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Once the bike that mobilised postwar Britain, the BSA Bantam is back with class-leading performance and a price point that could shake up the 350cc market In a largely unheralded move, BSA – now owned by Indian giant Mahindra Group’s Classic Legends subsidiary – has relaunched one of the most famous models in the two-wheeled history books, of which half-a-million examples were built in the historic British brand’s golden years. However, the new BSA Bantam isn’t a smoky 125cc two-stroke single like before, but a DOHC 350cc four-stroke with class-topping specs. I spent a day riding the 2025 Bantam 350 around the Warwickshire country roads that were once the proving ground for factory testers from the huge BSA Small Heath factory in southern Birmingham. But first, a history lesson, and the topic for today is: BSA 101. BEGINNING WITH A BANG When Britain’s largest gun manufacturer Birmingham Small Arms, founded in 1861, decided to start building bicycles in 1903, it was inevitable that its first motorcycles would eventually be delivered to customers in 1911. Successive World Wars led both its core businesses to boom, with 126,334 BSA M20 sidevalve singles delivered to the British Army in WW2, alongside the half-a-million Browning .303 machine guns equipping the RAF’s Spitfires and Hurricanes that won the Battle of Britain. But peacetime was good for profits, too, as the global appetite for personal transport in the postwar era saw BSA grow to become the world’s largest motorcycle manufacturer. By 1956, one in every four motorcycles sold worldwide carried the BSA badge, and its subsidiaries Triumph and Ariel also reaped plentiful global sales, too. Underwriting that growth was the best-selling British motorcycle of all time, a humble yet functional two-stroke single whose very appeal derived from its unashamed simplicity. The BSA Bantam that launched in 1948 in stripped-out 123cc form was progressively enlarged, first to 148cc in 1954, then to 173cc in 1958, before production ended in 1971 when BSA went bust. By then it’s believed over 500,000 examples had been built in the 23-year run of the bike that got Britain mobile again in the dark days of postwar recovery – although nobody’s really sure, as most records were lost. But in providing basic transportation to a grateful nation, or as the first step up the motorcycle ladder as the passport to freedom for a generation of bikers, or in giving practical service as a dependable workhorse for anyone from factory workers to GPO telegram messengers, the Bantam foresaw the low-cost functional appeal of the bike that replaced it: Honda’s C50 Super Cub. Old and new… Pommie Postie bike poses with the 2025 reincarnation of the famous model name. BSA was so switched on to the world market with the original that it even made the Bushman model for Aussie sheep graziers How ironic then that this most British of motorcycles was in fact designed in Germany by DKW in 1938, and only came to Britain and thence to BSA almost by accident, as part of German post-WW2 reparations to help repay some of Britain’s gigantic war debt incurred in defeating Hitler. Motorcycles based on the RT125 also went into production in other countries as a postwar peace dividend. The DKW factory in Zschopau, later aka MZ, ended up in the Russian zone of occupied Germany, so in 1946 the Soviet Union launched the Minsk M1A directly derived from the RT125. In the US, from 1948 to 1966, Harley-Davidson built its own copy of the bike, the S-125, later known as the Hummer after Dean Hummer, the Harley dealer in Omaha, Nebraska, who led national Harley two-stroke sales, while in 1955 Yamaha launched the YA-1, its first production motorcycle and a direct copy of the DKW model. But the BSA Bantam was the bestseller by far. REVIVAL AND RIVALS Bedevilled by incompetent management and the arrival of low-priced small cars like the Fiat 500 and Austin Mini, BSA finally went under in 1973. For the next 40 years it was the most illustrious of Britain’s gone-but-not-forgotten bike brands, until 2016 when its trademark was acquired for $A7 million by India’s Mahindra Group, a huge multinational conglomerate covering everything from the arms industry to tractors. Engine has old school air fins but is actually liquid-cooled In 2022 it launched the born-again BSA Gold Star built in India, but with retro styling conceived in Britain, powered by a 650cc Rotax engine completely re-engineered by the 200-plus engineers in Mahindra’s R&D Centre in Pune. Now, as BSA readies itself