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Ducati’s 2025 Panigale V2 S is 17kg lighter than the previous 955, but the old bike has 35hp more – which will come out on top? A new sportsbike is always lighter and faster than the previous model, especially a red one made by Ducati, the MotoGP world champions. More power, more torque, more speed… the thought of ‘progressing’ without ticking those boxes is almost unthinkable. But that is precisely what Ducati has done with the 2025 Panigale V2 S. Some numbers: the new, 2025 V2 is 35hp (26kW) down on the 955, making 120hp (90kW) compared to the 155hp (115.5kW) of the Superquadro-powered bike. But, of course, power doesn’t tell the full story. Ducati engineers have been hard at work. To compensate for the power reduction, they’ve worked some magic and vastly reduced the weight of the new V2 S by 17kg, or approximately two large bags of groceries. The new 90-degree V2 engine, which is also adopted by the 2025 Multistrada V2 and Streetfighter V2, is, at just 54kg, 9kg lighter than the old Superquadro. The new middleweight also receives improved rider aids and electronics, a new dash, a completely new chassis featuring a double-sided swingarm, and more relaxed rider ergonomics. Ducati is happy to admit that in back-to-back testing at Vallelunga, Italy, the older Panigale lapped a fraction quicker than the new, but that’s only half the story. The newer V2 is, they say, easier, more comfortable and far more satisfying and enjoyable to ride. I’ve ridden the new V2 S on the track several times but never where it counts: on the road, and not against the more powerful but older 955. Time to hit the highway and answer some interesting questions. ‘TRULY ONE OF THE GREATS’ The Panigale V2 S is hugely impressive on track; light steering and superb agility blend with a wonderful spread of torque across the rev range to make it an absolute breeze to ride at pace. Even on quicker circuits like Misano, the V2 shines – its accuracy, stability and stunning brakes coming to the fore while its highly refined suite of rider aids are among the very best you’ll find on any sportsbike. But, and it’s a big but, there’s no escaping the fact that the older bike’s Superquadro desmo makes significantly more power and torque – good old-fashioned commodities that never go out of fashion. Like many, I also have fond memories of the older 955. It’s truly one of the greats. What a difference a year makes… the older 955 runs a Showa front fork Now, with the two bikes side by side, the visual differences are as obvious as dodgy plastic surgery on a fading Hollywood celeb. The 955 has aged well. It sits on its wheels just so. Oozes class and wow factor like all Ducati sportsbikes should. The 955 also has that distinctive single-sided swingarm, as opposed to the lighter double arm of the new V2 S, which we know was a point of controversy among the Ducatisti. The new V2 looks thoroughly modern and sleeker. Those twin exhausts under the seat hit the sweet spot. We’ve opted for the more expensive V2 S variant, which means manually adjustable Öhlins suspension – a 43mm NIX30 front fork and fully adjustable rear shock – while it’s fully-adjustable Showa units for the 955. (Ducati didn’t sell an S version of the 955, just the rare Bayliss Replica and the Final Edition model.) The new V2 has a 43mm Öhlins NIX30 front fork. Both run similar Brembo brakes but the V2 has a later version of the Monobloc caliper system Up close the differences are more apparent. The switchgear and dash on the 955 will be familiar with so many readers as this set-up is shared across many models. But compared to the new V2, both suddenly appear dated. It’s like borrowing a mate’s latest-model mobile to call a taxi and realising your phone has become old and in need of an upgrade. I’ve ridden the new V2 Panigale on several occasions recently, including one fitted with the full-race Termignoni exhaust that added 4.5kW (6hp) more than the stock system while slashing 4.5kg, so I opted to jump on the 955 first. The plan was simple: to start in Ducati’s home in Bologna, negotiate the city streets, then head north to Modena and into the twisty hills nearby where Ferrari develop their supercars. We’d switch bikes throughout the day and hopefully feel the difference. Okay, the older 955 has that dated switchgear, while the dark dash feels old and bland by comparison, but it still has multiple rider modes, lean-sensitive rider aids including ABS and TC at your disposal. But to try and keep a level playing field, my riding partner and I left both bikes in the standard Sport mode – and even made sure both bikes were shod with similar Pirelli Diablo Rosso IV tyres, Corsa spec on the 955. ‘THE WORLD RUSHES AT YOU’ The 955 is a pure sportsbike – and feels it. It’s like someone has fitted road bodywork and lights to a track-day special. The ‘bars are low, my upper body is positioned over the fuel tank, the seat is minimalist and quite unforgiving… But the sporty riding position isn’t uncomfortable per se, just focused, and matches my small frame. The standard suspension set-up is a little harsh and makes a fuss about the imperfections on the poorly surfaced rural roads, but it’s exactly what I was expecting from such an aggressive Italian sportsbike. On faster, more open roads heading towards Modena, we make more use of the power and torque. Traffic is relatively heavy, so we can’t ride as briskly as we’d like to, but the 955 picks up and drives like only a Superquadro can. Rev on towards its 10,750rpm peak and the world rushes at you. Between villages I tuck in and enjoy the visceral beauty of this great engine. It may be dated but it still goes like the clappers; still quick, if thirstier. On the run into Modena, I’m thinking the new V2 might be outgunned, maybe outclassed. The 955 is old-school; it needs good surfaces and plenty of pace to bring things together but absolutely nails it when conditions are right. My only real complaint is that the heat pouring off the exhaust and engine is slowly cooking my inner legs in the heavy traffic. Rear shock on the 955 is Showa Switching to the new V2 makes life feel very different: it’s newer, with much clearer TFT clocks and swish switchgear, which was always going to be the case. The ‘bars are higher, the bodywork is larger, the pegs are lower and the seat is a fraction higher and softer. There are more concessions to the everyday. The V2 still feels like a sportsbike but a sportsbike for the road, whereas the older Panigale comes at you like a race machine adapted for road use. The new V2 has an Öhlins unit On the move, the heat from the motor and exhaust is much reduced. It’s still warm but not uncomfortable in hot weather like the older 955, and far more pleasant at slow speeds. We’re in the standard Sports mode but the fueling is more refined and smoother than the 955. The V2’s development team controversially ditched the desmodromic valve timing of the Superquadro and introduced electronic Intake Variable Timing (IVT), which progressively varies the valve timing to optimise torque output across the whole rev range – and it’s noticeably smoother too. Everything is softer, easier to manage, less painful and awkward, like the new bike has been designed to work at normal, road legal speeds, whereas the older bike was just designed for the high-speed stuff. Interestingly, the newer V2 has 20mm more suspension travel on the rear. So the new Panigale wins the commute and everyday-riding test. It’s an easy win because it’s much easier and softer. But who buys a Ducati Panigale to ride slowly? Time to head for hills and see which comes out on top. ‘KNIFE TO A GUNFIGHT’ The 955 makes 155bhp and weighs 193kg wet without fuel. The V2 S makes 120bhp and weighs 176kg wet without fuel. Based on these (Ducati) figures, the 955’s power-to-weight ratio is 0.80hp/kg, the V2 S’s 0.68hp/kg. So where’s your money going, mate? Similar but different. Upgrading the new version meant new bodywork, which meant revised rear lighting. One thing always leads to another in motorcycle development Up in the cooler hills and with the switchbacks coming thick and fast, the older Panigale is in its element with its 29mm shorter wheelbase. It wants to be ridden hard, to drive hard and dart towards the apex. The racy riding position encourages you to hang off the inside, using your body position to steer the bike. Despite the heat, I’m starting to wish I’d worn race leathers. The