noise tells me Simon has started the rocket. Now it’s up to me to get it into orbit. So I set off on the first few laps cautiously, but without letting the Michelin tyres cool, because I’m well aware of the dangers of a low operating temperature. Then I let myself be bewitched by the noise of the monster, which sounds incredibly close to a MotoGP prototype. The delicate carbon fins also help transport me into the unique world of top-level competition. A few words about aerodynamics, on which Aston Martin has been very meticulous. Downforce is increased by the front spoiler and side wings, with a cowling managing the downforce at the front of the bike. An air tunnel directs air over the rider. The air enters through a large intake integrated into the front wing, then passes through the new front cowling, before being deflected by the dynamic windscreen. To complete the picture, a rear spoiler acting as a stabiliser further refines the aerodynamic changes. My lines – and my acceleration – are becoming sharper. The demanding character of the AMB Pro is similar to that of the AMB 001, and brings it closer to the quality of chassis I know from my riding experience on a Ducati Panigale. Obviously the fork doesn’t dive under braking, as the bike brakes flat, which takes a little getting used to. Front brake power is adequate, although you’d expect more aggression from the radial calipers that grip the twin 320mm discs. The rear brake offers enough bite to help position accurately for a corner. Once in the corner, the bike is glued to the ground, stalled and ready for a burst of throttle. The extreme stability under braking and on corner entry makes you think that you can do much better on the next lap. Cornering stability is one of the bike’s strong points. Coming out of bends, I appreciate the riding position, which allows me to dominate the machine, with excellent balance, thanks in particular to the petrol tank being positioned under the seat. The 1461mm wheelbase, longer than that of any production sportsbike, had made me fear that it would be difficult to handle. Not so, and the AMB 001 Pro moves from corner to corner with real ease. I even manage to rub the fairing lightly against the ground on one of the banked corners, proof that the Michelin Power Slicks allow a crazy angle, but also that the ground clearance needs to be reviewed. The inverted gear selection, as on any self-respecting racing machine, also marks its racetrack intention, since the AMB 001 Pro is not homologated and isn’t road legal. The circuit’s main straight is definitely not long enough for me to feel the aerodynamic effects of this mechanical shark’s ‘whiskers’ (especially as on this occasion the turbo is hampered by a faulty sensor). As I mentioned earlier, this new engine is estimated to have 25 percent more power than the AMB 001. My main complaint is that the turbo doesn’t work at full throttle to reach the power-to-weight ratio that the brand compares to that of a Formula 1 car: 1.28 bhp/kg. Albert Castaigne, Managing Director of Brough Superior, explains this away by pointing out that it is the bike’s very first outing. So I immediately seize the opportunity to ask for another meeting, on the much longer Paul Ricard circuit perhaps? But I don’t wait for a reply. Instead, I put the engine back in gear and set off for another exhilarating lap. I keep turning, throwing myself into the tight lefts and parabolic rights of the track, lulled by the clatter of the exhaust but ignoring it heating up my leather suit. Maybe too much… I don’t care, I’ll get to the end of the circuit, and even a little beyond… A dream comes to an end. Unattainable. Or almost. To sum up my experience, which lasted a whole day and left my wrists a little strained, I’d say that the AMB 001 Pro intoxicated me to the point of forgetting its exorbitant price. The moderate power from the turbo due to a faulty sensor did nothing to spoil my experience of a new world: that of Aston Martin and its bewitching machines. Everything about this motorcycle exudes competition and meticulous attention to design detail, from the rigid chassis to the lively twin-cylinder engine and the highly engaging riding position. Each phase of riding must be broken down to get the most out of this sports bike. Its precision is matched only by its demanding nature, in the manner of a Ducati Panigale, considered a benchmark superbike. Although many buyers of this sculptural model, perfectly suited to a showroom, will probably not take the risk of putting it on a racetrack, the fact remains that the Aston Martin AMB 001 Pro is a racing machine. A real one. And one that can achieve real lap times if you can get away from its stratospheric price tag. Engine machined from solid block The advanced technology required to manufacture Aston Martin engines has enabled the Brough Superior factory to take a new step forward in its development. Last year, the Toulouse plant acquired its new Haas 5-axis machining unit for its engine production line, which until now had been made from a traditional foundry block. Developed for the production needs of the new Aston Martin AMB 001 Pro, the CNC-machined engine fits perfectly into the new Brough Superior Dagger or Lawrence models, but can also be used in the classic range, if the design of the CNC-machined block suits the buyer’s taste. The twin-cylinder engine is also lighter, stiffer and slightly more powerful, which may appeal to some customers concerned about the durability of their unique machine. “The first deliveries took place in April and involved both new sales and bikes that were already in our order book,” explained Albert Castaigne, MD of Brough Superior Motorcycles. “We are offering this as an additional option.” The architecture and displacement of the 997cc engine remain unchanged. It should be noted that this 5-axis machining station is also used to shape the superb wheels that equip all Aston Martins, as well as a number of aluminium parts. SPECS ENGINE Capacity 997 cc Type 880 V-twin, DOHC, four-valves per cylinder, turbo-charged Bore & stroke 94mm x 71.8 mm Compression ratio not given Cooling Liquid-cooled Fuelling EFI Transmission Six-speed Clutch Wet, multiplate, APTC slipper clutch Final drive Chain PERFORMANCE Power 165.6kW (225hp) Torque 160Nm @ 6000rpm (claimed) Top speed 290km/h (est) Fuel consumption not measured ELECTRONICS Type Michelin Power Slick Rider aids no Modes no CHASSIS Frame material CNC aluminium Frame type Structural engine and carbon fibre body Rake 23.9° Trail 102.6mm Wheelbase not given SUSPENSION Front: Type Fior-type CNC Machined Aluminium fork with twin articulated triangular links and preload and rebound adjustable monoshock, 112 mm travel Rear: Donerre monoshock preload and rebound adjustable, 124mm travel WHEELS & BRAKES Wheels Carbon fibre Front: 3.5 x 17 Rear: 6.25 x 17 Tyres Michelin Front: 120/70R17 Rear: 200/55R17 Brakes Beringer Front: Dual 320mm discs, radial four-piston Monobloc calipers Rear: Single 230mm disc, dual-piston caliper DIMENSIONS Weight 175 kg (dry, claimed) Seat height 851 mm Width 645 mm Height not given Length 2119 mm Ground clearance not given Fuel capacity 13 L SERVICING & WARRANTY Not a homologated vehicle, so only for private riding use Maintenance after every riding day BUSINESS END Price €189,000 (ride away in Europe) Colour options Aston Martin Verdant Jade, Aston Martin Racing Green CONTACT www.brough-superior-motorcycles.com/en/aston-martin-line Ex-racer David Dumain is a leading French motojournalist and MotoGP commentator. This is his first ride with AMCN. The post FIRST RIDE | ASTON MARTIN AMB 001 PRO appeared first on Australian Motorcycle News.

If you’re anything like me you might associate the Benelli badge with iconic machines like the Tornado 900 or the mighty TNT 1130, but times have changed, with the adventure segment now exploding in popularity. Dual-purpose machines are one of the fastest growing motorcycle categories, with new models seemingly appearing every other month. For Aussies with wanderlust and a motorcycle licence there’s simply no better way to go exploring, and Benelli’s new TRK 702X all-rounder promises to be able to get you so far off grid you can almost hear the banjos. Benelli is the second oldest continuous motorcycle manufacturer in the world (see sidebar), but more recently it’s been increasing the breadth of its product range under the stewardship of Chinese owner Geely. The TRK 702X comes in above the TRK 251 and 502 as its largest-capacity adventure model, with increased capability and performance, but to take the chocolates in the savagely contested mid-weight turf war it’s going to have to come out swinging. It lands an uppercut on the competition straight away though, with a very punchy $13,590 ride-away price tag, undercutting Suzuki’s $16,990 V-Strom 800DE, Yamaha’s $20,349 Tenere 700, Honda’s $16,025 XL750 Transalp and even CFMoto’s $16,990 800MT Explore. Parallel-twins are ‘the new black’ when it comes to mid-weight motorcycles of all shapes and sizes, especially so in the adventure segment. There’s a good reason for that though, as they offer a lovely, broad spread of torque and smooth power delivery without upsetting the Euro 5 emissions cart. The fact they are so inherently compact also means the engineers can optimise the engine position for ideal weight distribution, which is important for on and off-road dynamics. The TRK 702X’s 698cc four-valve per cylinder, double-overhead-cam powerplant pushes out 51.5kW (69hp) at 8000rpm and 70Nm at 6000rpm, which is about par for this adventure segment. However, this is a case where numbers really don’t do justice to the TRK’s performance. Every time I jumped on the Pesaro-developed machine I was floored by how exuberantly the twin shoved me down the road at just about all points in the rev range. The torquey response made overtaking a breeze on the freeway, even in top gear where it trotted along at about 4500rpm at 100km/h. I’ve sampled quite a few parallel twins recently, but Benelli has mixed some sort of special Italian sauce into this unit that makes it a hoot to belt around on whether you’re riding on tarmac or gravel. The throttle mapping at low rpm makes it feel like you can ration out each individual rev to the rear tyre when you’re searching for traction up a dirt trail, but there’s also real pleasure to be had in winding out the TRK. Even with the stock exhaust it’s got a fruity note, building to startlingly soulful symphony as you dial up the revs. It does run out of puff slightly at the top end of the tacho, but it sounds so good that it’s hard not to give it a good flogging every time you find yourself at a traffic light or freeway on-ramp. The power delivery and tune feel perfectly judged for commuting and dirt-road shenanigans alike, which is just as well as there are no adjustable engine maps to be found when scrolling through the bright and clear five-inch TFT menu. Neither is there any form of traction control, which is a bit unusual on a modern adventure bike, but when you’re paying less than 14 grand there has to be compromises. Front and rear ABS is included as standard though, along with a USB-A/USB-C charging ports and Bluetooth phone connectivity that allows you to answer calls while riding by using the simple switchblock buttons. You can also mirror your smartphone navigation to the screen by downloading the ‘Carbit Ride’ app and hotspotting your wifi. It’s a bit of a complex process but thankfully you only have to set it up once. TFT dashboard is bright and clear but without the expansive menus that many of its rivals have In terms of electronics, it’s a fairly short paragraph then, but that also means there’s less that can go wrong should you drop it. Some adventure bikes have become so complex that it makes you wonder whether a computer science expert would have to be choppered in to get you going again should some obscure sensor get shaken loose down a gully somewhere. The 702X feels plenty sturdy enough to cope with a beating, with a beefy 50mm inverted fork, fully adjustable rear shock with remote preload adjuster for when you’re lugging a load, and dual-pot front brake calipers gripping 320mm wave-disc rotors. It’s off-road chops are further enhanced by robust handguards, serrated-steel footpegs, a centrestand, engine skidplate, iron-spoked wheels and knobby Pirelli Scorpion Rally STR tyres. Considering the Italian styling and what appears to be top-notch build quality, the TRK feels a much more high-end product than the price tag suggests. The engine surprised our tester with its character, broad spread of power and top-end howl While the tyres are suited to off road pursuits, the front rim remains a more road-biased 19-inch diameter, but that does help it turn beautifully on blacktop. The TRK’s lofty 835mm seat and 235kg wet weight mean this is undoubtedly a full-size adventurer despite its ‘mid-weight’ designation, but once on the move it feels to shrink underneath as you settle onto the broad saddle and get rolling. That mass centralisation makes the TRK as easy to chuck from side to side as a big wide-’bar chook-chaser. I found myself having a ball on twistier sections of road in the hills. It’s amazing that an adventure bike on knobby tyres should feel so competent on the road, and the bonus is that the TRK’s lengthy 140mm fork stroke and 173mm rear wheel travel allows you to soak up poorly maintained bitumen with smug confidence rather than gritted teeth. The fork feels nicely damped and, although the front lever likes a good squeeze to pull you up, the brakes provide plenty of stopping power when you throw out the anchors. The TRK’s cruising manners are also impressive, with the mid-mounted ’pegs, neutrally placed ’bar and wide, supportive seat making the boring bits more than tolerable. The mirrors offer a nice clear view of the traffic behind, and the screen does a pretty decent job of deflecting the wind blast away from the head and shoulders, although taller riders might bemoan the lack of adjustment. Front brakes run 320mm wave-disc rotors Passengers get looked after as well, with roomy rubber-mounted ’pegs, generous pillion seat and solid grabrails. The lofty rider’s perch provides a great view of the road ahead which, combined with the enthusiastic engine and excellent manoeuvrability, makes the TRK an excellent tool for vanquishing the urban mayhem. A 20-litre fuel tank means you only need to splash and dash every 300km or so, and the light, butter-smooth gearbox makes toeing the lever precise and easy. It’s really liberating to be able to just point the TRK down the nearest gravel track and see where the path takes you. I quickly found the same attributes that made the TRK dynamics so good on the blacktop meant I was able to settle into an easy rhythm on gravel. I’m not sure what form of alchemy Pirelli has brewed into its Scorpion tyres to imbue them with such good feel on vastly different surfaces, but sweeping through unsealed bends while standing on the TRK’s wide ’pegs felt as natural as being seated on tarred roads. The TRK may not have traction control but I prefer to steer with the throttle a bit more on loose surfaces anyway, and the 698cc twin allowed to me to summon just the right amount of slip from the knobby tyres to maintain momentum while traversing snotty inclines. Let’s face it, half the fun of dirt riding is spinning the rear out every switchback like a kid with his first BMX. Rear luggage rack helps add to the touring ability of the TRK The always-on ABS prevents similarly silly skids, but that seemed eminently prudent while massaging the front tyre down precipitous rocky sections overlooking mountainous cliffs with sweaty palms. Once again though, the brake feel is a perfect compromise for off-road endeavours. Where on tarmac, the calipers can feel a touch lacking in bite, on dirt and stones the lack of any grabbiness translated to excellent lever modulation and feedback. It was only when we started tackling more challenging singletrack that the TRK’s size and weight started to impose themselves. When the going got rough enough that it became necessary to slow down and plant the foot on the ground occasionally for some extra support, it could require a fair bit of strength and quick stepping to keep the front of the TRK lurching in the right direction. It’s here that a larger 21-inch front rim would be beneficial for maintaining stability through deep ruts. When I had to get photographer Rob to help haul me out of one particularly cavernous trench, I decided it was probably time to abandon my Finke aspirations and journey back to civilisation. Bluetooth phone connectivity allows the rider to answer calls while on the move by using simple switchblock buttons It might not be quite the right tool for motocross-style obstacles, but the TRK’s combination of dirt and sealed road prowess grants it with an astonishing bandwidth of abilities, especially when you factor in the price. Whether you’re commuting, carrying a passenger, carving around back roads or attacking bush tracks the TRK can take on just about any role you throw at it. If you love motorcycling and the outdoors, being able to ‘go bush’ on the same machine you ride to work on is such a fun and challenging way to test your skills that you’re really doing yourself a disservice if you don’t give the TRK a go. In a perfect world it would be nice to have traction control and a quickshifter but, given the affability and the quality of the rest of the machine, it’s not a deal-breaker. Consider this: with the money you’re not spending on the asking price you could option the TRK up with hard luggage and crash bars, and an oversized screen is available as well. What the TRK lacks in tricks it makes up for with really solid fundamentals, and it has a rorty Italian character that charms you from the moment you throw a leg over it. PROS: Characterful engine, wickedly versatile and fantastic bang for buck. CONS: A quickshifter and traction control as standard fitment would be nice. It doesn’t take much to realise that the TRK has good ergonomics for dirt roads A brief history of Benelli Benelli was established in Pesaro, Italy, in 1911 when, after the death of her husband, Teresa Boni Benelli invested all her capital into the family motorcycle repair garage in the hope of providing work for her six sons. Two sons, Giuseppe and Giovanni, were sent to study engineering in Switzerland and, after a period manufacturing spare parts and repairing vehicles during World War I, Benelli produced its first in-house designed motorcycle in 1920. This was a 75cc two-stroke single adapted to a bicycle frame. In 1927 Guiseppe developed a sophisticated 175cc four stroke with an overhead camshaft, which the youngest of the sons, Antonio ‘Tonino’, raced to multiple Italian road-racing titles in 1927, 1928, 1930 and 1931, further enhancing Benelli’s reputation for production and development excellence. During World War II much of the business was destroyed or scavenged to support the conflict but, after shaky years in the late 1940s, Giovanni led the development of the 98cc two-stroke Letizia and 125cc Leoncino, with around 45,000 units sold of the latter between 1950 and 1960. New competition from modern Japanese rivals would spell trouble for Benelli in the 70s. Even after copying Honda’s CB500 Four with the Quattro 500, decades of struggle followed. Despite building the world’s first six-cylinder motorcycle in the form of the Sei 750, a chronic lack of investment meant Benelli would later merge with rival Moto Guzzi under the management of Alejandro de Tomaso. After a failed attempt at a rebirth in 1989, Andrea Merloni relaunched the Benelli brand in 1995. In 1999 the 900cc Tornado Tre three-cylinder sportsbike was introduced with an innovative underseat radiator cooling fan. It competed with limited success in the Superbike World Championship in the hands of Aussie Peter Goddard. An 1130cc version was also created, which spawned the naked 1130 TNT nakedbike in 2004. In 2005, Benelli was acquired by Qianjiang Motor Group, a Chinese company which has been controlled by the Geely Holding Group since 2015. Increased stability and investment have lead to the introduction of many new Benelli models, including the popular TNT, TRK and Leoncino series. Development and production are now split between Benelli’s traditional Italian base and its Chinese manufacturing facilities. specifications ENGINE Capacity 698cc Type Parallel-twin, DOHC, four valves per cylinder Bore & stroke 83mm x 64.5mm Compression ratio 11.6:1 Cooling Liquid Fueling EFI, 41mm throttle body Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 51.5kW (69hp) @ 8000rpm (claimed) Torque 70Nm @ 6000rpm (claimed) Top speed 200km/h (claimed) Fuel consumption 5.9L/100km (measured) ELECTRONICS Type Bosch Rider aids ABS Rider modes Not applicable CHASSIS Frame material Steel Frame type Perimeter Rake 23.8° Trail 82.3mm Wheelbase 1505mm SUSPENSION Type Showa Front: 50mm upside-down fork, non-adjustable, 140mm travel Rear: Monoshock, preload, compression and rebound adjustable, 173mm travel WHEELS & BRAKES Wheels Wire-spoked aluminium Front: 19 x 3.0 Rear: 17 x 4.5 Tyres Pirelli Scorpian Rally STR Front: 110/80R19 Rear: 150/70R17 Brakes ABS Front: Twin 320mm discs, four-piston calipers Rear: Single 260mm disc, single-piston caliper DIMENSIONS Weight 218kg (dry, claimed) Seat height 835mm Width Not given Height 1420mm Length Not given Ground clearance Not given Fuel capacity 20L SERVICING & WARRANTY Servicing First: 1000km Minor: 13,000km Major: 25,000km Warranty Two years, unlimited km, two years roadside assist BUSINESS END Price $13,590 (ride away) Colour options Forest green, Moon grey or Anthracite grey CONTACT benelli.com.au The post TESTED | BENELLI TRK 702X appeared first on Australian Motorcycle News.