for relaunch next year in the US, South America and Australia (it’s already in NZ), alongside the handful of European countries the Gold Star is already available in besides the UK, the debut of the BSA Bantam 350 dramatically expands its range in a dealer-pleasing way – and at a killer price, too, with a choice of five different colour options: grey, red, yellow, blue or black. Basic fork works in a fairly basic fashion As what’s certain to be only the first of several different variants on the same platform, in retailing at £3499 ($A7302) in the UK plus £215 OTR (on the road) charges and including a three-year unlimited mileage warranty, the new model undercuts its direct Royal Enfield Bullet competitor by a massive £1130. Yet there’s no hint of it being built down to a price when you see the new BSA Bantam in the metal. Its four-valve Alpha 2 engine is taken from Classic Legends’ existing Jawa and Yezdi models sold at present only in India (plus the Czech Rep. for Jawa models via the lease of that name), and is a considerable step up in terms of design and performance versus the opposition. So the BSA’s Euro 5+ compliant oversquare 334cc single-cylinder engine, measuring 81mm x 65mm and with the company’s crossed rifles emblem flanking the camdrive, is a quite different proposition to its direct rivals. It’s a short-stroke design aimed at greater power. Instrument panel is hard to view in direct sunlight The Bantam produces a claimed 21.6kW (29hp) at 7750rpm at the crank (versus 15kW/20.2hp) at 6100rpm for the Royal Enfield models), with peak torque of 29.62Nm at 6000rpm (versus 27Nm at 4000rpm for the supposedly gruntier longstroke Enfields). This is transmitted via a six-speed gearbox with slip-assist clutch on the BSA, whereas its RE rivals have just five ratios. LED headlight is a winner This number-crunching matters, because the 250-450cc marketplace is presently the world’s largest and most competitive model segment, and in smashing the million-bike barrier for the first time with 1,009,900 motorcycles in the 2024/25 model year, Royal Enfield produced 818,059 examples of its five 350cc single-cylinder models. Okay, around 88 per cent of its production is sold in the Indian home market, but for BSA to develop the rival Bantam 350 and offer such a significant improvement in performance and spec at significantly less money than RE’s market-leading model is really significant. Moreover, Classic Legends has revealed that it will not be selling the Bantam in India, on the grounds that it wants to keep the BSA name as an exclusive, premium brand there, and launching a smaller-displacement model under that badge might dilute its status for Indian customers. BORN-AGAIN BANTAM The Bantam has been restyled in a slightly more neo-classic way, while retaining the same by now well-proven duplex cradle tubular steel chassis. While not in any way resembling the Bantam of old – although offering a green and cream colour option might have been smart, to satisfy older customers – BSA has given the Bantam 350 clean but rather understated looks, with a handful of British cafe racer design cues. These include the teardrop-shaped 13-litre fuel tank, flat bench seat, round headlamp, gaitered fork, less obtrusive radiator than on the Gold Star, and finning on the liquid-cooled cylinder, all recalling the 1950s Bantam. The right-way-up 41mm Gabriel fork delivers 135mm of wheel travel and is set at a rangy 29° rake, contributing to a 1440mm wheelbase that’s a fair bit longer than the RE Bullet’s 1390mm, with twin Gabriel rear shocks giving 100mm of travel that are five-way adjustable for spring preload. Just a little reminder of how heritage this brand is There’s a single Bybre disc brake at each end from Brembo’s Indian subsidiary, with a 320mm front rotor and 240mm rear, each with a floating twin-piston caliper and fitted with dual-channel Continental ABS. With a claimed 185kg kerb weight including a 90 per cent full 13-litre fuel tank, the Bantam scales exactly 10kg less than the RE Bullet with same size tank, so there’s surprisingly no penalty for carrying an extra camshaft, another gear ratio, a radiator and a cooling system full of water versus its main air-cooled, five-speed, SOHC rival. In 1996 the BSA name was owned by the BSA Regal Group, which commissioned British design studio Seymour-Powell and Tigcraft chassis constructor Dave Pearce to build a prototype of a possible new-age Bantam Climbing easily aboard the born-again Bantam reveals this is a slim single but with a sense of substance, which – thanks to the