harder you ride, the easier it becomes, to the point where have to ride it at illegal speeds to get the best out of it. When you do, it’s rewarding and enormously quick – but be prepared to ride it hard enough to reach its operating window. Similar but different. Upgrading the new version meant new bodywork, which meant revised rear lighting. One thing always leads to another in motorcycle development Again, I was somewhat concerned that the V2 S might be outclassed and outgunned. Instead, all that new-found useability made it more effective than the older bike. It’s more forgiving, the ride is more compliant, and the more relaxed ergonomics are more suited for road riding. The Öhlin’s suspension is set up to be plush, bordering on soft, and manages road imperfections with ease. On the older bike, you feel the odd jolt or skip on the poorly surfaced road, but never on the newer V2. We reluctantly update our smartphones while motorcycle engineers eagerly push the boundaries on TFT displays. Here’s the old version… I rode the same section of road back and forth several times on both bikes to get a true back-to-back test, and the new V2 was also lighter, smoother, and gave more confidence and rider feedback. The overall pace was about the same as this was a road test not a race against the stopwatch, but each time I felt more in control on the new bike. Yes, the older Ducati still worked superbly, more so the harder and faster I rode, and maybe an experienced rider or a sportsbike purist may prefer its racy handling, but the majority of riders are going to prefer the new V2. And here’s the new – restyled and fully re-engineered When comparing engines, the new V2 has seemingly brought a knife to a gunfight. The older Panigale makes 35 horsepower more, peaking at 155bhp at 10,750rpm compared to 120bhp at 10,250rpm. The older bike cranks out 104Nm of torque at 9000rpm compared to V2 S’s 93Nm at 8250rpm. If this were a drag race, the 955 would win. And on a really fast track, where the older bike could make full use of its power, it has an edge over the new V2. But in the real world, we can’t make full use of 155 horsepower and don’t live at 11,000rpm. And the new V2 is more frugal with longer service intervals. The majority of this test was conducted on roads featuring first-gear hairpins and relatively short third- and fourth-gear straights, where a wide spread of torque and an agile, lightweight chassis are the most sought-after attributes. The 2025 V2 makes its peak power and peak torque lower in the rev range than the previous bike, with 80 per cent of that torque available between 4000rpm and 11,000rpm. You certainly feel that on the road. The newer V2 has more drive from lower down and it has smoother fueling, which allows you to get on the power just that fraction earlier. Make no mistake, when the road opens up and you’re away from the watching eyes of local police, then, yes, the older Panigale has the legs. But we were working the mid-range, between 4000rpm and 9000rpm – and this is where the V2 S excelled. Updated switchgear makes everything just a tad more intuitive As mentioned, the chassis and ergonomics are much friendlier, too, which allows you to carry more corner speed with confidence. You are less reliant on brute horsepower. On a different road – the wide-open Mountain road on the Isle of Man comes to mind – you may favour the older bike. That said, the V2 S would be far easier and smoother on the bumpy lower sections of the TT course. The specification of both bikes’ Brembo brakes is similar – it’s 320mm discs and Monobloc M4.32 calipers on the 955, 320mm discs and M50 calipers on the V2 S doing the work – but obviously the new bike is stopping less weight. The older Brembo stoppers are pin sharp and progressive but again, the softer set-up and plush feeling of the new Panigale’s fork transmits more feedback to the rider, meaning that for everyday riding, I prefer the V2 S, which also has more sophisticated ABS-assisted braking. Ducati diehards threw up their hands in horror when the signature single-sided swingarm was deemed obsolete by engineers, but the new double-sided version offers better rigidity and lower weight while still looking trick I wanted to love the old Panigale, and I still think it looks good today. And every time I rode it hard, it rewarded my efforts. But for 90 per cent of the time, I always wanted to be on the more sophisticated V2. So as soon as we started the ride back to Bologna, I opted for the new bike. I felt guilty as we commuted back through the busy Bologna traffic, watching my good friend Ed try his utmost to get comfortable on the older Panigale while trying to prevent his testicles from cooking. VERDICT I don’t want to say that the old 955 Panigale is a spent force; far from it. It still looks good aside from the slightly dated dash. It’s still an iconic Ducati with 155hp that works on road and track. But there’s no denying the new V2 is a better road bike. The ‘bars/seat/footpegs triangle is so much roomier. It feels more spacious, and it feels more friendly – especially for more experienced riders. We could revisit this test over-and-over because there are still unanswered questions. I would assume the older bike is faster in a straight-line race and would possibly lap a fast track a fraction quicker. But the new bike is easier to manage. If I had the option to choose one for a Sunday blast in the hills above Modena, Italy, then it would be – without doubt – the new V2. VOLUME UP! WHILE WE were in Italy, Ducati invited us to the Misano circuit to test the new V2 S fitted with the full race exhaust by Termignoni. This race-only exhaust pushes peak power to 126hp, six more than standard, and drops weight by another 4.5kg, which is a huge saving. More power and less weight is obviously advantageous but, just between you and me, the biggest advantage of all is its looks and sound. Fitted with the Termi, it looks full factory and sounds amazing – if not exactly road legal. The power increase may not sound much, but the free-flowing exhaust allows the V2 to breathe; it’s not just peak power but an increase in power and torque throughout the rev range. You could feel this after both bikes went back-to-back around the very fast and demanding Misano track. In some sections I could now grab one more gear on the straight, or rev that few thousand rpm higher as I was carrying more drive on to the straight out of the slower corners. The very fast right towards the end of the track now took more concentration as I was approaching faster on the Termi V2. The full race exhaust isn’t road legal, in fact some tracks won’t be happy, but it does sound epic, especially as it cuts between fast gear changes. Yes, more power, more torque, but I’d want it because of the sound and looks. SPECIFICATIONS PANIGALE 955 ENGINE Capacity 955cc Type Water-cooled, 4v per cylinder four-stroke, L-Twin Bore & stroke 100mm x 60.8mm Compression ratio 12.5:1 PERFORMANCE Power 115.5kW (155hp) @ 10,750rpm (claimed) Torque 104Nm @ 9000rpm (claimed) Fuel consumption 6L/100km (claimed) Rider aids: Riding modes (Race, Sport, Road), Power modes, Bosch cornering, ABS, Ducati Traction Control, Ducati Wheelie Control, Engine Brake Control. Frame Monocoque aluminium SUSPENSION Front 43mm, USD, fully adjustable,120mm travel Rear Single shock, fully adjustable 130mm travel BRAKES Front Twin 320mm discs, radially mounted Brembo M4.32 calipers Rear 245mm disc, two-piston caliper DIMENSIONS Weight 193kg (wet no fuel) Seat height 840mm Fuel capacity 17L Contact www.ducati.com/au PANIGALE V2 S ENGINE Capacity 890cc Type Water-cooled, 4v per cylinder four-stroke, inline 90-Dregree V2 Bore & stroke 96mm x 61.5mm Compression ratio 13.1:1 PERFORMANCE Power 90kW (120hp) @ 10,750rpm (claimed) Torque 93Nm @ 8250rpm (claimed) Fuel consumption 5.3L/100km (claimed) Rider aids: Riding modes (Race, Sport, Road, Wet), Power modes, Bosch cornering, ABS, Ducati Traction Control, Ducati Wheelie Control, Engine Brake Control. Frame Monocoque aluminium SUSPENSION Front 43mm, USD, fully adjustable,120mm travel Rear Single shock, fully adjustable 150mm travel BRAKES Front Twin 320mm discs, radially mounted Brembo M50 calipers Rear 245mm disc, two-piston caliper DIMENSIONS Weight 176kg (wet no fuel) Seat height 837mm Fuel capacity 15L PRICE: $26,800 ride away Contact www.ducati.com/au The post HEAD TO HEAD | Ducati Panigale V2 S vs 955 appeared first on Australian Motorcycle News.