We send petrol-head Wattie out to do a Zero SR/F real-world test. Here’s what he thinks of it… Call me old fashioned, but I’m not convinced by all the EVs out on the road these days. I mean, they can be useful to some people but they still don’t seem to solve the problem of travelling distances or touring. Rolling into the dealer to pick up the Zero, I have the PlugShare app for finding public chargers, the Zero Next Gen app for monitoring settings, and my best AC/DC playlist queued up on Spotify ready to go. My emotions are mixed at this point. I’m always excited to try something new but essentially my mind is a blank canvas. On paper, the Zero SR/F has all the ingredients for a good time; Showa suspension, J.Juan brakes similar to those found on a KTM Duke, decent tyres, heated grips – although they’re optional – and a reported range of 283km on a single charge. Power and torque figures are kind of meaningless on an electric bike, but the air-cooled brushless Z-force 75-10 motor puts out peak quoted figures of 84kW (112.6hp) and 190Nm – that’s more torque than a 131ci Screamin’ Eagle crate motor they race in MotoAmerica’s King of the Baggers series. After getting the rundown on the bike by Zero Australia’s general manager Chris Walton, I’m feeling more at ease that the Zero is just like a regular bike, but quieter and cheaper to run. As long as you have the charging under control, that is. The SR/F has a full suite of electronics, including ride modes, throttle maps, regenerative braking maps, traction control and ABS. Walton suggests I start off on Rain mode and move up through the modes once I get comfortable. Rolling out and into peak hour traffic is a bit of an eye opener. All the controls are the same, except for the lack of clutch and gear lever. I’m sitting at the lights in silence, wondering if the bike will go when I hit the throttle. That’s not a petrol tank, mate. Zero calls it a frunk! The green light on the five-inch TFT dash assures me it will, and it does. With just a slight whirring noise that steadily builds into a bit of a whine as speed increases, faster than the regular traffic but far from invigorating, we are away. This Rain mode can go to hell. I need more. There is Rain, Eco, Standard, Sport and Custom to choose from, so I engage Standard for the rest of my trip home. The ride modes are all adjustable inside the Zero Next Gen app and via the dash if you are stopped. Once downloaded, you can flick through them on the go. The Standard mode moves along with ease, beating the traffic away from a standing start, and when I close the throttle I can feel the regenerative braking slowing the rear wheel and then increasing when I touch the brakes. The regenerative braking has two stages; when the throttle is closed the neutral regeneration begins applying drag to the rear wheel and feeding power back into the battery. Then once the brakes are applied, stage two kicks in and applies more regen. In Eco mode, for example, you have almost maximum regen as soon as you close the throttle, so much so that if you keep your eyes on the road ahead you can ride without braking. The Bosch stability control keeps an eye out for potential locking of the rear wheel under regen braking – kind of like a slipper clutch on a regular bike – so you don’t need to fear the back locking when you shut the throttle. Changing to the modes with more power and torque won’t necessarily use more battery power if you are sensible with the throttle but, hey, we aren’t here to put socks on centipedes. If I’ve got full power available, I’m going to use it. A decision that will soon bring regret as I watch the range calculation plummeting through the floor faster than regen can ever build it back up. Launching the Zero off the line is super fun, if a bit too easy. You simply mash the throttle wide open and hold on tight. I keep reaching for a gear lever as the electric whine increases but there is nothing there. The acceleration is relentless. There are no dips or humps on the torque curve, it just goes and goes and goes some more. I got it to max out at 200km/h on the drag strip, after running a flat 12-second quarter mile. No, 12 seconds isn’t overly fast in the scheme of things with a swarm of BMW S 1000 RR’s running low 10s on the same day, but its no slouch. Final drive is via a kevlar belt One of the biggest surprises is the way it launches around cars when overtaking. It simply rockets away from a rolling start not dissimilar to a Triumph Rocket 3 at full noise but without the fuss. I’m sure it shocks a few car drivers when it whizzes past. Wheelies? Yeah, nah, not really going to happen. I’m not a fan of clutch up-wheelies anyway, but that’s one option that is missing here. My usual timed dab of the brakes and snapping the throttle open does not bear the usual fruit either. The Zero, while having oodles of torque, doesn’t quite have the snappyness to pop it up any more than about 200mm off the ground. The handling is quite good. The bike feels long and low when you sit on it and reach for the handlebar and the feeling reflects this on the road. The bulk of the weight is in the battery and it sits reasonably low in the chassis, which keeps the centre of gravity pretty low. The Zero tips into corners willingly and holds a line okay when the road is smooth. Mid-corner bumps do upset it a little, making it feel kind of nervous like the chassis is flexing. I can’t help but think the lack of rotating mass in the centre of the bike may be partly to blame here. There is no flywheel effect from a petrol engine spinning at 5000rpm or so to keep the bike stable. I’m no engineer, but that’s the best I can justify it to myself. Quality rear suspension is easy to adjust The 43mm Showa fork is a fully adjustable Big Piston Separate Function item similar to what’s found in 600cc sportsbikes. I find it suits the Zero SR/F really well with plenty of adjustment for fine tuning. At the rear, the Showa shock is a direct-mounted item rather than a linkage type, and also is fully adjustable. I added some damping to try and slow it down and give a bit more feel. The throttle connection is flawless and I could wind the power on hard and feel the rear tyre fighting for grip exiting corners. The brakes are more than capable. Up front the four-piston J.Juan brakes are the same as you will find on a KTM 990 Duke. It’s a two-finger deal here. The bike weighs in at 227kg, which isn’t light, but the front brakes are strong and accurate. They seemed a little bit noisy but I blame the disc noise solely on the fact that the rest of the bike is almost silent. The rear brake isn’t great and I had to put a heap of pressure on the pedal to even feel them working but with regen I don’t miss it. The nitty gritty. The charging and range. The quoted range of the 17.3kWh motor is 283km on the SR/F. But this is stop and start city riding at low speeds. Electric bikes use less battery in these situations than they do riding at a constant high speed. The quoted range on the highway is 188km. You are not meant to charge lithium-ion batteries to 100 percent all the time as it reduces battery life, so the bike was set to charge to 95 percent only. The Zero will allow you to charge to 110 percent capacity if you have a particularly long distance to cover between charging, but there is no regenerative braking available until the battery dips below 100 percent. Rear shock is direct-mount rather than using a linkage My normal commute sees me travelling about 100km with average speeds of around 90km/h with plenty of traffic lights along the way. Not ideal conditions for the Zero to shine and it shows; I would arrive home with just 30 percent battery remaining with a predicted range of another 50km. So, for me, we are looking at a 150km range. I generally charged the Zero at home using the supplied wall charger. It took about five hours to charge from 30 percent back up to 95 percent after a day’s commuting. When I stopped by a friend’s house who owns a Tesla, we plugged the Zero in for a top-up from his 70A three-phase Tesla power supply utilising the optional built in 12.6kW fast charger – and it was much faster! The Type 2 charging cable supplied with our testbike allows you to use one of the public power supplies and sees the battery replenished at double the speed of the standard 6.6kw charger– approximately two percent per minute – so this will charge from 0 to 95 percent in just 70 minutes. The kicker here is that if you don’t have a setup like this at home, most public-use fast chargers require you to bring your own charging cable, which means you need to either get it in your backpack or fit some sort of tail bag as there is nowhere on board to store it on the bike. I found it easier to just charge the bike at home, which takes longer and only costs a few dollars if you program it to take place during periods of off-peak rates. The Zero’s fit and finish seems pretty good. The TFT screen is beaut and even when it is in full sun it stays nice and clear. There are LED lights all round and two USB charging ports are found under the lid where a fuel tank would normally be. The heated grips have three different levels of burn to choose from, which probably doesn’t help range, but it’s not like I can rest my hands on the side of the engine for warmth while commuting in peak winter. Digital dashboard got a big tick of approval, its display unaffected by direct sunlight Cruise control is standard and uses the button normally reserved for starting a bike. Our testbike was equipped with parking mode, which is very handy as it allows you to reverse the bike with the throttle at walking pace and then select forward and move at a walking pace by using that same cruise control button to change direction. For the record, I tried to ride it backwards down my driveway, but I’m not Toprak Razgatlioglu and eventually had to put my feet down. The Zero SR/F’s buy-in price is $41,800 in standard guise, which includes heated grips and parking mode, which seems fairly steep to me for a bike with a fairly narrow focus. But you need to keep in mind the maintenance costs are almost nothing as the only serviceable items are the drive belt at 40,000km, tyres and brake pads. The ‘fuel’ costs are almost zero (excuse the pun) in comparison to a regular bike, even less if you can charge it off your solar at home or make use of free charging stations. Am I convinced? To me, I would use it to commute as it’s very comfortable, easy to ride and fast enough to have fun on. But as I live in a more rural area, I couldn’t see myself going for rides out into the country for fear of getting stuck without charge. So this limits it to being a second bike for me. By no means is that the bike’s fault but in Australia the infrastructure isn’t available right now to charge wherever I want to go and ride. One day it should be, and then it might be a different story. PROS: Surprisingly quick, low running costs and it’s good for the planet. CONS: Lack of charging infrastructure, no phone connectivity and cost of initial outlay. There’s an app for that The Zero Next Gen app is the key to unlocking the full potential of the Zero SR/F. With the app installed and linked to your bike, you can make changes to all your settings, including customising your ride modes and monitoring battery performance during charging and during rides that you have recorded. I set up my own mode with full power, full torque, no traction control, bulk regen braking and maximum top speed. You can also customise the dashboard layout to prioritise the information you want displayed while riding. Via this app you can buy upgrades to your bike using the Cypher system. You can buy and unlock some features direct from your mobile phone, although some will need hardware installed on the bike by your local dealer. I would have thought that a bike in this price category and tech level would have navigation and phone integrations but there is no such feature at this stage. Maybe a future update will make this an option. The phone already connects via Bluetooth, so all the required hardware is in place. The next app that is a must-have is the Plugshare app. This is the bible for finding public charging locations, their suitability to charge the Zero and their current availability. SPECIFICATIONS MOTOR Type Permanent magnet, brushless Controller IGBT Cooling Air Transmission Single speed Clutch Not applicable Final drive Belt BATTERIES Type Lithium-ion Capacity 17.3kWh Recharge time 6kW charger: 20-80% 1 hour 12kW charger: 20-80%: 30 mins Level 2 charging to 95%: 2 hours PERFORMANCE Power 84kW (claimed) Torque 190Nm (claimed) Top speed 200km/h (measured) Range City: 283km, Highway: 188km, Combined: 199km (claimed) ELECTRONICS Type Bosch Advanced MSC Rider aids ABS, traction control, drag torque control and regenerative braking Rider modes Rain, Eco, Standard, Sport and Custom CHASSIS Frame material Steel Frame layout Tubular trellis Rake 24.5˚ Trail 94mm SUSPENSION Showa Front: 43mm USD Separate Function Big Piston fork, fully adjustable, 120mm travel Rear: Monoshock, fully adjustable , 140mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 17 x 3.5 Rear: 17 x 5.5 Tyres Pirelli Diablo Rosso III Front: 120/70ZR17 (58W) Rear: 180/55ZR17 (73W) Brakes J.Juan, Bosch ABS Front: Twin 320mm discs, four-piston radial calipers Rear: Single 240mm disc, two-piston caliper DIMENSIONS Weight 227kg (kerb, claimed) Seat height 787mm Max width Not given Ground clearance Not given Wheelbase 1450mm SERVICE & WARRANTY First service 1000km Minor: Annual Major: Not applicable Warranty Two years, unlimited km (five year warranty on power pack) BUSINESS END Price From $41,800 (ride away) Colour options Thermal/Black or Jet Black/Gold Contact www.zeromotorcycles.com.au The post ZERO SR/F REAL-WORLD TEST appeared first on Australian Motorcycle News.

We sent Roothy to the Aussie launch of the Indian Scout. This is what he thinks of it… A tribe of new Indian Scouts on the Gold Coast? Wow, I haven’t been so excited about a new model launch since my first one; Harley’s new Softail in 1984! And that finished with a sausage sizzle out the back of Frasers, not a Japanese restaurant on the Goldie. Things have changed in the last 40 years, huh? Which reminds me, I bought a new Softail after that release. Will I soon be thinking I need a new Indian? The buzz started when I read Kel’s very comprehensive world launch report (AMCN Vol 73 No 21) back in May. That’s because it read exactly like the bike much of the world needs – a motorcycle for just about everybody. More than that, the specs promised handling, power and looks in a bike that wasn’t huge. In fact everything I could see had me thinking the pendulum had finally swung away from purpose-built bikes to bikes that could do it all. Which was about where we were in 1984, come to think of it… The real excitement was the Indians themselves. Take into account the last Scout I’ve ridden is the 1942 741 model I bought Karen for our 20th anniversary. Now, apart from being a shifty way to add to the collection, it’s also a hand-shift three-speed with the road manners of a pig on a rope. Amazingly there are design cues in the new models that were developed way back then, the ‘Indian’ look. On a gentle curve in the GC hinterland it just kinda looks right What surprised me was that while the look is there, the new MY25 Scout (yes it’s still 2024 but Indians get out of bed earlier apparently) is a totally modern motorcycle. And best of all, it’s a motorcycle that fits. Oh sure, I know there’s plenty of room for big barges out on the highway and I’ll never give up my trailbike around town, but if I had to own one bike to do it all? Yep, I reckon it might be a new Indian Scout. Probably the Classic, with floorboards, bags and a pillion seat… in Sunset Red. Then I’d take it home, bung on a hot exhaust to grab more of that V-twin burble, and ride the beejeesus out of it. Because that’s what these babies are, rider’s bikes. It starts with the engine. Harley’s traditionally used a 45-degree V twin. Ducati’s favoured angling their cylinders at 90 degrees. Indian’s Scout runs a 60 degree vee and, while that number alone wouldn’t do it, the engine itself fits between those two beautifully. The cadence is smooth, the exhaust note rumbles and, most importantly to this old bush mechanic, it feels and sounds like it’s going to last. Interestingly, Harley’s Revolution Max 1250 engine, as used in the Pan American, packs a whole lot of the same specs but somehow manages to sound remarkably less robust. You can hear and feel the difference a decade’s worth of evolution has made to the new Speed Plus engine. The 1250 Scout runs dual overhead cams, four valves per cylinder, a 12.5:1 compression ratio, liquid cooling and a constant-mesh six-speed gearbox. Indian says this engine is ‘all new’ but it’s really the second development of the 1133cc Scout first introduced in 2014, which featured liquid cooling and an aluminium frame. That engine was reincarnated as the 1133cc Power Plus but still ran the big radiator and alloy frame. The MY25 Scouts see it upped to 1250cc with plenty of internal changes that make for a 17 percent overall power increase at 78kW (105hp) and a new name, the Speed Plus. Torque’s impressive at 109Nm at 6000rpm but it’s the way the new engine flattens the torque curve across the range from a tad over idle that’s really impressive. Deep red paint harks back to the era when Indian used Dupont’s best products on its models after they merged way back in the 30s First gear’s pretty high thanks to noise rules or something, but the clutch is light and this engine handles lift off without any dramas. The six-speed ’box isn’t as smooth as the mainstream Japanese but it’s a world away from the clunk fest over at Harley. There’s no complaints here at all; shifting’s easy and the ratios beautifully spaced. Get a load of the new girl’s radiator! The styling people have done a wonderful job melding what used to be the ugliest part of an exposed engine into the front frame area to the point where it’s not obtrusive at all. This is the essence of the MY25 models; constant evolution with an eye on performance as much as style. ‘Not obtrusive’ describes the Scout’s overall feel, actually, which is the opposite of its eye-catching looks. First, it’s easy to chuck a leg over the seat (around 650mm) and paddle around a tight parking space. At 237kg (dry) it’s on par with a new Triumph Bobber, and a pub meal bigger than a Kwaka nine or a Honda four for those old enough to remember when they were the duck’s nuts. Add in the natural low centre of gravity and narrow nature of a V twin and there’s nothing daunting here despite making twice the power of said old dungers. This is where motorbikes used to be before the ‘size is everything’ race took over. It’s also beautifully balanced with 16-inch wheels back and front (although the Sport and 101 get 19-inch front rims) and ‘normal’ tyre sizes compared to the balloons some manufacturers fit. Such a low seat height means you’ll be scraping pretty early but the super stiff frame, a heap of development on those ‘lay down’ rear shocks and the 41mm fork means that when you do, it’s predictable and easily managed. I scraped plenty during our day’s ride but then I was following Isle of Man TT winner Cam Donald. Or trying too… The Scout tips into corners naturally and feels confident all the way. This could be the easiest riding motorcycle I’ve ever tried so I’m going to give the handling as stock a big tick. Same with the brakes. The single 298mm discs back and front – with a dual piston caliper up front – are perfectly matched to the weight of the bike and then there’s ABS on top of that anyway if you’re pushing limits. The special Scout 101 is a class above again – can I interest you in some pre-scraped knee sliders? On the ride we had about 20 bikes to choose from, covering all five models and all fitted out to different specs. All manufacturers offer options these days, but what Indian has done that’s really clever is make everything fit right across the Scout range. The last models we got in Australia, the MY23 bikes, used the alloy frame which limited the interchangeability of parts and accessories. Thanks to the steel frame everything fits everything now. They have seats that sit you farther back, offer more padding, drop the seat height or leave the pillion at home. Similarly there’s so many variations in handlebars and risers that if you can’t make a Scout fit you might consider