narrow stepover where seat meets tank – will allow most riders to put feet to the floor at rest. It’s a compact motorcycle which doesn’t look or feel small, though. Thanks to the 1440mm wheelbase, the reasonably well-padded 800mm-high seat is quite spacious with good room for a passenger, and the fairly wide handlebar is set pretty flat, so its stance has you leaning forward very slightly to grasp the grips. There are a choice of five colours but even the darkest aren’t just a monotone Fit and finish appear to be good; the pale silver external springs on both shocks, sports-type exhaust with the alloy-wrap silencer, short fenders and blacked-out engine give it neo-custom roadster appeal. It looks sharp, although the bland, round mirrors let it down a bit. I did like the metal pad mounted behind the right footrest to stop you treading on the exhaust silencer wrap with your heel. Very thoughtful! Left handlebar switchblock promises a lot more than it delivers in functionality The single round LCD instrument offset slightly to the right shows speed, revs, mileage/twin trips, time, fuel and gear selected, but is mounted at such an angle that it’s hard to read in daylight thanks to reflections on its opaque glass cover. However the neutral light is satisfyingly bright and can be seen at any time. The switchgear is decent quality, and there’s LED lighting front and rear, the latter via a neat custom-style taillight. Simplicity is what you’d expect on a budget-priced model There are no electronic riding aids other than Continental ABS, which kicks in readily but not over-enthusiastically when needed. But there’s also no USB connectivity, which seems rather strange – BSA’s new Scrambler 650 has a USB-C socket, and that being a more costly bike, this is the most obvious example of the Bantam being built down to that low, low price. Conversely, there’s a four-button switchblock on the left handlebar which you might imagine was there to navigate a digital menu, but instead on the Bantam merely switches between the odometer and the two trip readings, and to change the clock display between 12-hour and 24-hour settings. So I think they could have found the budget for a USB socket, don’t you? Same thing for the missing bungee points on the bike if you want to strap something to the passenger seat behind you. A CLEAR CUT ABOVE Thumb the button and the Bantam chimes eagerly into life, settling at a 1200rpm idle with minimal vibration – the gear-driven counterbalancer does its stuff, and the oversquare engine only starts tingling as you near 7750rpm power peak. It also sounds great. The exhaust has a mellow, deep note at idle that translates into a distinctly rorty sound at speed, without being obnoxiously loud. The engine delivers plenty of punch – you can’t help but enjoy riding this bike. Quality isn’t sacrificed in the quest for a keen sticker price The gearchange is faultless, with a precise shift action coupled to a light but positive clutch take-up that makes easy work of getting away promptly at traffic lights, although you don’t need to use it for upwards changes from second gear on. It’s a very intuitive bike to ride, which will be super accessible for the UK learners it’s built to serve. Seat is fine for rider and pillion but some grabrails would be good The engine is peppy as well as smooth, with zestful acceleration for a 350 single. I’ve covered hundreds of kilometres on all Royal Enfield’s 350 models, and the new BSA is a clear cut above any of them in terms of performance. It takes off really briskly when you accelerate hard, and top (sixth) gear roll-on at 80km/h was better than I expected. A brief spurt up the motorway showed it completely at home cruising at an indicated 115km/h. Still sitting normally, I saw 122km/h on the clock without any undue vibration, so it’ll go fast enough to easily keep up with traffic. Rear suspension has 100mm of travel and is fairly stiffly sprung However, the new Bantam is most at home flicking from side to side on sweeping country lanes, where its agile handling coupled with inbuilt stability via the 18-inch front wheel, conservative steering geometry and long wheelbase make it a fun and dependable ride that stays planted in turns. I know from testing them on other Indian-made products from Bajaj and TVS that the MST tyres now give excellent grip coupled with durability, and the BSA was no exception – they were grippy on the angle and drove well out of turns, though the 29Nm engine performance wasn’t likely to overstress them too much. Classy-looking exhaust emits a nice burble