What happens when MotoGP tech meets monsoon-grade madness? Here’s a page-by-page analysis of how Ducati’s Panigale V4 S delivered a maelstrom masterclass Today’s superbikes are awash with sophisticated electronics and rider aids – and none showcases the most advanced and fiendishly cunning systems better than Ducati’s 2025 Panigale V4 S. The technology on this, let’s not forget, road-going model have been developed, tested and proven by Casey Stoner, Valentino Rossi, Andrea Dovizioso and Pecco Bagnaia in MotoGP, and the likes of Alvaro Bautista in WorldSBK. It’s easy to be dismissive and write off this direct connection with racing as marketing hyperbole, but ask Ducati’s highly regarded and straight-talking lead development rider, Alessandro Valia, how advanced the Panigale V4 S systems really are, and he says : “If we are talking about the DAVC (optional Race Pro software) suite (DTC, DWC, DSC), then we are at a level much higher than in MotoGP 10 years ago.” Chad gets a quick lesson on why you don’t just switch to the Wet mode and putter around the track Ducati aren’t messing about here. When the Bologna factory launched the 2025 V4 S at the Autodromo de Vallelunga circuit just north of Rome – with every intention of confirming Alessandro’s claim – we had a full day in the saddle to test every key rider aid installed on the machine and, back in our pit-box, assess the benefit it delivered to the rider via data analysis with Ducati’s top technicians. There are five factory pre-set modes to choose from: Race A, Race B, Sport, Road and Wet. For each, the available and relevant rider aids and set-up of the Öhlin’s electronic suspension change and recalibrate automatically. Using the neat switchgear on the left handlebar and the beautiful and clear new TFT dash, you can simply move between the modes to match how and the way you ride. At a trackday you might start in Sport mode, then move to Race B as you learn the circuit. Perhaps towards the end of the day, when you are tiring and the tyres are losing grip, you can reduce the rider aids within those modes to compensate. Essentially you are trimming the bike to how and the way you ride. Most trackday riders would be thinking of packing it in and heading to the pub at this stage The question is: how do we test and evaluate the kind of sophisticated tech that even helps MotoGP riders stay on the limit in the rain? I’ve raced at a decent level on the roads and have 10 finishes at the Isle of Man TT, and a top 15 finish at Ireland’s North West 200. I’ve even road raced in New Zealand at Whanganui’s Cemetery Circuit but, sadly, I can’t powerslide a 216hp Ducati Panigale in third gear, especially one fitted with Pirelli slicks in perfect conditions. Big MotoGP powerslides that push the rider aids to the very limit? I don’t think so… There is an answer, though. Test in the wet. With grip vastly reduced, it’s easier (if more dangerous) to reach even a Panigale V4’s limits. In theory, given some torrential rain, we could put Ducati’s rider aids properly under the microscope. Furthermore, Ducati agreed. All we needed now was some big black clouds. The Autodromo de Vallelunga circuit, just north of Rome, has some banked turns that are challenging in the dry, let alone in the wet Chasing the data Conditions could not have been worse. Or, should I say, better. The rain was biblical, with lots of standing water and rivulets running laterally kerb to kerb – but at least the air temperature was in the low 20s. We fitted Pirelli full race wets plus a clear visor, then set about tailoring the Panigale’s rider aids for the conditions. First, though, I felt compelled to ask my technician why we couldn’t just select Wet mode and go have a splash round with 160hp instead of 216. The answer lay with the preheated wets, which need to be pushed hard from pitlane in order to maintain that heat. If you start steadily, tyre temperature can drop, lowering grip levels that can’t easily be retrieved. Wet mode is designed for the road, meaning we wouldn’t have enough power to generate the required heat, while the rider aids, including cornering ABS, would be too intrusive, and the active Öhlins suspension would be too soft. Wet mode is more of a get-you-home setting rather than a performance option. With this in mind, we opted for a bespoke set-up and much more of a conventional track setting. Power was set to Medium (not Low, as you might expect), which gives full torque in the higher gears. Compared to the conventional Wet mode, DTC was at intervention level 7, not 8; DWC was at 3 not 6; EBC remained the same as Wet mode on 3; and ABS was set to 3 instead of 7. The third generation Smart EC3.0 Öhlins suspension was put into a bespoke Active Track 4 setting. So, apart from DSC, which remained at Wet mode’s level 2, a very different set-up from the standard Wet mode. As he got used to the surreal conditions, Chad pushed harder and harder to get full acceleration Heading out onto an empty track on a brand-new Panigale V4 S in treacherously wet conditions was a strange feeling. I knew I had to put the hammer down, yet my every instinct was to have a good look at the circuit first. So, after a quick look over my shoulder as I entered the track, it was head down behind the screen, a tap on the perfectly slick race-shift gear selector, and feed in those angry Italian horses. Here we go! Immediately, rainwater runs from the screen and sculpted bodywork as I take Turn 1 and 2 in fourth gear (normally fifth into sixth in the dry). Into Turn 4, it’s heavy on the ABS-assisted brakes, keeping that precious heat in the front Pirelli, while trying to be smooth. Exiting Turn 5 into 6, it’s hard on the gas and time to be brave. I’ve only done 30 per cent of the lap but can already feel the rider aids working. TC and slide control are working overtime as I feed nearly 220bhp onto the Pirelli. The system is sublimely smooth – no bangs or misfires – but clearly holding me back as it meters the flow of power and torque. The final section of track from Turn 8 is tight and technical, the opposite of the rapid first section. In this section you still rely heavily on the rider aids, but also chassis feel, with kneesliders desperately seeking the Italian racetrack. Like a normal trackday, session one is all about finding your feet, evaluating where the grip is, which kerbs can be clipped and which can’t. The wet conditions are forever changing as the rain gets heavier then briefly relents, and sometimes a wider line has more grip than the conventional line. After several laps without blinking, it’s time to head back to the pits to check out the data. Italians find it funny telling a Pom how to ride in the pissing rain Good data takes no prisoners but can also be extremely illuminating. The traces on Page 2 of my Lap Analysis report show that as I gain in confidence I’m getting faster and faster through turns 1, 2 and 3, the scary-quick Curva Grande. The three lines in the yellow box show my apex speed is higher. As the line rises after the yellow box, you can see I’m carrying more speed around the long Turn 3 before breaking for Turn 4 at close to 240km/h. But what is making me quicker in this section isn’t bravery, it’s those predictive rider aids. Take a detailed look at the highlighted green box on the same page of the report: the throttle position is the purple line, which is almost 100 per cent open. The amount of torque I’m requesting (white line) is also nearly 100 per cent and matching the throttle. But the green line, which is actual engine torque fed to the back wheel, is way below the purple and white lines in terms of percentage of maximum. I’m in fifth gear with 100 per cent throttle, asking for 100 per cent torque, but the Ducati is giving me only as much torque as the system deems necessary to keep me safe. Same again in Turns 4-5-6, called Cimini. In the highlighted yellow box (Page 3) we are comparing two lap times: the red line’s 2.03.22 and the blue line’s 2.04.08. The faster lap (red line) shows I’m getting on the power sooner and going to 100 per cent throttle on the exit. But, again, it’s the rider aids doing all the work. The highlighted green box shows 100 per cent throttle (purple line), that the torque request nearly matches the throttle (white line) but the torque going to the back tyre (green line) is much less. The large spikes you see in the green actual-torque line are the rapid quickshifter upshifts. MotoGP rain gods can get a lean angle of 45°. Chad tries to match it In this section I start accelerating at around 95km/h, aggressively opening the throttle to 100 per cent (purple line), upshift and accelerate hard all the way to 250km/h. I’m using third, fourth and fifth gear and 100 per cent throttle, but the traction control (DTC) is limiting the actual torque to the wheel because the wheel is spinning (bottom red line, which shows rear wheel slip). Despite the horrendous conditions, I’m purposely riding like an idiot: going to 100 per cent throttle and asking for 100 per cent torque, but as the green line clearly shows, the Panigale will only give me a limited