auditioning at the circus. The first Scout I hopped on was a Bobber with forward ’pegs and low ’bar; great for cruising GC’s Cavell Avenue but with all the comfort of a prayer mat. By lunchtime I’d tried out mid-mount ’pegs, forward controls and good old floorboards with a range of handlebars and riser heights. Apparently there’s over 30 ergonomic options out of the 100 accessories available already. There’s a ‘build your own’ thing going on here which is perfectly suited to where Indian itself sees the Scout heading. LED lighting looks cool with the flyscreen fairing Where’s that apart from out of the showrooms? To the customisers. That’s the given excuse for trading the old aluminium frame – untouchable with a torch – to the new steel-tube job and, personally, I’m happy with that. Customising is huge business in the US of A where people will do anything to look different within the fashion guidelines of whatever frolic they’re in to. But fashion guidelines bring me to the quibbles I have with the new Scout, at least the Aussie versions anyway. The American Scouts with bobbed mudguards (all models except the Scout Classic) feature a side mounted number plate bracket that suits the bobber look. Possibly it’s not legal in Australia because the models on release all had a bar set back from the chopped guard that mounts the plate – and immediately makes it look like something’s missing. No worries, if you’re into customising, you’ll sort that quick. And while the front guard might look cool, it offers no protection for that radiator tucked neatly between the front frame tubes. Under most circumstances that’ll just mean the odd rock chip but a clay road on a wet day and you’ll be clogging fins faster than a sous chef in a Japanese restaurant. Please note this is from a bloke who drills his front mudguards to take a rubber flap… Then there’s the ’bar-mount mirrors. For some reason all the bikes on the launch – except the Classic – had ’bar mounts with mirrors swung down. No doubt someone thinks this looks cool but you can’t see a bloody thing without looking down. Mirrors need to be in the rider’s field of vision. It’s easy to swap them to upright. I just didn’t have any tools on the day… Licence holder looks like a compromise for Aussie compliance Ah, tech. As a bloke first schooled with a nib and ink pot – I kid you not – I’m not strong on the tech stuff but I’m not sure you have to be because the models I rode with the Tech Pack were easy to navigate. All the info – speed, odometer, GPS, fuel gauge, tacho – plus more were on the neat, round speedo, which cycled through a host of different-looking screens. The GPS and trip info stuff is accessed through Indian’s Ride Command app and a demo of that showed it was idiot proof. Given the number of bikes we had on test, what wasn’t idiot proof was the old ‘who’s got the fob?’ thing. At least the yanks had them zip-tied under the seats at the world launch… In Australia ignition keys, an analogue speedo, fuel gauge and non switchable ABS come with the base model (standard) while the top-of-the-range Limited Plus Tech pack (we don’t get the middle ranked ‘Limited’ model) gets the touchscreen dash, GPS navigation and keyless ignition. But, thanks to the fact that everything’s interchangeable, I can have a key ignition and a touch screen dash with connectivity. And wire-spoked wheels instead of alloys, a full back guard instead of a bobbed job, high ’bars and a plush seat. Naturally there’s a few fittings required and the expense of the accessories but it’s great that anything’s possible. When she came back from San Francisco, Kel called the new Scouts ‘an American cruiser for just about anybody’. I’ll take that a step farther, I reckon the Scout range with its custom potential has given us motorcycles for just about everybody. If you’ve got some lingering doubts about American motorcycles, try a Scout. Welcome to the future – American-made motorcycles that are nimble, fast, handle and stop and still come loaded with heritage. Bloody lovely. PROS: The new 1250cc engine’s brilliant, compact size and true customising potential. CONS: Awkward number-plate bracket and fuel capacity is only 13 litres across the range. THE LINE-UP SCOUT BOBBER The entry point to the Scout platform, its chopped fenders, single seat and ’bar-end mirrors epitomise the moniker. It rolls on 16-inch wheels at both ends, features an all-black engine and exhaust and there’s only 51mm of travel in the rear end. From $22,995. SCOUT CLASSIC Aimed at the traditionalists, the Classic’s long fenders, pulled-back ’bar and chrome exhaust and engine accents match the bike’s chrome wire wheels and conventional mirrors. Like the Bobber, it rolls on 16-inch wheels but the rear shocks get 76mm of travel. From $23,495 SCOUT SPORT Speaking to the custom scene, the Scout Sport gets 150mm ’bar risers, a machined triple clamp and a slightly higher seat back. There’s a quarter fairing, a 19-inch front wheel with machined highlights and 76mm of rear suspension travel. From $23,995 SUPER SCOUT With a quick-release windshield and panniers as standard, the Super Scout is aimed at the touring end of the cruiser scene. It has 16-inch wire-spoked wheels, 76mm of rear travel, provision for a pillion and with your choice of tech pack. From $26,995 SCOUT 101 The cream of the crop, the Scout 101 gets more horsepower dialled in, fully adjustable suspension at both ends, a twin-disc Brembo front end and premium paint. There’s 150mm black ’bar risers, a custom-stitched solo seat and a full-fruit electronics package. From $27,995 Top of the pops! Hubba hubba. What d’ya get when you take a Scout, add an inverted cartridge fork, dual piggyback shocks, twin Brembo calipers, pump the engine up to 111hp and add a sports fairing? Well, Indian reckons it’s good enough to recycle one of their most famous racing names from the 1920s and call it the ‘101 Scout’. Given I didn’t get a chance to play with the suspension’s adjustability I was blown away by how good the 101 felt straight out of the box. The formula’s easy enough – take a quick, nimble and stable motorcycle and juice it right up with a skinnier, 19-inch front hoop shod with stickier rubber, as well as premium suspension and brakes. Pretty much what the fast crew have done to everything since day one. Sure the 101’s still limited by ground clearance, but if you hanker for something different to stay in front of the troops, the 101 is it. SPECIFICATIONS ENGINE Capacity 1250cc Type 60° V-twin, DOHC, four valves per cylinder Bore & stroke 104mm x 73.6mm Compression ratio 12.5:1 Cooling Liquid Fueling EFI, 60mm throttle bodies Transmission Six-speed Clutch Wet, multi-plate Final drive Belt PERFORMANCE Power 79kW (105hp) @ 7250rpm 101: 82kW (111hp) @ 7250rpm (claimed) Torque 108Nm @ 6300rpm 101: 109Nm @6300rpm (claimed) Top speed 185km/h (est) Fuel consumption 6.5L/100km (avg) ELECTRONICS Type Not given Rider aids ABS. 101 & Super Scout: ABS, Traction control and cruise control Rider modes Not applicable 101 & Super: Sport, Standard & Tour CHASSIS Frame material Tubular steel Frame type Double cradle Rake 29° Trail 123mm Bobber: 125mm Wheelbase 1562mm SUSPENSION Type Indian Front: 41mm fork, 120mm travel 101: 43mm USD fork, fully adjustable, 150mm travel Rear: Dual shocks, preload adjustable, 76mm travel (Bobber: 51mm travel 101: Dual piggyback shocks, fully adjustable, 76mm travel WHEELS & BRAKES Wheels Classic & Super Scout: 40-spoke wire; Bobber & Sport: 8-spoke cast; 101: 5-spoke cast Front: Classic, Bobber & Super Scout: Front: 16 x 3.5 Rear: 16 x 3.5 Sport & 101: Front 19 x 3.5 Rear 16 x 3.5 Tyres Classic: Pirelli Night Dragon Bobber: MT60RS/Night Dragon Super Scout: MT60RS Sport & 101: Metzeler Cruisetec Front: 130/90-16 101 & Sport: 130/60-19 Rear: 150/80-16 Brakes Front: Single 298mm disc, twin-piston caliper 101: Twin 320mm discs, four-piston Brembo calipers Rear: Single 298mm disc, single-piston caliper DIMENSIONS Weight Classic: 243kg, Bobber: 237kg, Sport :239kg, Super: 259kg, 101: 240kg (dry, claimed) Seat height 654mm Width Not given Height Not given Length Not given Ground clearance 113mm Bobber:109mm Fuel capacity 13L SERVICING & WARRANTY Servicing First: 1000km Minor: 8000km. Major: 16,000km Warranty Two years, unlimited km BUSINESS END Price From $22,995 (ride away) Colour options 18 options CONTACT indianmotorcycle.com.au The post AUSSIE LAUNCH | INDIAN SCOUT appeared first on Australian Motorcycle News.

The Ducati Scrambler Full Power was playing mind games with me with me. You know what it’s like when you have a bike in your garage and you find it hard to focus because all you want to do is ride it? Far from the most powerful or best handling bike I have tested in recent months, when it comes to the pure joy of riding, the Ducati Scrambler Full Power is right up there. Whether it’s a blast up a favourite mountain or just a quick run down to the servo to pick up a carton of milk, the Scrambler is a bike you want to jump on every time… and then take the long way home. Small and light, the Scrambler is almost as easy to push around the garage as a bicycle. But throw a leg over the narrow seat, reach for the wide handlebar and hit the starter, and you soon know this thing means business. At first the Desmodue 803cc air-cooled L-twin is reluctant to lumber into life; it’s almost as though the battery barely has enough juice to crank the engine over, but when it eventually fires up, there’s a satisfying bark from the stubby little Termignoni silencer that just begs you to blip the throttle… over and over. The Scrambler is no high-end, super high-tech machine like so many others in the Ducati range. In fact it could be described as the simplest of all Ducatis, and it is certainly most affordable, with the base-spec model starting at $18,200 ride away, and this Full Throttle variant selling for $20,300, but that doesn’t mean it’s been stripped of all modern rider aids. Standard kit includes Bosch cornering ABS and cornering TC, and the Full Power model tested here also scores a two-way quickshifter and that Termignoni muffler, along with a host of aesthetic enhancements including a big ‘62’ on the side plates to commemorate the year the original Ducati Scrambler was launched. Of course, this modern interpretation of the Scrambler is intended to have a retro look and it achieves that not only through the design of the bodywork but also through the use of the air-cooled Desmodue V-twin engine that has previously seen service in the Hypermotard 796 and the Monster 797. It pumps out a claimed 53.6kW (72hp) at 8250rpm and 65.2Nm at 7000rpm, which might seem like a whimper in this day and age of 200hp/100Nm nakedbikes, but there is still more than enough punch to easily see the front wheel loft skywards when you crack the throttle wide open in first. Wheelies are so easy on the Scrambler even Deano can do ’em… For most of this test I ran the Scrambler in Sport mode with the power delivery level set to max and the TC level set for minimal intervention. It took me a while to get used to the late engagement of the clutch on this testbike but once away from standstill there’s good throttle response from low revs and then an immensely enjoyable midrange, with the engine really on song between 6000rpm to 8000rpm. Of course, you could keep revving it to the 9000rpm redline, but power tapers off pretty quick up high so upshifting well before then yields the best results. The six-speed gearbox has a nice spread of ratios and decent shift quality, and the Ducati Quick Shift (DQS) works well both up and down when you’re riding hard, but like many such systems it can be a bit recalcitrant at partial throttle openings. You might think that the Scrambler’s 18-inch front wheel would slow the steering somewhat but the bike’s light overall weight, steepish head angle and wide handlebar mean not a lot of effort is required to change direction. In fact the Scrambler tips into corners willingly, and once you get your head around the fact the chunky block-pattern Pirelli MT 60 RS tyres offer decent on-road grip, you can crank it right over in corners thanks to an abundance of ground clearance. You can really crank the Scrambler over on the blacktop despite the chunky rubber Having said that, the front end of the Scrambler doesn’t inspire confidence like, say, a Monster’s does, so rather than late braking into corners and throwing the Scrambler onto its side, a gentler approach is called for; go in a bit easier and then get on the throttle hard out of corners making the most of the engine’s midrange torque and the excellent Bosch cornering TC, which has four tailorable levels of intervention or can be switched off altogether, independent of what ride mode is selected. The Kayaba suspension is basic by Ducati standards, with a non-adjustable 41mm USD fork up front and a preload adjustable monoshock at the rear, but it works well enough, with controlled fork dive when braking and decent compliance. In a nod to the Scrambler’s potential for playing in the dirt, there’s 150mm of travel at both ends. Although I stuck to the blacktop on this test, it certainly soaked up big bumps without getting upset. Preload adjustment at the rear is made with a C-spanner, but now the shock has been moved to a central position (on the previous model it was on the left side), access to the adjustment collar looks difficult. I left it on the standard setting, which felt well suited to my 76kg plus riding gear. The air-cooled Desmodue ‘L-twin’ makes more than enough power in this application Once you get the hang of it, toggling between the two ride modes is a simple affair, as is delving deeper into the tailorable settings, with a mode and enter button on the left switchblock (which is also the turn signal button), along with an up-and-down button, and info displayed logically on the Scrambler’s small-ish 4.3-inch colour TFT display. As well as TC intervention, you can select the power mode, play around with the light settings (auto-cancelling turn signals and DRL), select what info is displayed on the main screen and more. A single 330mm disc up front gripped by an effective radial-mount four-piston Brembo monobloc caliper looks after most of the braking duties. It offers excellent feel at the span-adjustable lever and it never felt wanting. At the rear a single-piston caliper grips a 245mm disc, and it also offers decent performance and feel. That aforementioned cornering ABS keeps everything in check on slippery surfaces. Brakes offer good stopping power and feel, and include cornering ABS You sit in a neutral, upright riding position on the Scrambler that is reminiscent of a 1970s dirtbike. After a couple of hours in the saddle, the seat also reminded me of a 1970s dirtbike, and I had to shift my butt around to relieve the ache. If you’re riding solo, there is plenty of room to do this, and taller riders who will be sitting farther back on a wider section of the seat will likely find it more comfortable. Anyway, the 14.5-litre fuel tank is only good for a tad over 250km before the fuel light comes on, so on long rides you will need to stretch your legs every couple of hours. Although it looks like there’s nothing to hang on to, pillions can actually get a decent grip on the rails under the seat. There aren’t a lot of options for tying a bag onto the back though (although there is model-specific luggage available) so I ran a tankbag on test… but stupidly let one of the securing straps hang down on the right side of the bike when fueling up, which melted on the exposed exhaust header pipe. D’oh! Switchgear is simple and easy to use, with turn-signal button doing double duties as mode/enter selector As this test took place mid-winter, I didn’t have any complaints regarding heat off the air-cooled engine. In fact it was nice to warm my hands when stopped at traffic lights – but I reckon it might get a bit toasty in stop-start traffic in summer. You’d have no such issues on the open road without a fairing or screen to get in the way of airflow, and that wide handlebar ensures you catch plenty of breeze. When it comes to fit and finish, the Scrambler is a quality bit of kit, from the beautiful welds on the trellis frame to the graphics on the tank, seat and side plates. The headlight looks trick too, especially with the DRL lit up, as do the minute LED indicator housings and the small aluminium engine guard. The 4.3-inch TFT display is on the small side, and some of the info can be difficult to read, but the main stuff like speed, engine revs and mode selected is clear to see. On a practical front, there’s a small amount of storage under the seat and a USB port for device charging. Funky looking headlight features switchable DRL The low 795mm seat height makes the Scrambler very accessible. For super shorties there’s an optional low seat that drops height to 780mm, while taller riders can go for the optional 810mm raised seat. There are a heap of other accessories too (see sidebar), from luggage options to billet bits and everything in between. Service intervals are reasonable at 12,000km but that includes valve clearance adjustment for the air-cooled Desmodue, which on the liquid-cooled Testastretta V2 used in the Monster, for example, isn’t required until 30,000km, so factor that into your servicing costs. But hey, you’ll forget about servicing costs every time you throw a leg over the Scrambler. Far from the prettiest bike in Ducati’s range, I still found myself gazing it after every ride simply because I had so much fun riding it. PROS: Simple and lightweight fun with a capital F! Sounds great, just the right amount of tech and excellent midrange punch. CONS: Would get a bit warm in summer, the TFT display is on the small side and it has 12,000km valve clearance checks. THE COMPETITION DUCATI SCRAMBLER FULL POWER 53.6kW (72hp) and 65.2Nm 176kg (wet) $20,300 (ride away) HUSQVARNA SVARTPILEN 801 77kW (103hp) and 87Nm 181kg (wet) $15,990 (ride away) TRIUMPH SCRAMBLER 900 47.8kW (64hp) and 80Nm 223kg (wet) $19,190 (ride away) CFMOTO 700 CL-X ADVENTURE 55kW (73.7hp) and 68NM 204kg (wet) $11,490 (ride away) GEARED TO GO The accessories list for the Scrambler Full Power is extensive… LUGGAGE Soft side panniers $372.84 Brackets for soft side bags $373.75 Urban Enduro rear bag $247.73 Classic side panniers $505.74 Handlebar bag $142.70 Soft tank bag $498.32 Top case subframe $634.24 Aluminium top case $793.45 EXHAUST Complete exhaust assembly $4525.66 Racing silencer $3394.25 Side body panel $113.26 HANDGRIPS Heated handgrips $529.84 LEVERS Clutch lever $358.02 Brake lever $358.02 MIRRORS Aluminium mirrors From $275.22 (ea) Handlebar mirrors From $204.75 (ea) TECH Navigation software $121.19 Multimedia system $499.41 OTHER KIT Tank protector $52.57 Lowered seat $430.38 Raised seat $543.63 Rear plastic fibre mudguard $226.51 Spoked rims $2305.78 High numberplate support $611.58 Touring screen $566.28 Aluminium oil-cooler guard $181.21 Sport headlight fairing $294.47 Base plate for stand $16.05 Scrambler indoor bike cover $301.05 BILLET BITS Tank cap $498.46 Footpegs $126.15 Handlebar weights From $103.22 Oil filler plug $91.47 Brake and clutch Master cylinder covers $332.73 SPECIFICATIONS ENGINE Capacity 803cc Type 90° V-twin, Desmodromic, 2 valves per cylinder Bore & stroke 88 x 66mm Compression ratio 11.1 Cooling Air/oil Fueling EFI, 50mm throttle body Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 53.6kW (72hp) @ 8250rpm (claimed) Torque 65.2Nm @ 7000rpm (claimed) Top speed 200km/h (est) Fuel consumption 5.2L/100km (measured) ELECTRONICS Type Bosch Rider aids Cornering ABS, cornering TC Ride modes Road, Sport CHASSIS Frame material Tubular steel Frame type Trellis Rake 24° Trail 108mm Wheelbase 1449mm SUSPENSION Type Kayaba Front: 41mm USD fork, non-adjustable, 150mm travel Rear: Monoshock, adjustable preload, 150mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 18 x 3.0 Rear: 17 x 5.5 Tyres Pirelli MT 60 RS Front: 110/80R18 Rear: 180/55R17 Brakes Nissin Front: Single 330mm disc, four-piston radial-mount caliper Rear: Single 245mm disc, single-piston caliper DIMENSIONS Weight 176kg (wet) Seat height 795mm Width 893mm Height not given Length 2103mm Ground clearance 174mm Fuel capacity 14.5L SERVICING & WARRANTY Servicing First: 1000km Minor: 12,000km Major: 12,000km Warranty Two years, unlimited kilometres BUSINESS END Price $20,300 ride away Colour options Red GP19/Dark Stealth CONTACT www.ducati.com The post DUCATI SCRAMBLER FULL POWER appeared first on Australian Motorcycle News.