when the throttle is pinned to the stop Moreover, pickup response from a closed throttle is truly excellent, with well-mapped fueling that will make this very controllable bike accessible for less experienced riders. The engine has been tuned to be both crisp and well controlled in throttle response, especially at low revs. There’s a seamless response to your throttle input, meaning there isn’t a sudden spurt forward thanks to a snatchy take-off from a standstill in bottom gear, or a brusque pickup from a closed throttle exiting a turn in second or third. Instead, the Bantam is completely predictable in the way it responds to your right hand, thanks to that excellent fuelling. The power delivery is smoothly responsive in any of the bottom three gears, allowing you to exploit the Bantam’s willing nature. The engine’s EFI has been expertly mapped; it’s not easy to achieve this best of both worlds, with that crisp response allied to a smooth, clean initial pickup while also delivering Euro 5+ compliance, but BSA’s engineers have done so where some other entry-level bike manufacturers (perhaps more used to delivering high-performance engine tuning) continue to fail. Custom-looking taillight is standard The Bybre brakes are now pretty ubiquitous on Indian motorcycles destined for export markets, and the ones on the Bantam lived up to expectations in stopping it well from high speed, via a nicely gauged lever response. However, there was some fork dive when I used the front stopper hard on its own, which is probably the payoff from it having to be a jack of all trades in terms of suspension settings on a non-adjustable front end. Otherwise, the Gabriel suspension did its job okay, although the twin rear shocks were pretty stiffly sprung with limited wheel travel (100mm) and seemed to bounce back from compression faster than I’d have liked; more rebound damping would have been better. You’ll want to weight the footrests to lift yourself up a little when hitting bumps. But the non-adjustable 41mm fork worked pretty well in ironing out road rash. Again, it gave you confidence in terms of feedback from the front tyre, and the 135mm of wheel travel was adequately damped. Budget brakes got the tick of approval from our tester But where the BSA Bantam comes into its own is as an urban warrior ready to fight its corner in city streets and urban parkways. Its torque is sufficient to ensure you can jump ahead of cars at traffic lights and stop signs. The light clutch and smooth but responsive pickup allows you to make easy work of picking your way through traffic, where the 800mm high seat lets you see ahead to plan your campaign against the stationary tintops, and the wide handlebar gives good leverage in negotiating tight changes of direction, with the Bantam’s slim build facilitating your progress. The long first gear also helps. Little BSA logos everywhere! “The original BSA Bantam helped create a new age of motorcycling, increasing the popularity of motorbikes by making them accessible for all,” says Classic Legends co-founder Anupam Thareja. “The new BSA Bantam promises the same thing, along with beautiful craftsmanship and comfort, at an affordable price. Radiator doesn’t dominate the engine, showing the effort put into retaining a traditional look “We want to get people back into motorcycles, and the fundamental thing which you want to welcome people with is the price point. So, to launch a beautiful engine which heads the competition in terms of performance, but which is very welcoming to everybody because of its accessibility and affordability, is how we intend to go about doing that. That’s how we want to get the world back into bikes, with a model which combines classic styling with modern design touches which makes it appeal to all generations. We hope we’ve succeeded!” Sir Al is actually wondering if he might bite the ‘bullet’, so to speak, and get one for the man cave Bonneville. Monster. Commando. Vespa. Bantam. There’s a select list of motorcycle and scooter models that have become such iconic products in their own right that adding the name of the manufacturer responsible for them is simply redundant. But while those first four examples are still very much a part of today’s global marketplace, the BSA Bantam has been ‘resting’ since 1971, when the last-ever 174cc version was manufactured. Now ‘Bantam is Back’, as the BSA T-shirts declare. Light, manageable, and for sale at a killer price, this bike is aimed at the descendants of people who rode Bantams back in the day, who won’t be too interested in the