amount of precisely controlled torque. Otherwise I’d simply lose the rear. Page 4 shows what happens when you nearly get it wrong. We are still in the Turn 4-5-6 Cimini section, but this time driving through Turn 6. Again, I’m at nearly 100 per cent throttle (purple trace) and asking for almost 100 per cent of torque, while the actual torque supplied to the rear wet is much less. But now the conditions have worsened, there’s even more rain, and the rear is sliding with 2.5 degrees of yaw, meaning the back wheel is no longer in line with the front. Front-wheel speed is consistent but the rear-wheel speed is not – and the yaw line shows the slide. On one occasion I got a little too carried away with 28 degrees of lean angle and the system saved the slide in 0.06 of a second, way before I could. I physically still reacted to the slide, closing the throttle, but the system had intervened first. The computer readouts paint a fascinating picture of exactly We didn’t try the most extreme and race-focused eCBS, the new linked braking system that activates a percentage of rear brake when the front lever is squeezed and trails the rear brake up to the apex, even after you have released the front. But we did set the cornering eCBS to level 3, which is designed to be used on a track. The front applies the rear automatically and we can see this working in the data on Page 6. The throttle grip (purple line) goes from fully open to closed, and the brakes are applied. I’m only braking with the front brake. In the highlighted green and yellow boxes, the top blue line is the amount of brake pressure I’m applying, while the actual brake pressure being applied by the cornering ABS is the green line underneath – this prevents the front from locking. The white line is rear brake pressure – remember, I’m only applying the front brake, the system is doing this automatically. ABS is also working on the rear, which is also being applied automatically. The bar chart in the top right (Page 6) shows this in actual figures. I’m applying zero bar of rear brake pressure, but the system is applying 3.8 bar of rear brake pressure, which is obviously reducing my braking distance, making the bike more stable and giving the front brake and tyre an easier time. I didn’t touch the rear pedal on any occasion, but the eCBS system repeatedly applied the rear – and we can see this throughout the data over the entire lap. Nailing the apex like rainmaster Marc Marquez… yes, that’s Chad quietly going about his business On the exit of Turn 9 you can run your tyres over the inside kerb, which today is obviously very slippery. It took a while to build up to this, but I wanted to see how the system would operate with a dramatic loss of grip while riding over the kerb. Again, throttle position and torque request are high (purple and white lines respectively) but as soon as the rear wheel touches the wet kerb, the rpm peaks, rear wheel speed peaks and rear slip goes crazy. There’s a dramatic spike in the traces. But, almost simultaneously, the DTC reduces actual torque to minimise the wheelspin – that’s the green line below throttle grip (purple) and requested torque request (white). Once the Panigale’s rear wheel is beyond the kerb, the rpm are restored and torque is reintroduced. Finally, the exit of Turn 15, Roma, onto the start/finish is particularly tricky, especially in the wet. You’re accelerating towards the finish line but still banked over in a relatively low gear. Each lap I forced myself to accelerate earlier, striving to get to full throttle with the bike still leant (and putting all my faith in the genius of Ducati’s electronic engineers). The highlighted yellow box on Page 9 shows the wide opening of the throttle (purple line) with the actual torque going to the rear wheel much lower (green line). The V4 S is in second gear, the engine is at 10,429rpm, the throttle position is 95.5 per cent open and the chassis is at 29.8 degrees of lean. Full acceleration gets both wheels slightly out of line before the electronics intervene I’m trying to accelerate hard, with lean, in the wet – not the brightest idea. I’m requesting 106Nm of torque but what is actually going to the rear wheel is 94.2Nm or 10 per cent less than I’m requesting. We can see the slide on the graph (red line) and the data shows the front wheel at 125.1km/h and the rear wheel at 135.9km/h. You can see that I’m riding like a fool but you can see how the bike is making me look like a hero. Verdict There will always be an argument for and against rider aids. The latest are designed to make riding on the road and track safer, easier and, should you wish, faster. My best lap time in the wet during this test was a 2.03 (my PB in the dry is 1.45), which shows how bad the conditions were. Typically, I’m around 10 to 12 seconds slower in the wet depending on the track. But without the Ducati rider aids working in the background, I’d estimate that my best time would have been 2.05 or 2.06, while achieving those times would have required draining amounts of 100 per cent concentration. Wet but not weary after a day that would have the eyes popping out of the helmet on a more With such a complete and integrated network of riding modes and rider aids I could relax, knowing I had this priceless safety net. I knew I could go to 100 per cent throttle and it would save me. I knew I could jump on the brakes and that the cornering ABS would keep me upright and on line. The laws of physics still apply: you can still lose the front off the brakes, the rear can wash out, and you have to concentrate – but you don’t have to be a pro racer to have fun in the most difficult conditions. Every session’s debrief revealed amazing new facts and figures The average trackday enthusiast can reach new heights. Finessing your bike’s set-up has never been easier, quicker or more rewarding. At a wet circuit, turn all the rider aids to max, feel them working, then come back a little, until you’re comfortable. I’m truly amazed by Ducati’s latest electronic technology: to see the data and what is happening was an eye opener as it’s all too easy to jump off a modern superbike convinced that a hot lap-time is all your own work. Clearly, our Panigale was keeping its rider out of the gravel. Alessandro Valia is right: we really do have better rider aids than Rossi and Stoner ever had on their MotoGP Ducatis. Think about that! Alessandro Valia, Ducati development rider How advanced are the rider aids on the latest Panigale? “IF WE TALK about the DAVC suite (optional race pro software) (DTC, DWC, DSC) we are much better than a MotoGP of 10 years ago. The new generation of controls, based on the DVO (Ducati vehicle observer), is not anymore based on wheel speed and lean angle, but on the forces that impact the vehicle and the centre of gravity positioning in every riding phase. Basically, we don’t wait for the slip or wheelie to manifest in order to intervene, but we know in advance the thrust that the vehicle can bear in every situation. This allows us to be much more accurate in the wheelie and traction thresholds and targets definition, thus rendering the control predictive. “The Race eCBS situation is completely different. The production bike is even ahead of our MotoGP and Superbikes, because ABS systems are not allowed in those championships. With this revolutionary system we are able to control the dynamic of the vehicle during braking and entry phases, improving the efficiency of the brakes and bike stability, thus moving forward the braking reference points. Last but not least, this new system is useful both for amateur riders who now have access to a higher riding level – this is the reason why we call it Skill Booster – and for pro riders who don’t need to think about rear brake but can focus on other riding aspects.” How long did it take you to develop the rider aids on the 2025 Panigale? “It’s been a long journey, from the first idea to transfer the MotoGP technology to the production bike, to the start of production. All in all, the process has taken about three years. We started with a very big instrumentation mounted on the bike. It was quite heavy, with experimental software and all the 70 objective sensors on the bike. The most difficult thing was to create the algorithm that interprets all these parameters and fit everything in a small black box compatible with mass production.” Which is more important: rider feedback or clever engineers and their algorithmic simulations? “On one hand, it’s crucial to have clever, motivated engineers; on the other, it’s impossible for them to work without fast, sensitive riders. But the most important thing is that they trust each other. I am a lucky tester because my engineers know exactly what it means to ride – even those who have never ridden a bike!” What is your one best tip for riding in the wet? “It’s difficult to suggest to an Englishman how to ride in the wet… It seems trivial but the secret is to be smooth in every manoeuvre, especially on load transfers.” The post WET TEST | Ducati Panigale V4 S appeared first on Australian Motorcycle News.