What do you get when you cross one of motorcycling’s most iconic engines with some very convincing retro-cool styling? The BMW R 12 nineT, that’s what… Every now and then, all the elements of a motorcycle will harmonise, elevating it from a bundle of bolted-together parts that form a vehicle into a bike that comes to life with character and temperament, and the whole package just resonates with you. All variants of BMW’s now decade-old R nineT series have been some of those bikes for me. Over the years I’ve spent time on the Pure, I’ve ridden the Racer and even packed up the Urban G/S and rode it almost 1000km in the middle of winter to the 50th anniversary Alpine Rally in 2019. There’s something about that 1170cc boxer engine mounted in a long and low chassis and topped off with on-point styling that really speaks to me. It’s modern, but not over the top. It’s quick, but not stupid. It’s a big bike, but has a low seat height. And the styling is on-trend, but won’t date. It’s a decision you can make with your head and heart in equal measure. For 2024, the R nineT gets slotted under BMW’s R 12 banner and so is called the R 12 nineT. There are three variants, but more on that later, as well as a heap of optional accessories to complement the retro custom theme. Despite the newish name, the 2024 model uses the same engine as the decade-old range, albeit with a few tweaks to pull its emissions socks up to today’s standards and in a different state of tune to the R 12 cruiser. There’s a new chassis that’s said to be both lighter and simpler – a one-piece tubular-steel affair instead of a two-piece unit. The intake which was used as a styling feature along the base of the tank on the outgoing models is now tucked away under the seat. And as well as radial-mounted calipers now replacing the axial-mounted Brembos of the past, a new beefier fork also now offers full adjustability. So basically, where the old R nineT needed to speak to both the cruiser set and the cafe-racer set, the new R 12 platform covers the full spectrum, meaning the R nineT can be specced – and priced – a little bit higher than its laidback equivalent. Sit astride the 795mm high seat and you’re met with a long aluminium tank, a wide, one-piece handlebar and a pair of analogue clocks. Fire the big boxer into life and you feel the whole bike shudder, as if someone just walked over its grave, before it settles into that familiar sounding idle. The bike I’m riding has the optional but still road-legal Akrapovic fitted, which amplifies the boxer’s exhaust to a more distinguished but in no way obnoxious note. The otional $1519 Akrapovic exhaust adds a fruity tone without being too loud for everyday use Actuate the hydraulically operated single-disc dry clutch and select first gear. The gearbox is loud and clunky but it suits the retro focus and I can’t help a grin as I roll off down the street, relieved the latest iteration has lost none of the qualities I loved about the R nineT models of old. Even on the move, the gearbox is noisy, reminding you just how far back this engine and gearbox combo dates. There’s a quickshifter fitted as standard on the version I’m testing, which should hide the gearbox’s shortcomings, but while it’s great on downshifts I can forget about using it in the first couple of gears. In first and second gear, regardless of the revs the engine is carrying, the cut to the ignition is harsh and the gear change so jerky it’s embarrassing. Okay, maybe the clunky gearbox can hide behind the retro mask but the quickshifter on the R 12 cruiser I tested (AMCN Vol 74 No 01) was faultless, so there’s no reason why the R nineT’s shouldn’t be, too. Because the quickshifter has been added, and given how perfect I found it to perform on the R 12, I’m sure it’s an issue that can be fixed. I do love that you can move through the gears without affecting the very excellent and well-sorted cruise control system. It didn’t matter how steep the incline or decline I found myself on, the cruise-control system kept the selected speed perfectly, so top marks there. The horizontally opposed engine is good for 80kW (107hp) at 7000rpm and a healthy 115Nm 500rpm earlier at 6500rpm and is where so much of the bike’s character comes from. Fueling off the bottom is sharp and builds in a way that only BMW’s iconic air-cooled boxer can, but it’s closing the throttle on the R 12 nineT that takes some getting used to. Because, just as I experienced on the R 12, as you’re approaching a turn or an intersection and you shut the throttle and reach for the front brake, deceleration isn’t instant. It’s not far off it, the engine’s probably off throttle by the time your fingers have reached the lever, but those couple of milliseconds are really off-putting. Testbike had the $899 Option 719 cylinder head covers The engine braking is really pronounced on the big boxer, and especially in Dynamic mode, meaning there are times when you need a very small throttle opening where the pick-up is quite abrupt, so I would tend to keep a small but constant throttle opening and temper my speed by dragging the rear brake rather then doing so with the light-switch-like throttle. Of course it’s less noticeable in one of the two softer riding modes of Rain and Road, but where’s the fun in that? Like the R 12, the three-tiered range starts with the $26,465 (ride away) base model. The version I tested was the $26,990 (ride away) R 12 nineT HL, which gets the Comfort Package (adding cruise control, heated grips, the two-way quickshifter and hill-start control) as well as headlight pro, tyre-pressure monitoring and phone connectivity (including the SC universal phone holder). My testbike also had the $1519 Akrapovic exhaust plus the $899 Option 719 cylinder head covers which, once you pay for labour to fit them, takes the price to somewhere in the region of $30k. The top-tiered model is the R 12 nineT Option 719, which adds all the goodies from the HL plus wire-spoked wheels, a host of billet gear, including an aluminium windshield and rear seat cowl, as well as the aluminium bodywork and red frame colour scheme, setting you back $32,990 (ride away). The long 1511mm wheelbase and relaxed steering geometry strike a calm balance between stability and agility. It takes more input to muscle it through a quick section of twisty road than say, a S 1000 R, but its 220kg is carried low in the frame and it’s planted and predictable rather than flighty and agile. There is a steering damper fitted as standard, and it’s pushing on less-than perfect backroads where its inclusion is justified. The original Roland Sands concept of 2013 inspired BMW’s design team and lives on in the latest version of the nineT In these conditions, the radial-mounted Brembo calipers are, again, predictable rather than powerful, but are well suited to the bike’s design brief. And it was only out on a quick ride through some of South Gippsland’s beautiful but bumpy backroads that I found I needed to back off the preload slightly, which is done easily via the remote adjuster just below the rider’s seat. To my eye, the stand-out design elements are the single-sided swingarm, which incorporates the shaft final drive – also responsible for so much of that aforementioned character – the exposed brushed-aluminium knee insets on the 16-litre tank and the chromed collector box that sits under the engine. BMW didn’t need to bother extending the chrome to the underside of the collector box – not many bikes do – but it’s that attention to detail that I really like on the R nineT and, let’s be honest, details you’d expect on a relatively low-tech bike that costs as much as it does. The dash is an analogue affair, albeit with two small LCD insets which you can set up to display which pieces of info are always shown and which bits you need to scroll through to find. It’s old-school, but still very informative. The left-hand grip includes BMW’s multi-controller wheel, for reasons unknown to me, as it doesn’t operate anything on the analogue dash. And while there is a small 3.5-inch TFT screen in the options catalogue, it was fitted to the R 12 I tested, and the wheel didn’t control anything on the dash in that application either. The retro segment has long been a hard-fought and lucrative one for many brands, especially as the average age of motorcyclists increases year by year, but in terms of large-capacity retro offerings I’m not actually convinced there’s any better, certainly when it comes to timeless design. Kawasaki’s Z900RS probably tugs at the heart strings with as much force, but the inline-four cylinder powerplant has nothing on the iconic air-cooled boxer – mind you, it’s nearly half the price. The left-hand grip includes BMW’s multi-controller wheel but there was some confusion on the testbike about what it was actually controlling And even though Triumph’s Thruxton RS is only a few hundred dollars less expensive, the price really is the elephant in the R nineT’s room. It’s clear I’m a big fan, but whichever way I look at it, I can’t help but feel that it is overpriced. Yes, it’s a gorgeous big-bore retro from a premium brand, but it runs analogue clocks, while cornering ABS and traction control are the only gadgetry to speak of. Add to the fact that the new chassis – said to be lighter and simpler – would also translate as less expensive to produce and you and I both know that engine wouldn’t owe the firm a cent after all of these years in production… Even in base-model trim, I do find the $26,465 (ride away) hard to take, especially when seven years ago the simplest R nineT Pure was $17,690. Yes, there are now better brakes, higher-spec suspension, a cleaner engine and that new chassis, but even with inflation and rising costs, a near $9k increase is a big ask. With high-quality Chinese offerings knocking on the doors of the Australian market, I believe so-called premium brands are going to be forced to rethink their strategies in the the next decade. But if I had the money to buy a 2024 R 12 nineT HL would I spend it? There’s no question, I absolutely would, although I would swap the $899 cylinder-head covers for a set of $835 wire-spoke wheels and pocket the change. Because sometimes some bikes just resonate with you and allow you to feel something that money just can’t buy. PROS: A hugely successful execution of an authentic retro nakedbike. CONS: It lacks gadgetry for the asking price and the quickshifter needs tweaking. THE ROAD TO NOW In 2013 BMW was celebrating its 90th birthday, and so collaborated with renowned designer Roland Sands to reimagine a modern interpretation of the brand’s hugely popular R 90 S. Unveiled at Italy’s Concorso d’Eleganza Villa d’Este that same year, the so-called Concept Ninety was the forerunner to the first R nineT unveiled later that year and put into production for the first time in 2014. It became an instant sales hit. In January 2014, Jon Urry tested the bike for AMCN in Europe ahead of its Australian release and noted, “believe it or not, demand is so high that even the factory workers who build the nineT have to wait until May 2015 until they can even get one!” THE COMPETITION KAWASAKI Z900RS 948cc inline four-cylinder ABS & traction control $16,909 (plus on-road costs) Triumph Thruxton RS 1200cc parallel-twin ABS & traction control $26,690 (ride away) BMW R 12 nineT HL 1170cc boxer Cornering ABS & traction control $26,990 (ride away) SPECIFICATIONS ENGINE Capacity 1170cc Type Horizontally opposed twin, four valves per cylinder Bore & stroke 107mm x 73mm Compression ratio 12.0:1 Cooling Air Fueling EFI Transmission Six-speed Clutch Dry, single-disc Final drive Shaft PERFORMANCE Power 80kW (107hp) @ 7000rpm (claimed) Torque 115Nm @ 6500rpm (claimed) Top speed 225km/h (est) Fuel consumption 5.4L/100km (measured) ELECTRONICS Type Not given Rider aids Traction control and Cornering ABS Rider modes Rain, Road and Dynamic CHASSIS Frame material Tubular steel Frame type Trellis Rake 27.7° Trail 110.7mm Wheelbase 1511mm SUSPENSION Type BMW Front: 45mm USD fork, fully adjustable, 120mm travel Rear: Monoshock, fully adjustable, 120mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 17 x 3.5 Rear: 17 x 5.5 Tyres Continental ContiRoad Front: 120/70ZR17 Rear: 180/55ZR17 Brakes BMW Front: Twin 310mm discs, four-piston calipers Rear: Single 265mm disc, twin-piston caliper DIMENSIONS Weight 220kg (wet, claimed) Seat height 795mm Width 870mm Height 1070mm Length 2130mm Ground clearance Not given Fuel capacity 16L SERVICING & WARRANTY Servicing First: 1000km Minor: 15,000km Major: 30,000km Warranty Three years, unlimited kilometres BUSINESS END Price From $26,465 (ride away) Colour options Blackstorm Metallic, San Remo Green or Opt 719 CONTACT www.bmw-motorrad.com.au The post TESTED | BMW R 12 NINET appeared first on Australian Motorcycle News.

This is the Ducati Panigale V2 Bayliss. In 2001 Troy Bayliss rode the wheels off a 996R to win his first of three WorldSBK titles and then continued on to become one of the most successful Ducati racers ever. He is the only Ducati rider to have won three world titles on three different models (the 996R, the 999 and the 1098R). Ducati has celebrated that first world title with a 20th anniversary Bayliss inspired, individually numbered, V-twin powered Panigale. It features several high-end components also found on the recently released Panigale V2 Superquadro Final Edition, including race-spec suspension and brakes. Superbikes have come a long way since 2001; back then, the World Superbike rules allowed a 1000cc twin to compete with 750cc 4-cylinder motorcycles. These days, Troy’s youngest son Oli is racing a Panigale V2 in World Supersport, where 1000cc twins race against 600cc four-cylinder machines, with some performance balancing to keep things even. So while the 955cc Panigale V2 is a similar engine spec to the 2001 Superbikes, it is not in the same league as the current Panigale V4 bikes racing in the Superbike category. But let’s be honest, a slightly tamer version of the Superbike might be just what the doctor ordered for buyers looking for something that they can exploit more than a 210hp+ superbike. Starting off with a base model Panigale V2, which is already a great bike, the Bayliss edition gets extra performance parts to make it worthy of carrying the number 21 plate. The main performance boost comes from the up-spec Öhlins NIX30 fork and TTX36 rear shock. The Swedish equipment is fully adjustable front and rear and stands out from the base model with its gold titanium-nitride coated fork stanchions. A non-performance accessory (although some might argue it adds 50hp), is the beautiful green-and-white accented paint job to replicate the memorable Infostrada livery complete with Shell logo and 21 numbers. The bike also comes in single-seat configuration with a lithium battery to reduce weight 3kg. Other nice touches are a carbon muffler cover to make the stock exhaust system look a bit more trick, a grippier seat with 21 stitched into it, an adjustable Öhlins steering damper, grippy track-spec hand grips, Bayliss signature on the fuel tank and a beautiful billet-aluminium yoke complete with laser-etched special edition number. These add-ons attract a $4000 price increase. The Panigale V2 is powered by a 955cc Superquadro V-twin engine with desmodromic valve operation. Putting out 114kW (153hp) and 104Nm of torque, it performs best higher in the rev-range. Yes, it’s a twin, so it is torquey, but the low-down hit isn’t what I was expecting. The V2 will hoik its front wheel towards the sky but, unless you forced the issue, not until the revs rise significantly. I feel the 937cc Testastretta engine found in the Superport 950 has more grunt off the bottom of the rev-range but obviously can’t hold a candle to the mid to top-end surge of the Superquadro. The power piles on all the way to the redline without any hesitation. Muffler looks race-spec but is road legal while still emitting that stirring V-twin blast as you wind up through the gears The sound is simply glorious as you rev it out through the gears using the excellent quickshifter. Nothing compares to the sound of a Ducati twin at full noise, even if it is muffled to adhere to Euro 5 emission standards. Tech-wise, the V2 Bayliss is identical to the standard Panigale V2. It uses a six-axis IMU to monitor riding conditions and make appropriate decisions faster than you can blink an eye. The ABS Cornering Evo has some adjustability built in, too. You can opt for ultra-safety, or you can allow some sliding at the rear, trim it to allow the rear end to lift with ABS still active or turn the rear-end ABS completely off. The Traction Control Evo is the same tech that the Panigale V4 R receives and can be adjusted by eight levels of intervention, while the wheelie control has three levels, as well as off. Quick Shift Evo is a two-way system that takes into account lean angles, engine RPM and throttle position. It works beautifully. Engine Brake Control Evo is also adjustable, while also clocking your lean angle, braking pressure, gear selection and throttle position to ensure optimal engine braking into corners. The bike is ready to accept the Ducati lap timer GPS system and also the Ducati Data Analyser + GPS plug-and-play system to really take your track riding to the next level by logging all your bike’s data for review after a session. There are three ride modes, Road, Sport and Race, to choose from. Unsurprisingly, each one is fully customisable for engine/throttle map, traction control, quickshifter, ABS, wheelie control and engine brake control. Once you set up the modes to your liking, you can select them on the fly by holding the blinker-cancel button down and selecting the desired map then closing the throttle for a couple of seconds once instructed to do so on the dash The dashboard is a very familiar item to Ducati riders; the same 4.3-inch TFT can be found on the Monster, Hypermotard and others in the range. It is simple to use and gives all the desired info without being complicated, although a fuel gauge might be nice. Especially if, like me, your old habits die hard. You see, I occasionally click the blinker cancel button to make sure my blinker is off. But if you have the trip meter selected on the V2’s display, one click of the blinker-cancel button (while the blinker is off) begins the process to reset the trip meter before a second click actually resets it. With no fuel gauge, I had been resetting my trip meter which meant I’d lost track of how far I’d ridden on a tank of fuel. Not the end of the world in built-up areas, but it could certainly catch someone out on a longer jaunt. As well as looking as cool as a cucumber, the Öhlins suspension is excellent. The feedback through the fork and stiff chassis is precise and gives bulk confidence in the front end. One needs to carry the right-size Allen key to make the adjustments, however, as the onboard Allen key doesn’t fit the Öhlins clickers. Armed with the right tool, I could make changes and get a feel for the different settings. I ended up a few clicks stiffer than the standard settings as the front and rear springs were working overtime with my 100kg frame on the bike. Rolled gold… race-spec Öhlins NIX30 front fork with Brembo M4.32 calipers Once I stiffened things up, I enjoyed the ride a lot more because the V2 Bayliss simply loves corners. It feels light and agile and throws itself into them with next to no effort. Before you know it, you’ve apexed and can wind the power on and let the thing sing. I can see why the steering damper was added. On some sketchy roads it can get a little bit animated up near the redline, but settles itself pretty quickly. I wish I could have taken the V2 Bayliss to the track as it is what the bike is built for but the stars didn’t align this time. On the road and in twisties it is an epic ride but its capabilities are impossible to explore fully. The Brembo M4.32 calipers are perfect for the job. While they aren’t the top-spec Brembos, they do have a great feel to them and are super strong. I felt at ease running right into the corner trailing the front brake. They suit the bike perfectly. Comfort is certainly considered well after performance; it’s no Multistrada that’s for sure but a racebike with lights and should be treated as such. There is weight on your wrists, the reach to the ’bars is a small stretch, the mirrors are almost useless and the footpegs are mounted high. Riding to and from your favourite roads can be a bit punishing, but once there it all makes sense and I wouldn’t have it any other way. In traffic, there aren’t any unpleasant vibrations and the clutch feels nice and consistent. It does run a bit warm. On a cold winter’s evening I thought the heated seat was nice – but that’s not a heated seat, it’s the exhaust underneath it. Nice in winter, but summer would be agony. The fuel tank holds 17 litres and with a measured consumption of 5.8L/100km, it should be capable of over 250km before refuelling, which is quite reasonable for a sportsbike. At $30,400 (ride away), the V2 Bayliss is far from cheap, but does that mean it’s good value? Well, you get what you pay for. It is oozing with quality componentry and, to my eye at least, the Ducati simply can’t be matched in the looks department. There is billet alloy, carbon, Öhlins and Brembo everywhere. It is a droolworthy proposition for anyone keen on a bit of a collector’s item that you can enjoy on the road or the racetrack or maybe just the local coffee shop. Eccellente! PROS: Looks fantastic, has high-level performance and is a fitting tribute to an icon. CONS: Hard-edged for road use, not limited in build numbers and runs hot. A TIP OF THE LID The bike Troy Bayliss rode to the 2001 Superbike World Championship was a full-factory Ducati 996R. Powered by a short-stroke 998cc Testastretta engine producing about 99kW (133hp) in road trim, it would become one of the most iconic Ducati roadbikes thanks to our Aussie mate. The V2 Bayliss styling was chosen to mimic the 996R that he raced to that first world title, with the green on the side fairing inspired by the Infostrada sponsorship of the day, as well as the small Shell logo – Shell still partners with the Ducati factory today. Only 500 of the original 996Rs were built and they sold in Australia for $52,000. When you think about it, it makes the V2 Bayliss feel like an absolute steal at $30,400, considering inflation and all the technology crammed into today’s bikes. RIVAL RACERS MV Agusta F3 RR 798cc triple 108kW/147hp $37,695 ride away Honda CBR600RR 599cc inline-four 89kW/119hp $29,418 ride away Kawasaki ZX-6R KRT Edition 636cc inline-four 95kW/129hp $17,946 ride away Ducati Panigale V2 Bayliss 955cc V-twin 114kW/153hp $30,400 ride away SPECIFICATIONS ENGINE Capacity 955cc Type V-twin, desmodromic, four valves per cylinder Bore & stroke 100mm x 60.8mm Compression ratio 12.5:1 Cooling Liquid Fueling EFI, 2 x injectors per cylinder Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 114kW (153hp) @ 10,750rpm (claimed) Torque 104Nm @ 9000rpm (claimed) Top speed 280km/h (claimed) Fuel consumption 5.8L/100km (measured) ELECTRONICS Type Magneti Marelli Rider aids Cornering ABS, Ducati Traction Control Evo2,Quick Shift Evo, Ducati Wheelie Control Evo and Engine Brake Control Evo Rider modes Street, Sport or Race CHASSIS Frame material Aluminium Frame type Monocoque Rake 24° Trail 94mm Wheelbase 1436mm SUSPENSION Type Öhlins Front: 48mm NIX30 fork, fully adjustable, 120mm travel Rear: TTX30 monoshock, fully adjustable, 130mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 17 x 3.5 Rear: 17 x 5.5 Tyres Pirelli Diablo Rosso Corsa IV Front: 120/70R17 (58W) Rear: 180/55R17 (75W) Brakes Brembo Front: Twin 320mm discs, four-piston M4.32 calipers Rear: Single 245mm disc, twin-piston caliper DIMENSIONS Weight 190kg (no fuel, claimed) Seat height 835mm Width Not given Height Not given Length Not given Ground clearance Not given Fuel capacity 17L SERVICING & WARRANTY Servicing 1000km Minor: 12,000km Major: 24,000km Warranty Two years, unlimited km BUSINESS END Price $30,400 (ride away) Colour options Bayliss First Championship 20th Anniversary edition CONTACT www.ducati.com/au/en The post DUCATI PANIGALE V2 BAYLISS appeared first on Australian Motorcycle News.