Royal Enfield’s Goan Classic 350 takes the bones of the Classic and dresses them up for a livelier crowd, blending heritage with a dose of beachside custom flair If the Classic 350 is Royal Enfield’s faithful heirloom, the Goan Classic is its cousin who swapped high-tea for high-tide. Named for Goa – India’s coastal city synonymous with holidaymakers, music festivals and custom-bike culture – this spin-off wears brighter clothes, sits a little lower at the back and throws its arms high with ape-style ’bars. It’s the same familiar single-cylinder engine powering the new Goan, but it carries itself with a little more swagger. Where the Classic 350 has the poise of a vintage roadster, the Goan sets out to channel the bobber and cruiser scenes. Its colour palette is loud by design, a kaleidoscope ranging from metallic purples and teals through to the safer black option, and each is capped with whitewall tyres and a 16-inch rear wheel that exaggerates the bobber stance. The petrol tank appears to sit prouder on the frame, the rear guard drops lower, and together with those cross-spoked rims – tubeless, unlike the Classic’s tubed tyres – it creates a much more relaxed, custom-style silhouette. On test, it certainly attracted attention. A couple of older gents stopped for a look, not quite sure what to make of it, but interested enough to start a conversation. That’s half the point of the Goan: Royal Enfield sees it as a head-turner, even if not everyone’s turning for the same reasons. But more on that later. Climb aboard the Goan and the first thing you notice is the ’bar position. They don’t sweep back like a cruiser’s, but rise almost vertically out of the clamps, so your hands sit relatively high and your wrists are flat. From the kerb they look extreme, but once you’re aboard the reach actually isn’t anywhere near as daunting or uncomfortable. However with your shoulders lifted and your weight shifted farther back as a result, the connection to the front end is noticeably different from the Classic’s. It’s powered by the same tried-and-true 349 cc J-Series single you’ll find in the Classic, the Meteor and the Bullet At 750mm, the Goan’s saddle is 55mm lower than the Classic’s. Shorter riders will appreciate the easier reach to the ground, while taller riders may find the combination of low seat and high ’bars a little more awkward. It’s a compromise that suits the cruiser-lite positioning, even if it changes the easy neutrality that defines the Classic. Despite the ’bars pushing the overall height to 1200mm, the Goan doesn’t feel physically larger from the saddle; if anything, it feels pared back, even though the frame or tank capacity hasn’t changed. The seat itself is large and supportive, with enough padding to carry you comfortably for longer stints, while a pillion seat comes standard on Australian and New Zealand versions. While the Goan tracks true around corners, it was never designed to be a canyon carver The footrests (I use the word footrests over footpegs because they’re so substantial) are mounted farther forward than the Classic, are wide and rubber-topped, which suits the Goan’s cruiser-lite vibe but also creates compromises. In the dry they’re fine but in the wet the rubber coating becomes slippery and, because the width of the footrest means it’s difficult to hook your toe under the gear lever, the heel-toe shifter feels like a necessary workaround. The net result is an ergonomics package that looks dramatic, feels more accommodating than it appears, but shifts the rider’s weight rearward in a way that alters how the Goan communicates with the road. Classy-looking LED lighting is a big feature That different riding position is the real key to how the Goan behaves once you’re on the move. Yes, it’s laidback and easy going, but with the ’bars rising straight up and the footrests set farther forward, your weight shifts rearward, leaving the front end feeling less loaded than on the Classic. It means the Goan’s steering is lighter and easier to initiate but not as confidence-inspiring once you’ve committed to a corner. Royal Enfield channels the 1950s with its distinctive binnacle cowling containing the headlight and instruments The wheel and tyre package adds to the effect. The Goan swaps the Classic’s 18-inch rear for a wider, smaller-diameter 130/90-16, which drops the ride height and puts your weight closer to the road. It also alters the way the chassis tips into corners, which is easier at low speed but less settled as the pace rises. Despite the broader tyre and taller ’bars, the Goan only adds 2kg over the Classic, tipping the scales at 197kg (kerb, claimed). The difference is negligible in practice, although the way that mass is distributed makes the Goan feel quite different from the Classic. White-wall tyres are a styling signature and the Goan runs side-mounted spokes, negating the need for inner tubes For relaxed cruising the Goan tracks along happily and willingly, but that easy trust you get from the Classic’s front end isn’t quite there. Instead you sense a touch of vagueness when the pace lifts, as though the front is doing its job a step farther away from the rider. It’s never unstable and it still holds a line without complaint, but you don’t get quite the same feel. For urban cruising or meandering back roads it’s not an issue, but compared directly with the Classic, the Goan trades away a measure of assurance for its niche custom styling. Heel-toe gearchange and a footrest rather than a footpeg Beneath the Goan’s brighter clothes lies the same 349 cc J-Series single you’ll find in the Classic, the Meteor and the Bullet. Its figures – 14.8kW (20.2hp) at 6100rpm and 27Nm at 4000rpm – don’t make for much to skite about over a beer, but Royal Enfield’s never been about performance. What matters is the feel. The long-stroke thump is a defining part of the package, delivering enough torque to pull cleanly from low revs and settle into that steady beat that’s happy to cruise along in top at 100–110km/h. Beyond that it grows busier, and you’re reminded this is a machine built for easygoing progress rather than getting anywhere quickly. The five-speed gearbox is unchanged too, with closely stacked lower ratios and a long-legged top gear that encourages that relaxed cruising. In fact the characteristic suits the Goan to a tee – relaxed, predictable and stubbornly unhurried. Switchgear looks and feels solid, just like an old school cruiser should The 41mm non-adjustable conventional fork and twin shocks with six-steps of preload adjustment remain basic but competent, offering enough compliance, travel and composure for the roads you’ll typically ride a Goan on. Likewise the braking package, with ByBre calipers squeezing a 300mm disc up front and a 270mm disc at the rear. It’s not an over-engineered set-up but it suits the bike’s remit. The two-channel ABS is non-switchable, with no traction control or other electronic assistance, which feels true to the machine’s identity. You can ride it hard enough to expose the limits, but you’re unlikely to buy a Goan with that kind of use in mind. Super paintwork really sets off the custom vibe. It’s all part of the attention to detail that’s been lavished on this new model Where the Goan justifies part of its higher price tag is in equipment. There are LED lights all around, including the headlight, although what the brand refers to as the ‘tiger eyes’ lamps, which flank the headlight and can be traced all the way back to the early 1950s, remain incandescent for obvious reasons. The switchgear is metal and feels solid, while the grips are styled to look as if they’re leather-wrapped, but do look a bit plasticky. A USB-C charging outlet and RE’s Tripper navigation unit come as standard, and adjustable levers are another useful touch. It’s essentially the Classic’s upper-tier features rolled into one package, then topped with a few tweaks aimed squarely at the custom crowd. In terms of pricing and positioning, Royal Enfield’s 350 line-up has more or less made sense. At the entry point sits the Hunter, from $7590 ride away, a neat little roadster that’s become a gateway to the brand. Above it comes the iconic Bullet, priced from $7890 and carrying all the heritage weight of the longest-running nameplate in motorcycling. The Classic 350 is next in line, stretching from $7990 for the Heritage version through to $8790 for the Chrome, and has to date been the platform’s most coveted model. The Meteor cruiser was the outlier, starting at $8190, and catering to riders who want feet-forward comfort. Saddle looks the business and there is a pillion pad available Now comes the Goan Classic 350, priced from $8890 in Shack Black and rising to $8990 for the brighter Trip Teal or Rave Red colourways. That means every Goan, regardless of finish, sits above the Chrome-spec Classic, which is itself covered in chrome and arguably the most premium-looking 350 in the line-up. To my mind, it’s an unusual choice of positioning. Sure, we’re only talking $100 difference at its closest point, and while on one hand you can see where the extra dollars have gone: tubeless cross-spoke wheels, all-LED lighting, upgraded switchgear and distinctive paintwork. On the other hand though, the Goan feels more like a niche expression than the standard-bearer. It’s the boldest option but not necessarily the most universal, which I think makes its top-shelf billing a little harder to justify. A ByBre caliper grips a 300mm disc on the 19-inch front wheel But maybe I’m splitting hairs. Because in any case, the Goan Classic 350 is proof that Royal Enfield can spin a lot from a single platform. It takes the Classic’s mechanical core and dresses it for a crowd that values stance and spectacle as much as tradition. It’s easy to ride, surprisingly comfortable and stacked with modern features, yet it sacrifices some of the Classic’s planted assurance and risks pricing itself into a corner. The Goan in its element by the seaside. Just need some sun Some riders will be drawn to the style immediately, others may not, but as Royal Enfield’s first nod to the scene, the Goan arrives as a ready-made custom straight from the factory. And for riders chasing character over convention, the Goan is an affordable, well-equipped package and Royal Enfield’s boldest 350 yet. PROS – Distinctive styling with factory custom flair, well-equipped and still very accessible on price. CONS – Ergonomics won’t suit everyone, gear lever reach is awkward and top billing in 350 range is debatable. Custom Competition CFMoto 450CL-C Bobber – $9490 (ride away) The CFMoto 450CL-C Bobber runs a 449.5cc liquid-cooled parallel twin (30kW/42Nm) with a six-speed gearbox and belt final drive. It rides on aluminium alloy 16-inch wheels with CST tyres, 130/90 front and 150/80 rear. Suspension is via an USD fork and monoshock, while braking comes from a 320 mm J.Juan four-piston radial front disc and 220mm rear disc. Dual-channel ABS and traction control are standard. Seat height is 715mm, wheelbase 1485mm and weight 177kg. Kawasaki Eliminator 500 SE – from $11,441 (ride away) The Kawasaki Eliminator 500 SE is powered by a 451 cc liquid-cooled DOHC parallel twin producing 33.4kW (45hp) at 9000rpm and 42.6 Nm at 6000rpm, paired with a six-speed gearbox and chain final drive. It runs a trellis steel frame, a 41 mm telescopic fork with 120mm of travel, and twin rear shocks with 90mm of travel. Brakes are dual-piston calipers ( 310mm front and 240mm rear disc). Seat height is 735mm, wheelbase 1520 mm and curb weight is 177 kg. Honda CMX500 Rebel – from $10,463 (ride away) The Honda CMX500 runs a 471cc liquid-cooled parallel twin with fuel injection, producing 34kW (45.5hp) at 8500 rpm and 43.2Nm at 6000 rpm, paired with a six-speed gearbox and chain drive. Suspension comes via a 41mm telescopic fork with 121mm of travel and twin rear shocks with 95mm of travel. Braking is handled by a 296mm front disc and 240mm rear, both with ABS. It weighs 190kg, with a 690mm seat height and an 11.2-litre tank. Benelli 502C – $10,590 (ride away) Benelli’s 502C is a 499.6cc liquid-cooled parallel twin producing 35kW (47hp) at 8500rpm and 45Nm at 5000rpm, paired with a six-speed gearbox. It runs on 17-inch alloys with a 120/70 front and 160/60 rear, suspended by a 41mm USD fork and a rear monoshock. Braking comes from dual 280mm discs up front and a 240mm disc at the rear, backed by dual-channel ABS. With a 750mm seat, 1600mm wheelbase and 21-litre tank, it weighs 217kg. Styling is a mixture of traditional and modern. Classic V Goan On paper the Goan grows only 10mm in wheelbase and 2kg in weight over the Classic, yet it feels like a very different motorcycle. The seat height drops from 805mm to 750mm, which lowers the rider into the bike and makes it easier to reach the ground. At the same time, the broader ’bars stretch the overall width to 825mm and raise the height to 1200mm, exaggerating its stance. The rear tyre swells to a 130/90-16 in place of the Classic’s 120/80-18, pulling the back down and giving the Goan its stockier, custom-inspired look. Interestingly, overall length actually shortens to 2130mm, so while it looks bigger and bolder, the Goan is fractionally more compact nose to tail. Small differences, but together they explain why the Classic feels centred and steady, while the Goan feels lighter in the hands and more dramatic on the road. SPECIFICATIONS ENGINE Capacity 349cc Type Single-cylinder, SOHC, two valves Bore & stroke 72mm x 85.8mm Compression ratio 9.5:1 Cooling Air/oil Fueling EFI Transmission Five-speed Clutch Wet, multi-plate Final drive Chain PERFORMANCE Power 14.87kW (20.2hp) @ 6100rpm (claimed) Torque 27Nm @ 4000rpm (claimed) Top speed 115km/h (est) Fuel consumption 2.7L/100km (claimed) ELECTRONICS Type Not applicable Rider aids Two-channel ABS Rider modes Not applicable CHASSIS Frame material Steel Frame type Twin-downtube cradle Rake Not given Trail Not given Wheelbase 1400mm SUSPENSION Type Royal Enfield branded Front: 41mm telescopic fork, non-adjustable, 130mm travel Rear: 2 x twin-tube emulsion shock absorbers with six-step adjustable preload, 90mm travel WHEELS & BRAKES Wheels Side-laced wire-spoked Front: 19in x 2.15 Rear: 18in x 3.0 Tyres Ceat Zoom Classic Front: 100/90-19 (63P) Rear: 130/90-16 (74P) Brakes ByBre, ABS Front: Single 300mm disc, twin-piston caliper Rear: Single 270mm disc, single-piston caliper DIMENSIONS Weight 197kg (kerb, claimed) Seat height 750mm Width 825mm Height 1090mm Length 2130mm Ground clearance 170mm Fuel capacity 13L SERVICING & WARRANTY Servicing First: 1000km Minor: 5000km Major: 10,000km Warranty Three years, unlimited kilometres BUSINESS END Price From $8890 (ride away) Colour options Shack Black, Rave Red or Trip Teal CONTACT www.royalenfield.com.au The post AUSSIE TEST | 2025 Royal Enfield Goan Classic 350 appeared first on Australian Motorcycle News.