There’s no doubt the Kawasaki Eliminator has a big job ahead of it; the LAMS sales battleground is more competitive than ever with new riders able to select from a huge range of bikes covering just about every market segment, including dirtbikes, sportsbikes, nakeds and, of course, cruisers. In the 500cc cruiser segment alone there are several options to choose from including the Benelli 502C, the Harley-Davidson X500, the CFMoto 450 CL-C and the Honda CMX500. These have now been joined by the Kawasaki Eliminator and Eliminator SE models, the latter of which is tested here. The Eliminator costs $9009 plus on-road costs while the SE is $500 more at $9509 plus ORC. For comparative purposes, the CFMoto 450 CL-C is a bargain at $8790 ride away, the ‘base-spec’ Eliminator equates to around $10,400 ride away, the Benelli 502C is $10,590 ride away, the Eliminator SE comes in at about $11,200 ride away, the Honda CMX500 is about $11,400 ride away and the Harley-Davidson X500 is $11,495 ride away. So what do you get for your money? The Eliminator is a pretty basic bit of kit but that is part of the cruiser appeal and, to my eye, it’s one of the better looking bikes in the segment. It’s powered by the same liquid-cooled 451cc parallel twin used in the Ninja 500, which has a strong enough bottom-end and midrange that Kawasaki saw no need to mess around with the state tune for use in a cruiser application, so claimed peak output remains at 33.4kW (44.8hp) at 9000rpm and 42.6Nm at 6000rpm. The engine is mounted in a steel tube trellis frame and is a stressed member, with the swingarm mounting plate bolted directly to it. There’s a conventional 41mm fork up front and twin rear shocks with preload adjustment. Brakes consist of a single 310mm disc up front and a 240mm disc at the rear, both gripped by twin-piston calipers, while the wheels are 18-inch front and 16-inch rear, with 130/70-18 and 150/80-16 IRC Grand High Speed rubber. There is, of course, ABS front and rear, but that’s it for electronic aids, and while there’s LED lighting all around, the speedo is a simple LCD affair, albeit with Bluetooth connectivity that allows you to monitor vehicle info and a riding log on your phone, and see phone calls and messages on the bike’s LCD display. The $500 premium for the Eliminator SE adds an old-school-cool headlight cowl, rubber fork gaiters, a USB-C power outlet, a slightly different seat and special Metallic Matte Carbon Gray/Flat Ebony or Candy Steel Furnace Orange/Ebony colour schemes; the base model comes in Pearl Robotic White. Engine has enough pep for the freeway and traffic light GP Riders are greeted with a super accessible 735mm seat height and the Eliminator SE has a light 177kg kerb weight (1kg up on the base model). For mega-shorties there’s an optional low seat that drops height to 715mm, while taller riders can opt for a higher seat at 765mm. The standard seat is wide and well padded, although there’s not a lot of room to slide backwards. Although it looks quite high, the reach to the handlebar is not a big stretch and the riding position is upright and comfortable, and ideally suited to threading your way through traffic. The handlebar itself is surprisingly narrow and the mirrors do not extend beyond the ’bar’s width, making this little cruiser one of the best lane-splitters on the market. You could throw a pillion on the back, but the seat is small and not particularly comfy, with nothing to grab hold of, so short trips around town would be about it for two-up riding. There’s nothing of note to tie luggage to, either, so you’ll need to run a backpack or tank bag, or opt for the accessory grab bar or rear carrier. My ride on the Eliminator SE started off with a run through heavy traffic and, as mentioned, lane splitting was a breeze thanks to the bike’s narrow handlebar and short mirror arms. The engine delivers ample urge from down low so you don’t have to work the gearbox to get along at a decent clip. Having said that, the six-speed ’box is buttery-smooth and the clutch is light and progressive, making shifts both up and down the ratios a delight. The engine gets a bit buzzy around the 5000rpm mark, which is where it’s at when cruising at 100km/h in top gear. But it’s not a deal breaker and you only need to give it a few more revs, or back off a bit, and it soon smooths out. There’s enough grunt on tap to easily overtake at highway speeds without dropping down from sixth, but if you want to drop a couple of cogs the engine will willingly rev beyond 10,000rpm. The Eliminator has a certain cool street cred, amplified by the nose cone fairing Incidentally, at highway speeds I experienced minimal buffeting around my helmet, which I thought was pretty good for a cruiser with no fairing or screen, and this had me wondering if the headlight cowl had something to do with it. Regardless if it did or not, it definitely gives the SE a sportier look than the base model Eliminator. One thing I don’t like the look of is the matt-black muffler, which scuffs easily, looks like a cost-saving exercise and is not as attractive as the rest of the exhaust system. It also strangles what engine note there is. I reckon many owners will seek out an aftermarket alternative. Despite the 18-inch front and the relatively rangy geometry (30° rake and 121mm trail) changes of direction don’t have to be forced; just a bit of a weight shift and a gentle nudge on the ’bar is enough to have the Eliminator pointed where you want it. Ground clearance is decent for a cruiser and the IRC rubber never gave any cause for concern despite the typically wet weather I encountered on test. The suspension is impressive despite the lack of adjustment and the Eliminator rides well over bumpy surfaces. There’s only 90mm of travel at the rear but the progressive rate shocks rarely bottomed out on test and I had no need to adjust preload from the standard setting. Likewise, the brakes offer more than adequate stopping power and decent feel, and the ABS has good calibration, only doing its thing when I braked hard in the wet to test it. Front brake is a single 310mm disc gripped by a twin-piston caliper. It works well for a cruiser and the ABS has good calibration, important for Learner riders Fuel consumption on test was 4.1L/100km, so despite the small 13-litre tank you could still see around 300 clicks between refills. Other than the muffler, fit and finish is top notch on the Eliminator, and the Candy Steel Furnace Orange/Ebony paint scheme looks trick. There is no adjustment on the levers, the switchgear is basic, the USB-C outlet looks like an afterthought and the LCD display is a bit meh, but all of that is made up for by the bike’s overall appearance and the enjoyable riding experience. The Eliminator is a fun and easy bike to ride that is perfectly suited to the new riders it is aimed at. It offers enough performance that I reckon many riders will hang on to it once they have an full licence. In SE trim it’s at the more expensive end of the 500cc cruiser segment, but it’s good enough that it still represents value for money. PROS: Decent performance, slick gearbox, easy to ride, fantastic lane-splitter and it looks fab. CONS: The muffler looks like a cost-saving exercise and the USB-C outlet like an afterthought. THE COMPETITION KAWASAKI ELIMINATOR SE $9500+ORC (approx. $11,200 ride away) 33.4kW (44.8hp) at 9000rpm 42.6Nm at 6000rpm 177kg (kerb) BENELLI 502C $10,590 ride away 35kW (47hp) at 8000rpm 45Nm at 5000rpm 217kg (dry) CFMOTO 450CL-C $8790 ride away 30kW (40hp) at 8000rpm 42Nm at 6250rpm 181kg (kerb) HARLEY-DAVIDSON X500 $11,495 ride away 35kW (47hp) at 8500rpm 46Nm at 6000rpm 208kg (kerb) HONDA CMX500 $9349+ORC (approx. $11,400 ride away) 33.3kW (45hp) at 8500rpm 43.3Nm at 6000rpm 190kg (kerb) SPECIFICATIONS KAWASAKI ELIMINATOR SE ENGINE Capacity 451cc Type Parallel-twin, DOHC Bore & stroke 72 x 58.6mm Compression ratio 11.3 Cooling Liquid Fueling EFI, 2 x 32mm throttle bodies Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 33.4kW (44.8hp) @ 9000rpm (claimed) Torque 42.6Nm @ 6000rpm (claimed) Top speed 170km/h (est) Fuel consumption 4.1L/100km (measured) ELECTRONICS Type Not given Rider aids ABS Ride modes Not applicable CHASSIS Frame material High-tensile steel Frame type Tubular trellis Rake 30º Trail 121mm Wheelbase 1520mm SUSPENSION Type Not given Front: 41mm fork, non-adjustable, 120mm travel Rear: Twin shocks, adjustable preload, 90mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 18 x 3.0 Rear: 16 x 4.0 Tyres IRC Grand High Speed GS-23F Front: 130/70-18 Rear: 150/80-16 Brakes Nissin Front: Single 310mm disc, twin-piston caliper, ABS Rear: Single 240mm disc, twin-piston caliper, ABS DIMENSIONS Weight 177kg (wet, measured) Seat height 735mm Width 785mm Height 1140mm Length 2250mm Ground clearance 150mm Fuel capacity 13L SERVICING & WARRANTY Servicing First: 600km Minor: 7600km Major: 22,800km Warranty Two years, unlimited kilometres BUSINESS END Price $9509 +ORC (approx $11,200 ride away) Colour options Candy Steel Furnace Orange/Ebony, Metallic Matte Carbon Grey/Flat Ebony CONTACT www.kawasaki.com.au The post KAWASAKI ELIMINATOR SE appeared first on Australian Motorcycle News.

We ride the track-only KTM RC 8C to get an insight into the tech that will be on offer when the Austrian manufacturer returns to the pure sportsbike segment with its upcoming 990 RC R. If you love your trackdays or want to step into racing and have a few dollars lying around, KTM’s RC 8C is a dream machine as it is the most focused and uncompromised production motorcycle that has ever been built for the racetrack. Why is it so good? As a track-only model, it was never planned to be homologated for the road. Free of the compromises necessary to build a road-compliant sportsbike, the Austrian manufacturer, working in partnership with race specialist Kramer Motorcycles, could focus on one design intention: cutting awesome lap times around a MotoGP track like Phillip Island. Every aspect, right down to its adjustable steering head angle and special aero wings, exists to make it quicker apex to apex. This makes for a ride unlike anything you can experience on a homologated, Euro5+, road-legal sportsbike. With pre-warmed slicks there was no need to pussy-foot around on the first lap at Portugal’s Portimao Even if track-only weapons aren’t your bag, this updated RC 8C has taken on a wider significance since KTM recently outlined details of the 990 RC R that will go on sale in 2025. The 990 will be KTM’s first pure road-going sportsbike since the withdrawal of the RC8. While the two models’ engine capacities will differ and many of the RC 8C’s race details will be exchanged for required road equipment, both bikes will share similar power and torque outputs, chassis design, dimensions and geometry. AMCN headed to one of the wildest tracks in the world, Portimao in Portugal, for a test of not only the most focused production bike in the world but the bike that will reinforce KTM’s re-entry into the sportsbike market. Let’s have a short history lesson. The first-generation 2021 KTM RC 8C (AMCN Vol 72 No 24) featured a version of the eight-valve LC8c parallel twin normally found in the 890 Duke, albeit with a different airbox and exhaust. That original RC 8C made 95kW (128hp) and 100Nm of torque and was 6.6kW up on the standard Duke. Hyper Pro steering damper adds to top-speed stability The 2024 iteration uses the same 890cc engine with a tune that nudges peak power up to 100kW (135hp) and, more importantly, revs to 12,000rpm instead of 10,500rpm. One press of the race starter button on the right handlebar and the compact and sweetly balanced LC8c barks into life. The race switchgear isn’t labelled, so there’s a brief moment of adjustment while the barely silenced full titanium Akrapovic exhaust drenches the pitlane in racy vibes. Note to trackday riders visiting circuits with noise testing: KTM offers a noise-cancelling insert and an even quieter exhaust that drops the measured noise level to 98db. Up on the reverse-pattern race shift into first gear and the clutch is now redundant thanks to a standard two-way quickshifter and auto-blipper. Cruising down Portimao’s pitlane, a quick look down at the new dash (complete with GPS and data logger) reveals the settings of the new-for-2024 rider aids. Lean-sensitive traction control has nine levels plus an off, and there’s wheelie control, which for my first session was active. On pre-heated Pirelli slicks we could attack from the pitlane exit. Immediately you feel the RC 8C’s lightness and sharpness you won’t find on even the more focused road-going sportsbike. The KTM has a wide spread of torque and in the softer fuel map – there’s only two – the power delivery is reasonably easy going. It’s not super-soft, just forgiving, allowing you to ride that smooth and urgent midrange rather than immediately having to switch on the more manic revs and power. Exhaust is loud but quieter options are available Exiting the last fast turn in fourth gear, however, I dabbed down on the seamless race-pattern quickshifter into fifth before crossing the famous start-finish line and grabbing top. This is where you feel the difference of the new, higher-revving engine and its extra serving of power. The new bike is more willing to rev than the old; you can hold on to the gears longer, rev the engine harder – and on open sections of track the new RC 8C is noticeably faster. It’s not crazy arm-stretching power like a 200+hp Ducati Panigale or BMW M 1000 RR, but with only 142kg (dry) to accelerate, it’s certainly lively. Both engine maps feel similar once the throttle is beyond 30 percent open – it’s the initial pick-up that changes – and the second map is sharper in this regard. The new over-rev facility and the map’s aggressive power delivery allow you to push for lap times, driving harder between apexes as you hold on to gears longer. The LC8c unit is slim, light and, above all, flexible. Usable drive lower down and through the midrange makes it easy to ride when you are learning a track or riding tired at the end of a trackday, and its free-revving top-end delivers when you’re hunting down those superbikes or chasing a lap time. Harnessing all this urgency is a Marcus Kramer-inspired, multi-adjustable chassis that’s race-ready from the crate. The fuel tank is where you’d expect to find the rear subframe and an air-box is where there’d normally be a fuel tank. Almost every part of the chassis is adjustable to optimise and personalise either frame geometry or rider ergonomics, including the steering head angle and fork offset, as well as the high-end WP Apex Pro suspension. The Kramer chassis has a level of adjustment that matches any superbike racer Both seat height and ride height can be changed, along with the handlebar position and even the brake-lever bite point. A ‘Ready to Race’ spec also includes Brembo Stylema calipers and 290mm discs, which are a smaller-diameter than many roadbikes’ as they only have to stop a light bike – and they are among the strongest brakes I have ever used. Lightweight forged aluminium Dymag wheels and Pirelli slicks are standard along with lightweight fibreglass bodywork – used instead of carbon fibre because it’s cheaper to replace. You might expect that a bike weighing the same as a road-legal 125cc commuter will be tiny, but it isn’t. It’s light but also spacious. The adjustable ’bars are wide and racy but not radical. There is enough room between the ’pegs and the seat to stop knees seizing. The screen is tall enough to get in behind and the whole cockpit is roomier than a conventional supersport 600’s, perhaps even roomier than some superbikes. Crucially, the RC 8C is 30kg lighter than the race-ready Yamaha GYTR YZF-R6 and around 50kg lighter than a road-legal Panigale V2. Those are impressive figures and on the move you immediately feel that lightness. Those undersized discs and light Dymag rims minimise both unpsrung mass and steering inertia to help make the bike flickable in a way no road machine can match. Until you re-calibrate to its lightning rate of turn, it’s very easy to tip in way too early. But don’t be fooled into thinking the RC 8C is a flighty beast because it’s as stable in high-speed corners as much heavier sportsbikes I’ve ridden at Portimao – and far more accurate. A complete package of light weight, useful power and superb handling makes the RC 8C the ultimate trackday bike. Those distinctive aero wings probably contribute, so too the adjustable Hyper Pro steering damper. Despite my best efforts to destabilise the RC with my clumsily shifting bodyweight, I couldn’t provoke a moment of protest from the unflappable chassis. The first-generation RC 8C didn’t come with rider aids but now lean-sensitive traction control is standard. There’s a wet setting optimised for wet tyres, and another setting designed specifically for slick rubber, while you also have the option to turn off the TC entirely. With only 100kW on tap and a chassis that feeds you with so much feel and grip, TC is a bonus rather than a necessity. For the final session of our test, though, I switched it on and enjoyed tailoring its intervention level to the changing needs of wearing tyres and how I wanted to ride. For club and national racers, the adjustability of the chassis and the electronics will be invaluable. For simply enjoying the RC 8C on a sunny trackday, however, it’s far less critical as the rider is given such forensic feel. There’s no vagueness or moments of uncertainty. The bike tells you exactly what the tyres are doing. The anti-wheelie control is either on or off, and around the undulations of Portimao it was a helpful tool. The combination of torque and lightness meant the front Dymag wanted to lift over the track’s rollercoaster crests. As with the TC, when the system intervenes, it’s soft and tapered. Anti-wheelie control is either on or off The RC 8C is one of those rare bikes that builds your confidence with every lap. It helps you push harder and feel what the tyres are doing in relative safety. I made a slight change to the rear shock’s setting via the remote preload as I’m a little on the heavy side, but otherwise I wouldn’t want to touch anything. As you’d expect from such a high-end motorcycle, the level of finish is high and quality components are used throughout. The five-inch TFT display comes with an integrated data recording and GPS function. Live lap times are displayed, meaning you can see if you are down or up on sectors as you ride your real-life video game. Speed, lines, lap times, throttle and other engine data can be logged and later analysed. What helps makes the RC 8C special is a level of attention to detail you normally only find on a well-sorted racebike. Oil and fuel drain screws, for example, are lockwired, as are the oil filter and even the caliper bolts, and there’s a covering of crash protection on the spindles, frame, fuel tank – even the swingarm has small protector plates behind the race ’pegs so the ’pegs don’t dig into it in a crash. Rubber steering stops prevent the frame getting damaged on full lock, a brake-lever guard is standard and there is even a one-touch rain light at the rear. The 16-litre fuel tank is at the rear and is accessible via the cap just below where a conventional pillion seat would be. Sixteen litres should be enough for a few track sessions, 130-odd kays, and for those who want to go racing there’s a clever drain plug at the bottom of the tank, which allows you to drain the fuel completely and therefore measure the precise amount of petrol before each race. Sadly this is a site you won’t see in pitlane at Phillip Island or SMSP The RC 8C stops, turns and goes like a factory-built racebike because it is a factory-built racebike. The steering is blissfully light and accurate, you can get on the power incredibly early, and the corner speeds and lean angles it can carry are breathtaking. Thankfully, it doesn’t require the skills of Jack Miller. It’s easy to ride, has a forgiving chassis, an easy power delivery and an abundance of helpful midrange torque. There’s now extra safety from the new lean-sensitive rider aids, and the relatively roomy riding position means it can accommodate a variety of sizes. Racers will welcome the increase in rpm and performance, especially on fast tracks. They will also dive deep into the multi-adjustable chassis to create a track weapon that meets their specific demands. Its European price of around $A70k means the RC 8C is only for the wealthy or extremely committed. None are coming Down Under but 10 of the 2023 RC 8C, as seen on display at the Sydney Motorsport Park round of ASBK, are available to order for $59,900. If you can wait a while the road-going 990 RC R is due next year. So, to sum up, the RC 8C gives us an indication of what to expect from KTM’s first sportsbike for many years. And we cannot wait. WHO IS KRAMER MOTORCYCLES? Created by Marcus Kramer, Kramer Motorcycles started production in Germany back in 2009 building prototype racebikes using KTM engines. The company went public in 2014, with the EVO-1 followed by the EVO-2 using the KTM single-cylinder engine as its basis. It still produces the single-cylinder 690 EVO2-R, which weighs just 125kg and makes 63kW (85hp). But it also has two twin-cylinder models in its line-up, the GP2-R and the GP2-RR, the latter the sister bike to the RC 8C. The Kramer is essentially the KTM RC 8C without the wings and different fueling, allowing racers to personalise the mapping further. SPECIFICATIONS KTM RC 8C ENGINE Capacity 889cc Type Parallel-twin, DOHC, four valves per cylinder Bore & stroke 90.7mm x 68.8mm Compression ratio 11.5:1 Cooling Liquid Fueling EFI, 48mm Dell’Orto throttle body Transmission Six-speed Clutch Wet, multi-plate, anti-hopping Final drive Chain PERFORMANCE Power 100kW (135hp) @ 12,000rpm (claimed) Torque 100Nm @ unknown rpm (claimed) Top speed 265km/h (estimated) Fuel consumption 10.5L/100km ELECTRONICS Type Bosch Rider aids Cornering traction control, anti-wheelie and braking strategies Rider modes Two maps CHASSIS Frame material Tubular steel Frame type Trellis Rake Adjustable Trail Adjustable Wheelbase 1400mm SUSPENSION Type WP Front: 43mm XACT Pro 7543 USD fork , fully adjustable, 120mm travel Rear: Apex Pro 7746 monoshock, fully adjustable, 120mm travel WHEELS & BRAKES Wheels Dymag Front: 17 x 3.5 Rear: 17 x 6.0 Tyres Pirelli SC1 slick Front: 120/70R17 Rear: 180/55R17 Brakes Brembo, no ABS Front: Twin 290mm discs, four-piston Stylema calipers Rear: Single 230mm disc, twin-piston caliper DIMENSIONS Weight 142kg (dry, claimed) Seat height 820mm (adjustable) Width Not given Height Not given Length Not given Ground clearance 191mm Fuel capacity 16L SERVICING & WARRANTY Servicing Minor: 30 hours Major: 60 hours Warranty Legal only BUSINESS END Price Not applicable (AU/NZ couldn’t secure units) Colour options White/orange CONTACT www.ktm.com/en_au The post TRACK TEST! KTM RC 8C appeared first on Australian Motorcycle News.