KTM comes out kicking with a bike that could redefine the supersport class Sportsbike fans have been sitting on the edge of their seats for what seems like an eternity waiting for the eagerly anticipated KTM 990 RC R. We first saw its MotoGP-inspired 947cc prototype in early 2024 but, due to KTM’s recent financial upheavals, it has taken until now to officially launch the dramatically styled 990 RC R. KTM needs its first new model since the Mattighofen factory resumed production to come out punching from the bell, and on first impressions it appears to have done so. New TFT screen is impressive Don’t be fooled, the RC R is not a 990 Duke in a fancy aero suit. It has a completely new steel tube frame and aluminium subframe, swingarm and linkage, while its wheelbase and steering geometry are completely different to its naked stablemate. The only major component shared between the two models is its eight-valve parallel twin powerplant, albeit with a different exhaust and fuelling. KTM is clearly confident in its first pure road-going sportsbike since the RC 8R and treated us to two full days of testing: one on Spanish roads on a standard bike fitted with Michelin Power Cup 2 rubber, followed by one on track with Michelin track day slicks fitted. Can the new 990 RC R go as quick as it looks on track, while also being a versatile and useable road bike? We headed to a very hot southern Spain to find out. First impressions In the flesh, it looks like a mini MotoGP bike. I love the fact that KTM hasn’t held back, and where possible tried to mimic their Moto GP RC16s, even adding little shark gills on the side of the fuel tank. Look at that seat; pillions are going to have to be brave. The wings, of course, only work at high speed (13kg of downforce at 239km/h according to KTM), and on the road are mainly for show. But there’s no arguing the RC R’s intent or purpose. Remove the badges and even its trademark Electronic Orange paint (black is the option), and it would still clearly be a KTM. Move in closer and you start to understand how much KTM has put into their new flagship sportsbike. That 8.8-inch widescreen dash has built-in sat-nav – there are no apps to download – and is navigated by switchgear we’ve not seen on a KTM previously. While you might have guessed at WP suspension, fully adjustable APEX items front and rear are a notch up from the norm, ditto the latest Hypure Brembo calipers, paired with an MSC lever and radial master cylinder. Winglets add to the design intent of an all-new supersport While the components ooze high-end quality, the base bike’s price starts at a competitive £13,450 on sale in the UK (it is expected to arrive Down Under in the first quarter of 2026 with local pricing named closer to the Australian official launch). That said, after 1500km of using Demo Mode, owners have to decide which electronic goodies they want to keep. The additional Track Pack will be £452 and the full Tech Pack (with Track Pack included) £896, meaning the actual price of our test bike rose to £14,346 (around $A29k). Screen looks small, works well The obvious competition comes from Ducati and Yamaha, with the Ducati Panigale V2 priced at $24,500 and V2 S at $26,800 whereas the less powerful Yamaha R9 starts at $23,299. On the road With a leg thrown over the rather tall pillion perch, the flat race-like 845mm seat is good and roomy. The screen is generously tall and the ‘bars are nice and wide. The standard footpegs are also adjustable in two settings, race and road, and, in the standard road position, compound that sense of space. Adjustable MSC lever and radial master cylinder finish off the brake package The standout feature, though, is the touchscreen, all 8.8 inches of it. It’s a little awkward to operate in race gloves but you don’t really need to as the new switchgear is intuitive and straightforward to navigate. The screen is clear and can be customised easily. That integrated sat-nav, for example, can be shown on a split screen using only a small percentage of the dash, or as the dominant feature displayed. Wide touchscreen can be split to view multiple functions On the standard bike there are four riding modes: Rain, Street, Sport and Custom. Should you opt to keep the Demo Mode, there is an additional Track mode and two further Custom modes. You can easily change modes on the fly, from the right ‘bar, as well as turn up or down or switch off that traction control via a paddle shift on the left ‘bar. The RC R remembers and saves your last setting when the ignition is switched off. I opted for the Street mode to start as we went in search of some mountain roads. First impressions were of super-clean fuelling at low speed, a smooth-action (optional) quickshifter at both low and high rpm and, despite those MotoGP looks, suspension that didn’t rattle my bones as we rode over speed humps and potholes. The steering lock is a little restricted, which is possibly down to the stroke of the (standard) steering damper but, overall, the RC R functions extremely well in town for a sportsbike. It even sounds great with the odd burble on the overrun. Wide touchscreen can be split to view multiple functions On fast main roads ridden at freeway speeds, the 990 RC R’s practical side continued to shine as its screen and bodywork deflected much of the windblast as a I sat in a normal, upright position. Tuck in – there’s plenty of room to do this – and the screen is very effective. There is optional cruise control if you want it and, with the footpegs in the lower position, you could churn out some serious kays. Like most bikes in this class, its only failing is the poor mirror view. At speed, I couldn’t tell if it was the police following or just a BMW with roof bars… The Black paint option looks pretty cool as well It only takes a second or two to flick between Street and Sport mode, making it easy to explore the potential – and it’s all about the torque and the midrange. On a few occasions I went down a couple of gears for an extra kick of acceleration, but there was really no need. Maximum torque arrives comparatively early in the rev range at 6750rpm, delivering midrange drive that’s far stronger than that of traditional inline four-cylinder 600s. We soon hit some lovely open corners, which we took at speed and with lean. The WP APEX suspension worked without fuss on their uneven surfaces, soaking up road imperfections and undulations. The ride isn’t soft, plush would be a better description, and certainly not like that of the radical sportsbike the RC R’s image portrays. Instead, the feel is of a chassis tuned to match the road. The more miles I covered, the clearer it became that the 990 RC R is not a race bike that’s been pressed into road riding duty. It is, instead, a sweetly focused and rapid road bike. Before our first stop, we hit some tight and twisty switchback mountain roads with excellent grip and no traffic, and it was knee-down left to right as one corner fed blissfully into another. Despite my aggressive riding, the suspension, hitherto so compliant and easy going, gave enough support and feedback to encourage me to attack an unfamiliar road at speed. You can see the attention to detail here, right down to colour-matched bolts The steering is excellent; not razor sharp but relaxed as well as accurate. Race-spec Hypure Brembo calipers (and 320mm front discs) are not as brutal as they look and at road speeds have enough feel to allow you to trail brake a little to the apex. There are four ABS strategies: Street ABS, Sport ABS, Supermoto+ABS and Supermoto ABS, the last two having no cornering function. By now, I’d selected my own custom mode featuring Supermoto ABS and no wheelie control, and played with the TC (on the move), sometimes increasing its intervention through dusty sections of road and removing it once clear – again all easily done on the fly. In my custom mode the RC R became playful, popping the odd wheelie and having fun, but still there were rider aids in the background just in case. The RC R is not as playful as the naked 990 Duke, probably due to its 5mm longer wheelbase and 5kg heavier overall weight, but it’s still fun in the true KTM tradition. Use the LC8c’s torque, put your faith in the rider aids, and just enjoy the road, scraping the odd kneeslider from time to time. It sure looks like a racer with lights added After lunch, we were invited to ride free by following the sat-nav and I managed to find the bumpiest road in Spain. But it was amazing how well the standard WP APEX suspension coped. It was brilliant. In fact, on unfamiliar and imperfect roads ridden at speed, the KTM was in its element. The riding position was commanding and comfortable, the ride of the highest quality, and all that torque kept the pace high without effort or drama. We even had a short freeway stint where the KTM proved thoroughly competent (apart from those mirrors). My only concern after day one was whether KTM has produced an excellent road bike at the expense of track ability. Can it deliver on track? The prospect of heading into Turn One on the Seville track on cold Michelin trackday slicks didn’t give me huge confidence, which is why I opted for the standard Sports mode, with Sport ABS, and a nice safety net just in case. As it did on the road, the RC R proved easy going and manageable. I’ve ridden this track often, but this time it was easier than ever with so much torque to hand. Adjust away here to your heart’s content until you can get your elbow down By session two, I had Track mode in play, and with only 95.6kW (128hp) peak power, predicted only a small jump in performance between it and Sport mode. The throttle, however, is noticeably more responsive (without being sharp), and the RC R surges even harder on that fabulous spread of torque. Again, it’s about the