Back in the 90s when 400cc four-cylinder sportsbikes were the thing, I was busy avoiding homework and school detention. Then when I got my licence in 2002 I was too busy putting road tyres on my XR600 to get involved with sportsbikes. Looking back, it was a golden age of racing and tearing up twisty mountain roads. The 400s were weapons on a tight track or road but then they sadly went the way of the Dodo. When the re-invented Kawasaki ZX-4R and higher-spec ZX-4RR were released, I was keen to get my butt on one to see what I had missed out on all those years ago. AMCN had already tested it on the racetrack, so it was time to see how it handles life on the road. Rolling into Kawasaki HQ, I spotted a nice ZX-10R out the front. I parked next to it and as I took my helmet off I spied the ZX-4RR sticker on the side fairing. I couldn’t believe that I had been fooled by the big bike looks. This isn’t your run-of-the-mill LAMS 400cc twin or single cylinder; it is a real-deal four-pot screamer that is not LAMS approved and its appearance reflects that. It simply looks fantastic. It has twin front discs, a proper-looking exhaust system, a stiff WorldSBK-inspired frame and a trick-looking swingarm. Kawasaki has also fitted it up with sport-focused tyres, good suspension, a two-way quickshifter and a go-fast colour scheme. It is a dream come true for an aspiring racer or trackday enthusiast. But most owners will need or want to ride it on the road regularly also, so let’s hit it. Switching on the key brings the full-colour TFT dash into life, a dash that wouldn’t look out of place on the top-spec ZX-10RR or even one of the H2 models. It is functional and beaut to look at while providing all the necessary information. Hit the starter button and the tiny 57mm pistons start doing their thing. It is pretty quiet even though it idles at 2000rpm. It’s hard to fathom just how small the internal engine parts are but those pistons only move 39mm from top to bottom. It makes me think of the inside of an analogue watch. Bear in mind there was once a four-cylinder ZXR250R with 49mm pistons, so Kawasaki wouldn’t have batted an eyelid at the 400’s during design. Engage first gear and the baby Ninja will pull away slowly with surprisingly little throttle input. But if you want to move away at any sort of traffic-beating pace, you will need to dial up a few more revs, in the vicinity of 8000rpm. Which takes a little getting used to after riding big bikes. I find myself cruising the suburbs at 40km/h in sixth gear and it is as smooth as silk with zero protest from the engine – it just purrs along – but don’t bother trying to accelerate quickly from those revs. There is simply nothing on offer from the rev-happy engine in the low end of the tacho. Digital dash is brilliant and can record all your racetrack efforts Letting the 400 spread its wings and rev out, however, is an aural delight. It sounds just like a ZX-6R but without the police sirens as you rev out second gear on the road. The induction wail from the ram-air intake is trademark Kawasaki and just awesome. Using all the rev range soon becomes addictive as the torque peaks at about 12,500rpm. You can feel the torque die off after that while the revs happily keep rising all the way to 15,500rpm. To get the most out of the engine you need to disengage your mechanical sympathy and just send it. It doesn’t do anything unpredictable like pull wheelies etc., it just makes noise and builds speed progressively. I can’t help but feel a little self-conscious as pedestrians turn and look at what is screaming its head off expecting a bike doing warp speed, but there’s me barely breaking the speed limit getting ahead of the cars from the lights. I think the little Ninja attracts more attention than just about any other bike I’ve ridden thanks to the screaming induction noise. People must hear it a mile away. While taking some happy snaps a couple of kids even came over and asked to hear it rev. I let them give the throttle a twist and it made their day. I can’t even imagine how it would sound with a full titanium racing exhaust system. It would be criminal. Tucking in and ripping down backroads feels like I’m racing in the North West 200 but barely breaking the national speed limit while clicking up and down through the gearbox with the standard-fitment quickshifter. Styling is a chip off the old block of the championship-winning ZX-10RR Superbike Commuting to and from work, the 400 slices through gaps like a Ninja, if you are in the right gear. Best not to get caught napping low in the rev range if you want to jump into a gap as you will be disappointed with the 400’s available torque. But if you keep the revs up over 8000rpm it’s smooth sailing. The 400 is super chill at highway speeds with no bad manners. I am delightfully impressed. The quickshifter isn’t perfect but it’s not far off. I feel that I could shift quicker up through the gears without it as the ‘cut’ time is a bit too long when high in the rev range. But cruising lower in the revs it’s pretty good. Downshifting is bliss at any speed. A firm click down on the shifter and the engine blips the perfect amount to engage the lower gear. The little Ninja also has a slipper clutch but it’s hardly noticeable besides a gentle pulse through the clutch lever if you are resting your fingers on it. The clutch is a cable-operated slip-and-assist type, making it very light to operate with good feel. Bonus points are awarded for span-adjustable levers, too. But don’t make plans on backing it in supermoto style as the ABS is non switchable. As you would expect from a small sportsbike, the handling is swift and precise as the chassis geometry is derived from the multiple world championship winning ZX-10RR. It isn’t really as light as you might expect at 188kg wet, but it doesn’t feel like it’s carrying excess baggage. the 400 tips into corners almost as fast as you can think about turning and holds a line ferociously – the way it hugs a turn is just epic, I have to recalibrate my brain to keep up my momentum and simply chuck it into corners to try and push its limits. It just keeps asking for more as it loves corners. Fully adjustable Showa BFRC Lite Rear shock is race quality With the high-revving engine you get the most out of the package by keeping corner speeds up and the revs high flowing from one corner to the next. The suspension is up for it, too. The ZX-4RR is equipped with a preload-adjustable, 37mm separate function, big-piston Showa fork and a horizontal rear linkage with a BFRC lite Showa shock. That stands for Balance Free Rear Cushion. The same spec equipment as found on a ZX-10RR, it has adjustable preload, rebound and compression damping. While I am way above the weight the little Ninja is designed for, I find the suspension more than capable of coping with my antics. Yes, it is a bit squishy, but I’m safely 25kg heavier than the weight of the expected rider. The suspension is designed for sporty performance above comfort, and I think it is a good balance between the two. Braking performance is exceptional. Dual 290mm discs up front are grabbed by four-piston monobloc calipers that wouldn’t be out of place on a 1000cc bike. Rubber brake lines are utilised, which I usually detest, but in this case with a light and nimble bike it takes the edge off what could be some pretty aggressive brakes. One finger braking is all that is needed. The electronics suite is impressive for a 400cc machine with four modes available in Sport, Road, Rain and Rider. Rider is a customisable mode where you can choose from three throttle maps and three traction control settings as well as off. There is no option for ABS switching, which is a bit of a bummer for a track-focused bike. I spend most of my time in the Sport mode as it gives full power with the best throttle response and, let’s face it, the power output isn’t aggressive enough to warrant softening. The traction control is very unobtrusive as the bike doesn’t wheelie or break traction generally. I only noticed it kick in once with a heavy throttle hand across some poor quality bitumen while leant over causing the rear to skip a bit and the TC to cut in. So it is nice to know it is there if you need it. Don’t even think of putting a race canister on this, it’s loud enough as it is The ZX-4RR is surprisingly roomy. It feels similar in size to a 600cc Supersport machine but a little lower to the ground and, of course, it’s lighter. An 800mm seat height makes it really accessible and the reach to the ’bars isn’t too long so there isn’t a heap of weight going through your wrists, even though the riding position is quite sporty. I did bump my knee on the handlebar while doing a feet-up full-lock U-turn. There is no way in hell I can tuck in behind the tiny screen but it is a nice gesture by Kawasaki to have it clear in case someone else can get down that low on it and still see where they are going. Aside from the tiny screen, I can’t get past how comfortable it is given my 100kg and 178cm chassis. The Ninja has full LED lighting. Normally sportsbike headlights are form over function but I found while commuting in the dark that these are excellent. Fuel range is pretty good at over 300km per tank, in theory. I got 260km and only put 11.9L in to the 15L tank, so range is more than enough for commuting or a decent day out in the country in search of deserted twisty roads. As you can see, the ZX-4RR isn’t your average small-capacity sportsbike. It is built from the ground up with quality components and a focus on performance rather than price. It’s a case of horses for courses and this little ripper won’t suit everyone. But if you’re keen to have a trackday-capable bike with world championship-winning pedigree you will see the value in the $15k price tag. It is not a learner bike, it is a pint-sized superbike. PROS: Nimble handling, screaming four-cylinder engine and it’s surprisingly comfortable. CONS: No LAMS option for newbies, no class to race it in and expensive for the capacity. WORDS: DAVID WATT PHOTOS: JOSH EVANS DIGITAL COMMUNICATIONS The 4.3-inch TFT colour dash takes pride of place in the cockpit. Worthy of much higher-spec bikes, it displays a magnitude of information. In track mode it focuses on lap time and the tacho between 10,000rpm and 15,000rpm. It self-adjusts for brightness and can run either a white or black background. The ZX-4RR is also Bluetooth compatible out of the box. Hook up your smartphone with the Kawasaki Rideology app and track your rides and maintenance information. The data log of your ride shows RPM, gear position, water temp and speed. It lays it over a map or by graph. When your phone is hooked up you can receive notifications and answer calls through the bike’s dash. Under the passenger seat there is a USB power outlet for charging on the go. COUNTING YOUR ARGHS If the thought of shelling out $15,000 to ride away on the RR has you a little apprehensive, the entry-point ZX-4R can be had for about $13,500 ride away. Obviously you miss out on a few trick bits but the fun level will still be high. The ZX-4R doesn’t have the KRT-inspired green paint and is available in metallic black only. The front fork is the lower-spec unit without preload adjustment, while the rear shock is non-adjustable. The R also misses out on the two-way quickshifter. For most, these are not deal-breaking items, so save yourself some dollars for new gear to hit the track with if you like. SPECIFICATIONS – KAWSAKI NINJA ZX-4RR ENGINE Capacity 399cc Type Inline-four, four valves per cylinder Bore & stroke 57 x 39.1mm Compression ratio 12.3:1 Cooling Liquid Fueling EFI Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 56.7kW (76hp) @ 14,500rpm (claimed) Torque 37.6Nm @ 12,500rpm (claimed) Top speed 210km/h (est) Fuel consumption Not measured ELECTRONICS Type Kawasaki Rider aids ABS, traction control, quickshifter Rider modes Track, Sport, Rain or Rider CHASSIS Frame material Steel Frame type Trellis Rake 23.5° Trail 97mm Wheelbase 1380mm SUSPENSION Type Showa Front: 37mm Showa SFF-BP USD fork, preload adjustment, 120mm travel Rear: Showa BFRC Lite monoshock, fully adjustable, 124mm travel WHEELS & BRAKES Wheels five-spoke alloy Front: 17 x 3.5 Rear: 17 x 4.5 Tyres Dunlop GPR300 Front: 120/70ZR17 Rear: 160/60ZR17 Brakes Kawasaki, ABS Front: Twin 290mm discs, four-piston calipers Rear: Single 220mm disc, single-piston caliper DIMENSIONS Weight 188kg (kerb, claimed) Seat height 800mm Width 765mm Height 1110mm Length 1990mm Ground clearance 135mm Fuel capacity 15L SERVICING & WARRANTY Servicing First: 1000km Minor: 12,000km Major: 24,000km Warranty Two years, unlimited kilometres BUSINESS END Price $13,194 (plus on-road costs) Colour options Lime Green/Ebony CONTACT www.kawasaki.com.au The post 2024 KAWASAKI NINJA ZX-4RR appeared first on Australian Motorcycle News.

Who better to test the new CFMoto 450MT than four-time King of the Desert Finke Desert Race winner Ben Grabham? We sent Grabbo into the freezing Victorian High Country immediately after this year’s Finke Desert Race in which he won the Masters 35 to 44 Years class. “I am not generally one to shy away from the opportunity to test a new motorcycle, however I wanted to a few weeks ago when I was in sunny Alice Springs,” said Grabbo of AMCN’s invitation to ride CFMoto’s first 450cc adventure bike to see how it copes in the Aussie bush. “I was only hours away from lining up for the 48th running of the Finke Desert Race when I got the call to see if I could make it to Melbourne the week after to test the new CFMoto 450MT. Straight away I wanted to blurt out ‘not a chance’ – I knew CFMoto was a Chinese brand and the last time I rode a Chinese-made enduro bike, for Australasian Dirt Bike, I was very disappointed, so I was pretty set on politely turning down this opportunity. “But that test was quite a few years ago now and intrigue had got the better of me, so as soon as the red dust settled on Aputula, I was on a plane to Melbourne.” “During the short taxi ride to CFMoto’s Australian HQ, I had a quick look at the specifications and price tag and started to regret my decision. The three pieces of information that made me want to jump back on the plane was the 175kg dry weight, 450cc engine and $9490 price tag, which my experience suggests makes for a bike that’s going to be heavy, slow and cheap. And worse, I was going to be stuck on it for three days. “I jumped out of the taxi to be met with 14 new 450MTs and was immediately surprised by the level of the finish. It’s a standard I’d expect to see on a motorcycle with double the price tag… ” Hit the video link above for a taste of what Ben Grabham thought of the CFMoto 450MT or pick up a copy of AMCN Vol 74 No 01, on sale now, for the complete story. The post BEN GRABHAM ON THE CFMOTO 450MT appeared first on Australian Motorcycle News.