drive, not the overrev. You could argue that the KTM lacks the excitement of supersport four-pot screamers but the KTM twin is easier to ride fast. Lazier but still quick. By session three, it was time to play with the WP APEX suspension as we were getting to the limits of the standard set-up. I needed a little more support to cope with the extra grip and speed, meaning more spring preload and rebound damping (adjustable from the fork top) to the 48mm fork with compression left standard, and more support all around on the rear shock, which is easy to do. I opted to leave the footpegs in the standard road settings as ground clearance wasn’t an issue and, like many of my years, I prefer a roomier riding position. Footpeg position is adjustable With these tweaks dialled in, the KTM felt even sharper. The steering especially was more eager, and the overall package felt lighter. The final section of track is extra tight, with maximum lean from left to right, and a true test of steering and agility. The KTM was good, but I wouldn’t say as light or fluid as the Ducati V2 I recently rode at Seville at the start of this year. Again, the highlights were the versatility of the engine thanks to its torque output, and the KTM’s overall ease of use. On corners where I would normally be in second gear, I could use third. If I wanted to forget about the lap timer, I could short shift and just have fun. The KTM doesn’t feel quick but is, which is ideal for those relatively new to riding on track. Pillion passengers are going to have to be brave, very brave, and suck it up with a smile The Brembo Hypure brakes showed no indication of fade and were strong without being overly sharp. Maybe I was expecting a little more potency, but I loved their feel, and the ABS wasn’t intrusive (ridden in Supermoto or Supermoto +). If I were to be extra critical, I would have liked to have changed the engine brake strategies because the bike occasionally ran into the corner a little too quickly, like a two-stroke, for my taste. I had this feeling on the road, but it was amplified on track. The front-end feeling on track was nine out of 10 but not perfect near the limit. This is a highly subjective area and could be down to the fact that we were using trackday tyres, not race tyres. Also, the fork offset is, at 33mm, relatively big for a sportsbike, with trail reduced compared to the 990 Duke. All this aside, I had to trust the front grip, rather than feel it when my elbow started dragging apexes. Brakes are among the best available today This is all right on the edge, though. The feeling from the rear was excellent throughout, so much so I could feel the 180-section tyre fall away, especially towards the end of the day. There’s a live connection with the chassis that instils priceless confidence, and when I had a few progressive torque-induced slides in the last session I added a little more TC just in case. It’s so easy to do even at race pace, with the simple thumb and finger toggle on the left ‘bar. It’s worth mentioning, too, that the fuel tank shape, complete with six designated contact points for the rider, and seat are supportive when you’re trying these crazy elbow-down angles of lean for the camera. Lean, mean and with the KTM ‘born to race’ attitude I’d like to try the 990 RC R with full blanket-warmed race slicks. I’d also like to play with the engine braking (which is only possible if you fit the race kit exhaust), but I’m nitpicking at an excellent bike here. Considering how well it worked on the road, it shouldn’t work this well on track. Verdict KTM needed to produce something special to regain the public’s trust in the brand and to come out of their corner fighting. After two days of testing it appears they have done so. Fuel tank gives you several points of contact for trackwork It looks dramatic, like a scaled down MotoGP bike, yet it’s usable as an everyday sportsbike on the road. Ergonomics are excellent for this type of machine; the dash is class-leading, there’s tonnes of grunt through the midrange backed up by excellent rider aids, which are easy to access. On track, it’s equally as impressive; very easy to ride fast, and again the torque really shines. The Brembo Hypure brakes are top class, so too the chassis’ excellent feedback and rider aids, which complement your riding and can be personalised to match your style and mood. You can’t say the headlight dominates the styling! KTM’s Demo Mode splits opinions, and you will have to spend extra if you want all the electronic bells and whistles, but that aside it’s hard not to like the KTM 990 RC R. It even comes with a four-year warranty and wide service intervals. I’m impressed but the big test will be against the competition from Ducati and Yamaha – we can’t wait for that showdown. PROS – Making a middleweight sportsbike work equally well on the road and track is a hard task, but KTM has pulled it off. CONS – Minor quibbles like mirrors and we have to wait yet longer for Aussie availability and pricing. HORSES FOR A COURSE In a brave, bold or, perhaps, unlucky coincidence, KTM launched their all-new 990 RC R at the same track Yamaha launched their R9 and Ducati launched their Panigale V2. Both are direct competitors to the KTM. Sadly, we can’t really compare lap times, as the R9 I rode ran treaded track day Bridgestones, the KTM Michelin track day slicks, and the Ducati I punted had WSBK Pirelli slick race tyres. On paper, the KTM has the most torque and most power, and you could argue the highest spec, complete with an impressive 8.8-inch-wide dash, fully adjustable suspension, and Hypure Brembo stoppers. The Yamaha is cheaper and the Ducati possibly more desirable and a fraction lighter. On track, it’s going to be close. I’ve ridden all three in isolation and think it might just come down to the nature of the track as the KTM has the power and torque, but the Ducati might be a little more racy and faster steering. Only time will tell. THE RIVALS Ducati Panigale V2 S Engine 890cc V-twin Power/torque 90kW/93.3Nm Weight 176kg (wet/no fuel) Price $26,800 ride away Yamaha R9 Engine 890cc triple Power/torque 87kW/93Nm Weight 195kg (wet) Price $23,299 ride away SPECIFICATIONS ENGINE Capacity 947 cc Type Liquid-cooled, 4v per cylinder, four-stroke, parallel twin Bore & stroke 92.5mm x 70.4mm Compression ratio 13.5:1 Transmission Six-speed Clutch Cable operated PASC slipper PERFORMANCE Power 95.6kW (128hp) @ 9500rpm (claimed) Torque 103Nm @ 6750 rpm (claimed) Top speed 260km/h (estimated) Fuel consumption 5.1–4.7L/100km ELECTRONICS Type Fuel injected Ride-by-Wire DKK Dellorto. Bosch EMS Rider aids Four rider modes (with three optional additional modes), traction control, and cornering ABS. Opt – Anti-wheelie, Launch Control, MTC Slip Adjuster, MSR slip regulation, Cruise Contorl, Quickshifter+, and Adjustable throttle response Rider modes Rain, Street, Sport, Custom (opt Track and 2x Custom) CHASSIS Type Chromium-molybdenum-steel frame using the engine as stressed element, powder coated Rake 24.2 Trail 98.5mm Wheelbase 1481mm SUSPENSION Type WP APEX Front 48mm, USD, fully adjustable,147mm travel Rear Single rear shock, fully adjustable 134mm travel WHEELS & BRAKES Wheels Cast aluminium Front 3.5X17 Rear 5.5X17 Tyres Michelin Power Cup 2 Front 120/70/x17 Rear 180/55/17 Brakes Cornering ABS four settings standard Front: 2 x 320mm discs, Brembo four piston radial Hypure calipers Rear 240mm disc, two-piston caliper DIMENSIONS Weight 195kg (ready to race) Seat height 845mm Ground clearance 163mm Fuel capacity 15.7l SERVICING & WARRANTY Servicing First: 1000km/ 7500km/1500km 60,000km valve check Warranty 4 years (country dependent) BUSINESS END Price TBA Colour options: Orange, Black Contact www.ktm.com The post WORLD LAUNCH | 2026 KTM 990 RC R appeared first on Australian Motorcycle News.

Radical ‘modular displacement’ donk to power a new MV platform A V5 engine will power a future MV Agusta platform across multiple segments, from Supersport to Naked and Touring. The Italian company revealed a concept engine, saying it had ‘a modular displacement range’ from 850cc to 1150cc, capable of delivering over 180kW (240hp) at more than 16,000rpm and a beefy 135Nm of torque at 8500rpm. MV’s CEO Luca Martin explained the internals to AMCN’s Alan Cathcart: “We basically have two engines coupled together – an inline three-cylinder in front, and a parallel-twin behind, to make it easier for the rider’s knees to be brought closer together. Each bank of cylinders has its own crankshaft, coupled via a central gear pinion, and are contra-rotating to cancel out the gyroscopic inertia of the rotating masses. This improves the bike’s handling, especially the steering, and also minimises vibration.” Martin pointed out the so-called Cinque Cilindri is narrower than an inline-four and shorter than a V4. “So it’s a very compact, high-performance design,” he said. “It weighs under 60kg, so it’s no heavier than the equivalent four-cylinder motor. “But on top of this, we decided to try to save weight, as well as to simplify the design, by electrifying this engine as much as possible, in order also to reduce friction and increase performance significantly. So, that means the Cinque Cilindri is a standard internal combustion engine, but as is happening increasingly often right now in the car world, several ancillary functions like the water pump and the oil pump and other vital components are electrically rather than mechanically driven, with their own electric motors.” While the project is in its early stages, with the engine not being run yet, Martin says it is a key part of MV’s future. “This is definitely an all-new future MV Agusta engine platform for a future range.” The post 180kW MV Agusta V5 Engine Incoming appeared first on Australian Motorcycle News. View full article