The Road Glide Limited is built for touring on the open road, not for poking around town, but to get out of town most of us need to crawl through the ’burbs, and so it is when I pick up this hefty hunk of American iron from Harley-Davidson’s HQ in Sydney’s north. First up there’s the off-camber right-hander as soon as I exit Harley’s driveway, and then there’s the crappy roadworks all along the Warringah Freeway on the approach to the Harbour Tunnel, with multiple lanes of traffic funnelling into just two for the underwater run. And then there’s the stop-start traffic as I fight my way to escape the ever-expanding urban sprawl. It’s in conditions like this that being fully aware of the Road Glide’s size and weight is vitally important. While you can still weave your way through traffic, you have to make sure there’s plenty of margin for error, as its overall length (2595mm) approaches that of some small hatchbacks, and it feels almost as wide. Forget about lane-splitting. This Limited variant is a substantial 43kg more than a ‘base-spec’ Road Glide, thanks in part to its huge topbox, super-comfy pillion backrest and two additional speakers for the sound system. Yep, it’s no commuter, but for Harley riders who want to traverse continents with a pillion on board this is the weapon of choice. So just how hefty is it? The Road Glide Limited tips the scales at 423kg ready to ride. You can feel that weight as soon as you hoik it off the sidestand but once moving, even at low speeds, it’s surprisingly agile and easy to ride thanks to a low seat height, a wide handlebar and forgiving geometry. In fact, the only time I struggled with the Limited’s size and weight was when trying to turn it around in a confined garage. Bear in mind that there’s no reverse gear, so it pays to put some serious thought into where and how you park it. Once out of town, the Road Glide Limited is in its element, loping along at highway speeds without raising a sweat. At the heart of the beast is Harley’s 114ci (1868cc) Milwaukee-Eight V-twin, which makes a claimed 65kW (87hp) at 5020rpm and 160Nm at a lazy 3000rpm. No, the Limited isn’t yet endowed with the new 117ci engine found in the ‘base-spec’ Road Glide (as tested by Roothy in AMCN Vol 73 No 23). As a result peak power and torque is down 15kW (20hp) and 15Nm respectively, but even with its additional weight the Limited is still no slouch. Crack the throttle wide open at almost any revs and the 114 gets up and boogies, pulling hard (and cleanly) from down low and offering up a meaty midrange, with a tantalising bellow from the twin exhaust system. I’ll forgive the six-speed gearbox for feeling bit clunky and slow considering it has to handle a truckload of torque, but the fact it can be reluctant to slip into neutral from time to time can be frustrating. The clutch is on the heavy side but offers progressive engagement. It might not be fitted with Harley’s latest big bruiser 117ci V-twin but the smaller version packs a mighty punch of torque Harley claims a maximum lean angle of 32° for the Limited allowing you to hustle it through bends at a decent clip. The wide ’bar makes it easy to tip it into corners and it holds a line beautifully once cranked over, but sudden changes of direction aren’t its forte. You simply can’t overcome the physics of a 170mm trail, a 1625mm wheelbase, 18-inch wheels and half a tonne of bike and rider. Braking performance is decent with four-piston calipers gripping twin 320mm floating discs up front and a fixed 320mm disc at the rear. Front brake feel lacks a little in initial bite, but squeeze it hard and it gets the job done. The rear brake works well and is ideal for tightening your line mid-corner. The suspension is quite basic – a non-adjustable 49mm fork and twin rear shocks with preload adjustment – but it is well set up and offers a good blend of compliance and control. The rear shocks didn’t bottom-out on test, even when riding two-up, although I didn’t have much weight in the panniers or topbox. While the Limited is a big bike, the reach to the swept-back handlebar is relaxed, the footboards allow plenty of options to position your legs how you want, and the seat height is a low 735mm so, despite the girth, it’s not a stretch to plant both boots flat on the ground. The seat itself is so, so comfy, with a wide base, supple and supportive cushioning and a decent turn-up at the rear. Even more comfy is the pillion seat with its supportive backrest and armrests, and generous footboards. The large frame-mounted fairing offers decent weather protection although I would have preferred a slightly lower screen as I found myself looking through it rather than over it, right where there’s some distortion due to its curved shape; taller riders won’t have this problem. There’s a closable flap beneath the screen that allows you to adjust the airflow, but it’s either open or closed and nothing in between. Twin front disc brakes lack initial bite but we’re talking about a claimed wet weight of 423kg before you add rider, pillion and any luggage Switchgear is your typical high-quality Harley kit and it’s all easy to operate once you’re familiar with it. Instruments are presented in the form of a 6.5-inch colour touchscreen accompanied by a pair of analogue gauges for speed and tacho. No, the Limited doesn’t get the big 12-inch touchscreen as fitted to the base model Road Glide, but it’s still a decent size and is easy to read and navigate. The four-speaker sound system is a ripper, and you can easily hear tunes when wearing earplugs and a full-face lid, and barrelling along at 110km/h-plus. There’s a USB cable in the right-side storage box that you can plug your phone into and satnav is included standard. There’s another storage box on the left. The top-opening lockable and weatherproof panniers offer plenty of space for gear, while the topbox is simply huge… it accommodates two helmets, is lined and includes a 12V power outlet. If there’s anything you can’t fit in the panniers and topbox, there’s a luggage rack so you can strap down the kitchen sink. As you’d expect of a big touring Harley, build quality is top-notch. Fit and finish is excellent, the trim is superb and the paint is lustrous. On test fuel consumption was 5.6L/100km so you should get more than 350km out of the 22.7L fuel tank. The Limited will set you back $47,750, which is $1255 more than the base-model Road Glide. Essentially you’re paying more for a smaller engine, less power, less torque and a smaller TFT screen… so you might wonder why anyone would buy it? I can only think of one reason: load carrying. If you’re going to be doing big miles with a pillion and luggage, not much comes close to the Road Glide Limited in terms of capacity and comfort. And sure, $47,750 is a lot of money, but the Road Glide Limited is a lot of bike. PROS: Supremely comfortable for rider and pillion, loads of luggage space, great fit and finish. CONS: Smaller engine than base Road Glide, smaller TFT screen, and it’s bloody big and heavy. WORDS & PHOTOS: DEAN MELLOR AN ACRONYM FOR THAT THE ROAD GLIDE Limited has a heap of safety kit including electronic linked braking (ELB), cornering ABS (C-ABS), cornering traction control system (C-TCS), cornering drag-torque slip control system (C-DSCS), vehicle hold control (VHC) and a tyre-pressure monitoring system (TPMS). SPECIFICATIONS – HARLEY-DAVIDSON ROAD GLIDE LIMITED ENGINE Capacity 1868cc Type 45º V-twin, four valves per cylinder Bore & stroke 102mm x 114.3mm Compression ratio 10.5:1 Cooling Twin-cooled Fueling Electronic sequential port injection Transmission Six-speed Clutch Wet, multi-plate, slipper type Final drive Belt PERFORMANCE Power 65kW (87hp) @ 5020rpm (claimed) Torque 160Nm @ 3000rpm (claimed) Top speed 190km/h (est) Fuel consumption 5.6L/100km (tested) ELECTRONICS Type Not given Rider aids Cornering ABS, traction control, drag torque slip control and vehicle hold control Rider modes NA CHASSIS Frame material Tubular steel Frame type Backbone Rake 26° Trail 170mm Wheelbase 1625mm SUSPENSION Type Showa Front: 49mm non-adjustable upside-down fork, 117mm travel Rear: Dual shocks, preload adjustable, 76mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 18 x 3.5 Rear: 18 x 5.0 Tyres Dunlop D408F & D407T Front: 130/70-18 Rear: 180/55-18 Brakes Front: Twin 320mm discs, four-piston calipers Rear: Single 320mm disc, four-piston caliper DIMENSIONS Weight 423kg (wet, claimed) Seat height 735mm Width 930mm Height 1425mm Length 2595mm Ground clearance 130mm Fuel capacity 22.7L SERVICING & WARRANTY Servicing First: 1600km Minor: 8000km Major: 16,000km Warranty Two years, unlimited kilometres BUSINESS END Price From $47,750 (ride away) Colour options Billiard Grey, Vivid Black (+$750), Sharkskin Blue (+$1465) CONTACT harley-davidson.com/au The post HARLEY-DAVIDSON ROAD GLIDE LIMITED appeared first on Australian Motorcycle News.

Despite prolific success both on track and in showrooms, Honda pulled the plug on the CBR600RR in Europe in 2017. A maturing and fast-changing market allied to tightening emissions regulations made the decision relatively easy for the Japanese manufacturer, but sportsbike fans from Madrid to Melbourne were gutted because the CBR was a fantastic bike. A highly evolved, mass-centralised RC213V for the masses; a pocket rocket that oozed HRC thinking and quality. By 2021, however, there was hope on the horizon when Honda reintroduced the 600cc inline four to the Japanese market, and bikes started to appear in racing – notably in WorldSSP and on the roads at the Isle of Man TT. And now Honda has reintroduced it, with this MY24 model set to land in Australia in the third quarter. There was a lot of work required to bring it up to modern standards. The old CBR had no electronic rider aids, no clever six-axes IMU, no aero package – it didn’t even comply with the now-obsolete Euro 4. But that’s all been achieved and it’s now Euro 5+ compliant while preserving its legendary high-revving performance, delivering it to the street and track with state-of-the-art electronics on a par with the 2024 Fireblade (AMCN Vol 73 No 21). I rocked up to the very fast and demanding Portimão track in Portugal to put the reborn screamer through its paces. The inline four-cylinder layout remains, as does the same over-square 67 x 42.5mm bore and stroke and 12.2:1 compression ratio. The throttle bodies, however, are 4mm larger to 44mm, cam timings are revised and a new exhaust system does much of the heavy lifting in terms of hitting Euro 5+. Honda say more than 50 prototype systems were tried before its engineers were happy. Improved gas-flow at (very) high rpm was the main performance goal. Despite the strangling effect of those emissions regs, peaks of 89kW (119.4hp) at 14,250rpm and 63Nm at 11,500rpm are similar to the far less restricted 2017 model, which is impressive indeed. Controlling that frenzy of revs and horses is a huge array of electronics and rider aids: nine levels of traction control (HSTC), five riding modes, five power modes, engine brake control, wheelie control, rear lift control, cornering ABS some 2.4kg lighter than the non-cornering ABS hardware on the 2017 model, and a two-way quickshifter with three levels of adjustment. It should also be noted that the 2024 model gets the six-axis IMU similar to that installed in the new Fireblade and not the five-axis IMU used in CBR600RRs sold on Japan since 2021. That familiar looking aluminium twin-spar frame remains as before, although the wheelbase is shortened 5mm to 1370mm, while rake and trail go out from 23 degrees and 98mm respectively to 24mm and 100mm. The swingarm is 150g lighter than before while Showa suspension, a CBR hallmark for decades, is fully adjustable with its 41mm diameter Big Piston fork now 15mm longer than before to allow riders to experiment with front-end set up. Twin 310mm discs and four-piston Tokyo calipers up front Brakes are Tokico and use twin 310mm discs and four-piston calipers at the front and a 220mm disc at the rear. Honda is quoting a mass of 193kg including fuel, 3kg lighter than the 2017 model. Those distinctive wings tell everyone you have a 2024 CBR600RR, but the new fairing is not just about downforce: Honda claims the CBR has the lowest drag coefficient in this class and the wings are more for stability than wheelie control. The fuel tank is mounted 10mm lower which means, in theory, it’s easier to get tucked in. We didn’t have the best of riding conditions in Portugal. Heavy rain stopped just long enough to create a drying line before heavy rain returned. But this did give us a real-world trackday test of the new CBR600RR, particularly its new suite of electronics. When the heavy rain hit, my CBR – shod with full-wet Pirelli race rubber – was set up with a power reduction and extra traction control with, of course, cornering ABS in support. Signature underseat exhaust If this had been the old bike, it would have been a case of biting the screen and hoping for the best. Now, with the lean-sensitive rider aids working in the background, I could concentrate on the line while riding safely and enjoying the CBR. Yes, you can still crash it, but jumping on the stoppers for the challenging Turn 1 at the end of the main straight without worrying about washing out the front felt like progress to me. Riding in the wet and tricky conditions also allowed me to get a feel for the new CBR at a less than flat-out pace. In many ways, it feels just like the old bike, which is a huge compliment, with a familiar, poised riding position, matched to a compact and lightweight chassis, with plush suspension that gives forensically good feel in the wet. The power delivery in the lower-power mode felt user-friendly – dare I say, a little too soft – but the quickshifter was as fast and effortless as a racebike’s. As the laps rolled by, the CBR encouraged me to push towards knee-down levels of lean, despite the heavy rain. As it always has, the chassis feedback gives you the confidence to push, to generate heat in the tyres, the difference being that there are now rider aids ready to rescue you. These really are a game changer for the CBR in tricky conditions. A drying line that was dry enough to tear up the Pirelli wets appeared for sessions two and three of our test, allowing me to turn the traction control to its minimum setting, switch off the wheelie control, select full power mode and explore more of the CBR’s potential. Now it felt like a supersport racebike with headlights. The free-revving inline-four is a joy to thrash to its peak power point just beyond 14,000rpm. That super-quick quickshifter ensures the rpm doesn’t drop out of the hot zone between 9000rpm and 14,500rpm. Allow the revs to fall below 8000rpm and the CBR still pulls but feels flat and fractionally off the pace. Better to be brutal: to change up only when the shift lights blink and keep that jewel of an engine spinning on back shifts. It’s so much fun once you click into this racer mentality. Yes, the CBR’s been away for a while but dropping your chin on to the fuel tank, body tucked in behind a small screen, revs approaching 14,000rpm in fifth gear at the end of the main straight and then sitting up and jumping on the stoppers, never gets old. The CBR is rapid, its corner speed as high if not higher than a Fireblade’s, but with 119hp instead of 215, it’s a less-physical experience with more time to plan and be accurate. The steering is light, predictable and easy. I’m unsure if it’s the added wings, HESD electronic steering damper or revised chassis geometry making the biggest difference but for such a lightweight bike, the new CBR feels even more planted than the old. It remained completely unfazed by the demanding undulations of Portugal’s rollercoaster racetrack. In fact, with the wheelie control turned off, the CBR produced effortless and controlled wheelies over the circuit’s famous crests. Another enduring CBR600RR quality is its excellent feedback. There’s so much of the stuff on the new bike that I could push a little harder each lap as conditions improved. Sometimes a little guesswork is necessary in the damp – you react to slides and try and control the bike – but on the CBR I knew precisely where the limits were and just gave myself a small safety margin. Coming from the UK and having raced at tracks like the North West 200, I’m accustomed to the wet. Some bigger riders simply don’t fit 600cc sportsbikes, of course, and the Honda is no exception. I’m 170cm tall so the compact riding position of the CBR didn’t bother me. But even as a short rider, it’s evident that the screen is extremely low and the rider triangle is tight. It’s not a small bike per se, but those over six feet tall might need to change the handlebar position and possibly the ’pegs too. And even I would like a taller screen, just to make life easier, especially on a fast track like Portimão. Sadly, we didn’t get a perfectly dry track to push the CBR’s handling limits, but if a bike works in the wet, that usually translates to the dry. However, while we know the Tokico brakes are strong, we don’t know whether the ABS-assistance will kick in too early when there’s loads of grip. And we didn’t get enough time to play around with the multiple rider aids or experiment with the engine brake assist. The set-up options are countless and deserve the time we did not have. Despite the engineering challenges created by Euro5+, the 2024 CBR600RR’s wicked inline-four engine still revs like a maniac and, power-wise, feels as strong as ever. Here is a bike that doesn’t pamper to the midrange or try to impress with its off-idle grunt but instead simply loves to be thrashed. And now shorter gearing and a slick quickshifter allow you to eke out every last horse. The chassis is forgiving, predictable, stable and light. It’s such an easy bike to push to the limit, certainly far easier than a 1000cc superbike and in many ways more rewarding. The rider aids set the new CBR above the old bike, especially in damp and tricky conditions. What can’t be measured is the sheer fun of riding the CBR600RR, especially around a challenging circuit like Portimão. Fast and absorbing without being intimidating or scary, even more so now knowing you have a network of electronic rider aids to straighten things out should you get carried away. Thrashing a 2024 CBR on track is simply one of the most enjoyable experiences you can have on two wheels. PROS: Lighter and still a screamer, in most conditions it is more rewarding to ride than a full-on superbike. CONS: Could do with a taller screen and the rider triangle of ’pegs,’bars and seat won’t suit the very tall. WORDS: ADAM CHILD PHOTOS: HOND EUROPE, ZEPI GORI, CIRO MEGGIOLARO HONDA CBR600RR RACING The new Honda CBR600RR made its racing debut at Navarra, Spain, for the opening round of the 2024 British Supersport Championship. Honda Racing UK re-entered the championship for the first time since 2013 with an official factory entry in the hands of Jack Kennedy. The former British champion qualified fourth on the bike’s debut. Race 1 ended with a credible third position, followed by a fifth in Race 2. Honda is also planning to campaign the Supersport class at the upcoming Isle of Man TT and North West 200. The same bike will now be in the hands of three-time TT winner Dean Harrison. SPECIFICATIONS – 2024 HONDA CBR600RR ENGINE Capacity 599cc Type Inline four cylinder, DOHC, four valves per cylinder Bore & stroke 67mm x 42.5mm Compression ratio 11.2:1 Cooling Liquid Fueling PGM-FI Transmission Six-speed Clutch Dry, single disc Final drive Chain PERFORMANCE Power 89kW (119.4hp) @ 14,250rpm (claimed) Torque 63Nm @ 11,500rpm (claimed) Top speed 265km/h (est) Fuel consumption 5.5L/100km (claimed) ELECTRONICS Type Not given Rider aids Cornering ABS, traction control, wheelie control and engine brake control Rider modes Track (1), Sport (2), Rain (3) plus two User modes CHASSIS Frame material Aluminium Frame type Twin spar Rake 24° Trail 100mm Wheelbase 1370mm SUSPENSION Type Showa Front: 45mm USD fork, fully adjustable, 120mm travel Rear: Monoshock, fully adjustable, 128mm travel WHEELS & BRAKES|Wheels Aluminium Front: 17 x 3.5 Rear: 17 x 5.5 Tyres Dunlop Roadsport 2 Front: 120/70-17 Rear: 180/55-17 Brakes Tokico Front: Twin 310mm discs, four-piston radial calipers Rear: Single 220mm disc, twin-piston caliper DIMENSIONS Weight 193kg (kerb, claimed) Seat height 820mm Width 735mm Height 1140mm Length 2030mm Ground clearance 125mm Fuel capacity 18L SERVICING & WARRANTY Servicing First: 1000km Minor: 12,000km Major: 24,000km Warranty Two years, unlimited kilometres BUSINESS END Price $27,599 +ORC Colour options Grand Prix Red CONTACT motorcycles.honda.com.au The post 2024 HONDA CBR600RR appeared first on Australian Motorcycle News.

Triumph is embarking on one of its biggest challenges since John Bloor rescued the company from receivership in 1983. The launch of its first motocross racer is its first step in creating a family of all-new motocross and enduro models. Triumph’s TF 250-X has arrived at the same time Ducati has released its first motocross racer, the Desmo450 MX. Both companies are strangers to motocross but in a period of sales growth. Triumph is set to sell more than 100,000 units globally this calendar year while Ducati is experiencing record sales. Can they shake up motocross like they have roadracing? Recently both brands have assumed important roles in motorcycle racing. In 2019 Triumph went all-in on the racing world, winning the contract to be the sole engine supplier for the Moto2 world championship using its 765cc triple. In 2022 Ducati took the unprecedented step of becoming the sole supplier of bikes competing in the 2023 MotoE World Cup, the electric class of MotoGP. Then in 2021 Triumph shocked the motorcycle world by announcing an off-road racing venture it had never attempted before. Ahead of the technical game but can Triumph stay ahead of the pack on the track? Sure, back in the 1950s and 1960s road Triumphs had been converted for scrambles, desert and ISDE racing but a track-only MXer was a completely new direction for a brand dating back to 1902. To its credit, Triumph realised it couldn’t go this alone so it enlisted some of the best in the business, including seven-time AMA motocross and five-time AMA supercross champ Ricky Carmichael and five-time enduro champ Ivan Cervantes as test riders. Triumph admits this project took way longer to reach fruition than it had initially planned but acknowledges it couldn’t release a motorcycle it wasn’t completely happy with. I can understand that attitude because the fact Triumph had never built a competition-based dirtbike before gave it a free pass to get a few things wrong. Yamaha, Honda and the rest have decades of development behind them to get where they are at today. The acid test is riding this new MXer in its natural environment and, after spending quality time with the new TF 250-X, I believe Triumph has developed a motorcycle in four years that doesn’t just meet its rivals, but even puts a few of them to shame. It leaves me to wonder if Triumph engineers really are that good or if the established manufacturers are resting on their laurels and only doing what they have to? The engine is a top-end powerhouse that in standard form suits fast, open tracks The Triumph has its own feel. The footpeg and handlebar positions are comfortable but unique – something it obviously worked hard on to achieve. The cockpit doesn’t feel alien, even though it feels very different to anything else on the market. A high-quality Pro Taper handlebar with a carbon core and lock-on grips is fitted as standard – things you generally need to upgrade on a new motocrosser when you get it home. Its KYB front and rear suspension is regarded in the motocross and enduro scene as being some of the best production units available. The standard suspension is a little on the soft side for my 95kg frame but Triumph has different weight springs available and was able to pair me with a bike that had springs fitted suitable to my weight. Of course a professional motocross racer is going to like a certain type of set-up, but for the masses the suspension is compliant and set up well. The action is smooth and gradual, but most of all predictable – there is nothing worse than the back end kicking out on you when you aren’t expecting it. The frame, I was told, was what was holding up the planned release. The test riders weren’t totally happy with it and Triumph needed more time to produce that final percentage of compliancy. The frame geometry gives the stability and compliance you need to go fast. There’s good rider feedback through the footpegs but it still flexes enough to be comfortable and not make the ride feel rigid. The 249.95cc single-cylinder engine is a top-end monster with a rev ceiling so high you think you’re never going to reach it. Open the taps and the engine revs far past where you think it should but also produces power right through to the end with no sign-offs. The quarter-litre single had no problem getting me over some big jumps. In fact I had to get comfortable revving the bike more and getting used to an engine that can rev. Stepping off a 450cc machine, where you short shift and use the engine’s torque rather than the rpm, meant I had to spend some time training my brain to use the gearbox to keep the engine above the 8000-9000rpm mark. This is the way all manufacturers are tuning 250cc four-stroke machines these days. They sacrifice low to mid-rpm torque for higher peak rpm to produce higher horsepower. This is all well and good for European or US tracks, that are much bigger and faster, but tracks in Australia are slower and tighter so we still need bottom-end torque. I reckon Australian-market Triumphs will do better with a 50-tooth rear sprocket instead of the standard 48-tooth ring. The optional Akrapovic exhaust system, with additional maps accessible through the tuner app, also drastically improves midrange power. Standard exhaust is fine but accessory version adds midrange The brakes are just as strong as you would expect from Brembo, although I got some squealing from them when they got hot. It didn’t bother me because the performance remained high and I still had firm pressure at the lever. The clutch has a nice responsive action and the addition of a map switch beneath the bank of buttons to control the switchable electronic rider aids is a neat touch. As well as the ability to switch between the high and low power modes, there’s also individual launch control, traction control and quickshifter buttons which can be accessed on the fly. Much like it was in the roadbike world a decade or so ago, the introduction of electronic riders aids to the motocross sector is ultimately a good thing that will progress the breed. I can see them becoming popular and the current generation of riders becoming reliant on them. But for me, I＊m old, and I grew up controlling my traction to the rear wheel with the clutch and throttle so when that manual control is taken from me it feels like I’ve lost something. I guess it’s messing with my instincts and I would need more time to retrain my brain before I could extract the most benefit from them. Twin Air dual-layer filter shows Triumph means business I can assure you the TF 250-X has been worth the wait. It fits into the class well and is loaded with quality parts so you don＊t need to go spending thousands of dollars on engine or suspension upgrades. My only criticism is I would like to see a 50-tooth rear sprocket fitted as standard, or at least included, and the gains to the bottom-end power of the Akrapovic system is so great, that a higher performing standard exhaust should be a no brainer. A lighter rider is likely going to get their arms stretched by this thing as is, but for me as a larger rider on a 250 I need a little more torque down low. I’m really looking forward to seeing how this bike is taken up in the Australian market. The old adage of ‘win on Sunday, sell on Monday’ is still really relevant in the off-road world. Even though Triumph says it’s going to open “specialist motocross and enduro centres”, I suspect it’s going to be a steep learning curve for the established dealers. Experience has taught me it takes a lot more than simply producing a hugely capable machine to translate into a sales success. The $14,250 asking price is bang-on, in my mind, but for this bike to sell in big numbers here, Triumph needs to go racing and be a consistent podium finisher in premier classes. That’s not only going to cost money, but it’s also going to take a lot of know-how that its rivals have built up over many decades of experience; things like engine and suspension tuning, and how to manage a race team. I’m not saying Triumph can’t be a sales success here in the short-term, because the bike has the credentials to do extremely well. But the steps Triumph take in order to ensure the TF 250-X can enjoy the success it absolutely deserves will be fascinating to watch. PROS: High-quality execution that outdoes its rivals in some areas, complete with a unique British tank badge. CONS: More bottom-end grunt (via 50-tooth sprocket/exhaust) will help stand it farther apart from its rivals. WORDS: MATT BOYD PHOTOS: DEAN WALTERS WANT MORE? The TF250X comes loaded with high-end equipment from standard but there’s an extensive list of aftermarket accessories available to make it even more race ready. A full titanium Akrapovic exhaust system improves midrange power and throttle response significantly. $2150.01 The XTrig holeshot device locks the front suspension down lower off the start to prevent wheelstanding off the startline. $131.93 Athena LC-GPA launch control module with rider-selectable enhanced traction control and launch control settings and LED engine speed indicator. It allows you to adjust the launch control mode, which retards the ignition timing so the bike will get less wheel spin off the start. $394.16 MX Tune Pro wifi module enables you to connect with the bike’s ECU through a downloadable phone app so you can select from a range of pre-programmed maps to customise the bike’s power delivery. $321.59 Performance gripper seat and seat cover. $379.33 Because the standard bodywork has graphics imprinted in the plastics, there’s a replacement set of panels so you can have your own custom stickers made and fitted. $288.61 SPECIFICATIONS TRIUMPH TF 250-X ENGINE Capacity 249.95cc| Type Single cylinder, DOHC, four valves Bore & stroke 78mm x 52.3mm Compression ratio 14.4:1 Cooling Liquid Fueling EFI, Dell’Orto throttle body Transmission Five-speed Clutch Wet, multi-plate, belleville spring Final drive Chain PERFORMANCE Power 35kW (47hp) @ 13,500rpm (claimed) Torque 28.6Nm @ 9000rpm (claimed) Top speed 95km/h (est) Fuel consumption Not measured ELECTRONICS Type Not given Rider aids Traction control, launch control and quickshifter Rider modes High and low CHASSIS Frame material Aluminium Frame type Backbone Rake 27.4° Trail 116mm Wheelbase 1492mm SUSPENSION Type KYB Front: 48mm upside-down fork, adjustable rebound and compression, 310mm travel Rear: Monoshock, adjustable rebound and high- and low-speed compression, 305mm travel WHEELS & BRAKES Wheels Spoked aluminium Front: 21 x 1.6 Rear: 19 x 1.85 Tyres Pirelli Scorpion MX32 Front: 80/80-21 Rear: 100/90-19 Brakes Brembo Front: Single 260mm disc, single-piston caliper Rear: Single 220mm disc, single-piston caliper DIMENSIONS Weight 104kg (wet, claimed) Seat height 960mm Width 836mm Height 1270mm Length Not given Ground clearance Not given Fuel capacity 7L SERVICING & WARRANTY Servicing First: 1 hour Minor: 15 hours Major: 30 hours Warranty 30 days BUSINESS END Price $14,250 Colour options Triumph Racing Yellow/Black/White CONTACT www.triumphmotorcycles.com.au The post TRIUMPH TF 250-X appeared first on Australian Motorcycle News.

There are (at least) two ways to look at the striking new retro Yamaha XSR900 GP. It either ships you back to the 1980s and 1990s when Yamaha’s Marlboro-liveried YZR500 V4 won world titles in the last great two-stroke era of grand prix racing, or it doesn’t. I suppose it depends on your age… For those who lived and breathed sportsbikes through the 1980s, when mullets were fashionable the first time around, it’s impossible to separate the emotively styled machine we see before us from the deeds of Eddie Lawson and Wayne Rainey who, on their fiery red-and-white factory YZRs, delivered multiple world championships. For those of slightly more tender years, any stirring of the soul is likely to be less pronounced, but still strong. For me, aged 48, the XSR generates memories of a misspent teenage youth – of a succession of Yamaha FZs and FZRs and TZRs, all those fast and fine handling Yamahas with the same signature flat-top petrol tank and YZR500-derived styling. Either way, such is the power and execution of the XSR900 GP’s retro styling, it’s easy to foresee some customers heading, cash-in-hand, to Yamaha showrooms soon – the buying decision made on appearances alone. We should highlight, however, that this bike is much more than just a styling exercise to stir the emotions of riders who remember when Kylie Minogue was on Neighbours. Yamaha has taken the excellence of the base XSR900 triple and blended it with some hot tech from the Yamaha MT-09 and MT-09 SP sports nakeds to produce what the Japanese manufacturer hopes will be something unique. But does it work? Is the XSR a superficial styling exercise or a convincing fusion of the past and present? For the record, my old FZ600 traction control was the right wrist, and having cornering ABS would have blown my mind in the 90s, so you can probably sense my eagerness to find out. We headed to Portugal to try the new XSR900 GP on the road, followed by a spin around Estoril, the famous old GP track on the Iberian west coast. Knee-down on the road? Yes, the XSR900 GP is that good We have to begin with its appearances and nostalgic appeal. Some may debate that it’s just a dressed up XSR900, but Yamaha has added some loving touches to give it a rich retro feel. The top fairing, for example, is secured with good old fairing stays and racy R-clips and wears the distinctive handguards of the legendary YZR too. The digital dash has an analogue theme, drilled fork caps look spot-on for the 80s styling and, from its flat tank, complete with distinctive sculpted knee pockets, to boxy rear single-seat cover, the overall effect is convincingly YZR500, FZR400SP or TRX850 depending on your likes. The Deltabox-style frame has an authentic period finish, and even the alloy spin-forged wheels come with holes in the hubs just like the ones I had on my Yamaha FZR1000 EXUP. Personally, I would have preferred twin round headlights over the standard single compact light, but others will appreciate the uncluttered yellow nose, which replicates the yellow number boards carried by 500cc grand prix racebikes. Some might also miss a conventional exhaust and end can (although they are a factory option) but the Marlboro-themed branding is faultlessly on point and, devoid of any actual Marlboro lettering, reminiscent of the very early 1990s when certain countries banned explicit cigarette advertising at their grands prix. In fact, the XSR GP is so retro I felt out of place in full airbag race leathers and wished instead that I’d dragged out my old jacket, jeans, Dr. Martins and 1992 Iron Maiden T-shirt for the ride ahead. The Euro 5+ compliant, 890cc CP3 inline triple engine has instantaneous response and drive It’s a little strange when you throw a leg over the GP for the first time. You feel a wave of nostalgia, memories of Rainey, Lawson or Niall Mackenzie (who rode with us on the launch) come flooding back, but then you’re greeted by a thoroughly modern five-inch dash and switchgear, including cruise control as standard. This equipment isn’t lifted from the base XSR: it’s all new for the GP. There’s even a neat five-way joystick and unusual ‘see-saw’ indicator switch. There are now three riding modes – Sport, Street and Rain – plus two custom maps. Within those modes, the XSR GP has four power modes, three levels of traction control, three-level slide control, wheelie control and cornering ABS which can be turned off, adjustable two-way quickshifter and the new brake slip regulator which is always on. These are all linked to a six-axis IMU. All this might look complicated but isn’t. I opted for either Sport or Street mode with the wheelie control removed because I wanted to pull near-vertical 90s-GP-style wheelies. Quite unusually, when you remove the wheelie control it’s switched off in all riding modes, including Rain, and remains off when you turn the bike off and on again. Alloy spin-forged wheels come with 80s-style holes in the hubs while the Bridgestone tyres were developed especially for this model It was immediately apparent the GP is more radical than the standard XSR as your bodyweight is positioned much farther forward. The stance is certainly sportier than the base XSR but well-balanced and still mindful of day-to-day riding. Yamaha says the ’bars, which are mounted above the yokes, are higher and less radical than the R7’s and nothing like as racy as an R6 or FZR400RR SP. However, as a short rider, I did notice the taller seat compared to the standard bike. For reference, the standard adjustable footpegs were set in the high position. For those initial miles ridden at low and legal speeds, I preferred the softer and smoother throttle response of Street mode over the more aggressive Sport mode. Yamaha has a habit of making its Sport throttle response a little too harsh. Later, on the racetrack, I used Street. As we made our way to Estoril, there was the odd occasion where we could let the triple sing. The third generation quickshifter is effortless and as crisply set up as any racebike’s, which allows you to quickly throw gears at the triple as it accelerates hard. The Euro 5+ compliant, 890cc CP3 inline triple makes a quoted 93Nm at 7000rpm and 87.5kW (117hp) at 10,000rpm, which feels like the perfect balance on the road for this type of bike. Ride its torque curve through the midrange and the GP retro delivers instantaneous response and drive. It is urgent, strong and quick. Alternatively, tuck in behind the sporty screen, chin kissing the tank, hold on to each gear as the revs build and the power flows. The exhaust may look odd and sound a little muted but a lovely induction noise from the airbox adds vital bark and character. Retro fairing mounts contrast with the modern TFT digital dash Yamaha’s CP3 engine is highly praised for its combination of power, torque, sound and character – it’s a sweetly blended engine that works well in every road scenario imaginable. Never too much but always full of energy, it can hold its own on the racetrack, too. Like many I find it impossible not to have fun when the throttle I’m holding is working this particular triple. That said, while the CP3-powered MT-09 and XSR900 are both fantastic wheelie bikes, the GP is less lively in this department, mainly due to having more weight over the front and a longer wheelbase. Yamaha is claiming that the GP isn’t a sportsbike but has nonetheless given it higher-spec KYB suspension than its base XSR stablemate. Now both ends are fully adjustable, with both high- and low-speed compression damping. Due to that new weight distribution, the front end is a little stiffer and the rear softer, while the latest Bridgestone S23 rubber, a single-compound version of the sports tyre developed in partnership with Yamaha, hugs lightweight aluminium spin-forged wheels. It feels up for fun – poised but easy going – while the racy imagery of the GP encourages you to attack corners, knee slider hunting for apexes. Initially, I thought the suspension set-up was a little firm as the fork wasn’t as plush as it is on the base XSR, but on a closed stretch of road that allowed us to push the chassis harder, the KYB units worked with effortless control and gave great feedback. We had perfect conditions but even so the Bridgestone S23 rubber warmed up quickly and gave confidence inspiring edge grip and feel. Seat cowl can be removed to allow pillion accommodation The 900 GP isn’t razor sharp like, say, the R6; instead it’s much more planted, stable and easier to ride. Yamaha quotes its wet weight at 200kg, 7kg more than the naked XSR, but it’s weight carried well. Despite the headstock position being 5mm higher and trail being increased from 107mm to 110mm, the steering feels very similar as the fun-as XSR. Certainly, you’d have to ride the two bikes back-to-back to notice any difference. We didn’t get full laps of Estoril, but we did get the opportunity play on track in safety for pictures. This meant taking its long, final, fourth-gear corner high in the revs, ’pegs almost touching the historic racetrack. Even when you start pushing the limits of both the GP’s chassis and the grip of the Bridgestones, it’s apparent there is more to come. This retro racer will excel on twisty circuits, carrying swathes of natural corner speed and using its spread of torque, supported by its full complement of lean-sensitive rider aids, to harass peakier 600 supersports. Fit some trackday race rubber, tweak the fully adjustable suspension to save the ’pegs and away you go. Yamaha hasn’t overhauled the brakes massively. There’s a new 16mm Brembo radial master cylinder, but the 298mm front discs and four-piston calipers remain. Their performance is hard to fault on the road and perfectly matches the easy but sporty attitude of the GP. Several times on track I jumped on the stoppers from high speed to zero, just to give the unobtrusive ABS a workout. You can’t turn off the ABS but you can remove its lean-sensitive functionality, although I’m unsure why you would ever want to. The new Brake Slip Regulator stops the rear from locking under braking but we would have needed some fast laps of Estoril to test it in a meaningful way. It is worth noting, though, that the GP is incredibly stable on the brakes, which is also probably due to its relatively long wheelbase. The KYB suspension is higher spec than the GP’s base XSR stablemate Leaving the track on melted rubber and heading on to the freeway highlighted the versatility of the new GP. With the standard-equipment cruise control activated it was a case of relaxing and churning out some kays. Yamaha chucked a phone under the seat for the test to allow full map navigation via the Bluetooth connectivity. Meanwhile the new switchgear made it easy to flick between the standard display and the full navigation. Taller riders on test started to complain about the weight on their wrists after a long day in the saddle but I was comfortable throughout – and don’t forget the ’pegs are adjustable. If I was to own a GP – and I must admit it would look great in my garage – I’d probably soften the fork a little, just to give it a plusher feel at normal road speeds. I’d also probably blow the family’s holiday fund on the optional Akrapovic exhaust and tank protection, which looks neat, while giving the optional lower fairing a miss, as I prefer the raw, half-faired look. You don’t have to be a genius to work out I have fallen for the XSR900 GP and confidently predict that I will be one of many. In Europe dealers were taking orders before prices were released. It ticks all the right nostalgia boxes, blends brilliantly the analogue past with the digital present and fuels the common desire for a sporty and versatile roadbike that can excel everywhere. I might be a tad biased as I have such fond Yamaha-based memories from the 1990s. Certainly, some of my Suzuki-loving mates who had GSX-Rs and RGVs won’t give the Yamaha a second look, and some younger riders may not get the nostalgia. But even if the retro styling does nothing for you, the GP is still an excellent roadbike. It combines the excellent qualities and rider aids of the MT-09 SP with the fun of the XSR900 in a retro style. Yamaha couldn’t go wrong. Okay, it’s not a FZ750 or TZR250, but for a 2024 production bike it oozes history and character as well as performance – and I want one. PROS: It brilliantly blends the analogue past with the digital present, ticking all the right nostalgia boxes. CONS: Honestly, there’s not a lot to complain about except the Sport throttle response is a little too harsh. WORDS: ADAM CHILD PHOTOGRAPHY: ANT PRODUCTIONS SPORTY HERITAGE YOU COULD argue that Yamaha’s Sport Heritage line-up started back in 2015, with the retro XJR1300 and SR400, but it wasn’t until 2016, for me anyway, that the company came up with truly convincing heritage offerings in the XSR700 and XSR900, both with obvious design features of the past. In 2019, Yamaha launched the XTributes which I really liked, the XSR125 – which didn’t come to Oz – followed in 2021, before the updated XSR900 in 2022, which we rode on the world launch in Italy. Two years on we have the XSR900 GP, but I don’t think it will end there and I can’t wait to see where Yamaha goes with this. Can we have a TZR125 replica based on the XSR125 next? That, too, would look great in my garage… THE COMPETITION KAWASAKI Z900RS $16,909 (plus on-road costs) DUCATI SCRAMBLER NIGHTSHIFT $20,100 (ride away) TRIUMPH THRUXTON RS $26,690 (ride away) SPECIFICATIONS | YAMAHA XSR900 GP ENGINE Capacity 890cc Type Inline three-cylinder, DOHC, four-valves per cylinder Bore & stroke 78.0 x 62.1 Compression ratio 11.5:1 Cooling Liquid Fueling EFI, Mikuni throttle bodies Transmission Six-speed Clutch Wet, multi-plate, slipper-type Final drive chain PERFORMANCE Power 87.5kW (117hp) @ 10,000 rpm (claimed) Torque 93Nm @ 7000 rpm (claimed) Top speed 250km/h (est) Fuel consumption 5.0L/100km (claimed) ELECTRONICS Type Yamaha Rider aids Power modes, TC, slide control, lift control, cornering ABS, back slip regulator, quickshifter Modes Sport, Street and Rain, plus two User modes CHASSIS Frame material Aluminium Frame type Diamond Rake 25º Trail 110mm Wheelbase 1500mm SUSPENSION Type KYB Front: 41mm USD fork, fully adjustable, 130mm travel Rear: Monoshock fully adjustable, 131mm travel WHEELS & BRAKES Wheels Aluminium spin-forged Front: 3.5 x 17 Rear: 5.5 x 17 Tyres Bridgestone S23 Front: 120/70ZR17 (58W) Rear: 180/55ZR17(73W) Brakes ADVICS/Brembo Front: Twin 298mm discs, four-piston calipers Rear: Single 245mm disc, single-piston caliper DIMENSIONS Weight 200kg (wet, claimed) Seat height 835mm Width 810mm Height 1180mm Length 2160mm Ground clearance 145mm Fuel capacity 14L SERVICING & WARRANTY Servicing First: 1000km Minor: 10,000km Major: 20,000km Warranty: Two years, unlimited km BUSINESS END Price $21,499 (ride away) Colour options Legends Red or Power Grey Contact yamaha-motor.com.au The post YAMAHA XSR900 GP appeared first on Australian Motorcycle News.