historical allusions, more so in the fact that it offers huge value for money that goes beyond the illustrious name on the tank. Bantam is indeed back – and BSA may very well have a surprise hit on their hands with it. PROS – Light, manageable and for sale at a killer price, its performance knocks the socks off its long-stroke rivals. CONS – Price point means cost cutting and losing such items as a USB charge point and luggage tie-down points. SPECIFICATIONS ENGINE Capacity 334cc Type Liquid cooled four-stroke four-valve single with chain-driven DOHC camshafts Bore & stroke 81mm x 65mm Compression ratio 11:1 Carburation Multipoint EFI with single injector Gearbox 6-speed Clutch Multiplate oil-bath with slip-assist clutch PERFORMANCE Power 21.6kW (29hp) @ 7750rpm (measured at crankshaft) Torque: 29.62Nm @ 6000rpm CHASSIS Frame Tubular steel duplex cradle frame Suspension Front: Non-adjustable 41mm Gabriel telescopic fork with 135mm of wheel travel Rear: Oval-section tubular steel swingarm with twin Gabriel shocks offering 100mm wheel travel with five-step spring preload adjustability DIMENSIONS Head angle 29° Wheelbase 1440mm Seat height 800mm Weight 185kg with oil/water/90% fuel Fuel capacity 13 litres WHEELS & BRAKES Brakes Front: Single 320mm steel disc with floating two-piston caliper and Continental ABS Rear: Single 240mm steel disc with floating two-piston caliper and Continental ABS Wheels/tyres Front: 100/90-18 MRF Zapper MF-3 tubeless on cast aluminium wheel Rear: 150/70-17 MRF Steel Brace FP-01 tubeless on cast aluminium wheel CONTACT Manufacturer Classic Legends Mumbai, Maharashtra, India info@bsacompany.co.uk The post ROAD TEST | 2025 BSA Bantam 350 appeared first on Australian Motorcycle News.

What’s so great about a bike with modest performance that’s been around for the best part of a decade? The Interceptor 650 has been a mainstay of Royal Enfield’s range since its launch in 2018. It took the company from single cylinder 350s into the middleweight twin-cylinder segment. The model remains a strong seller, despite only having had minor updates. Intrigued to see what continues to attract buyers to such a basic model, AMCN jumped on one for a couple of weeks of winter riding. FIRST IMPRESSIONS Threatening rain, the temperature hovering around 13°C but the wind-chill factor making it feel like 7°C. Not the ideal time to coax an unfamiliar motorcycle into heavy traffic on a major arterial road. However, as soon as I let the clutch out, the Royal Enfield Interceptor 650 I’d just fired up felt like a bike I’d been riding for months, not seconds. It felt totally undemanding, with a light clutch and throttle action. As I powered into the commuter traffic, I soon discovered enough torque to push boldly through, and a well-balanced chassis that made lane changes effortless. On a day like this, with rain squalls sweeping the approaching freeway, a ride like this would have been challenging on a more powerful, performance-focused motorcycle. While these are the bikes that make motorcycling the best way to spend a sunny day on an empty backroad, the Interceptor 650 is the bike that confirms motorcycling is the way to travel anytime, rain, hail or shine. As I settled into a 100km/h drone down the freeway, the wind tried to push me around. I simply sat back a little farther along the twinseat and crouched down lower to the handlebar. A modest power delivery meant overtaking at freeway speeds needed a bit of forward planning but there was enough grunt on tap to close a gap and overtake without stress. Simplicity personified in a Sixties throwback. However, we’re not sure about the braced motocross-style handlebar Turning off onto a series of ridgetop roads that led to the coast provided an early chance to test the handling. Despite the wind sweeping the blacktop with gum leaves, the Interceptor 650 maintained a brisk pace. I soon learned the best way to get around corners was the old school slow-in/accelerate-out. That way the fairly basic suspension and brakes had done their job early and there was nothing to focus on but nailing the apex. Keeping the engine just below the boil at 4500rpm to 6000rpm through corners made this quite an exhilarating experience and took me back to the heyday of big British twins of the Sixties and early Seventies. This was an era of performance where torque was king and sweeping lines through corners the way to make safe and fast progress. Royal Enfield marketing states: “The Interceptor 650 is a trove of 60s design staples… A dual cradle frame with a rear loop makes up the core, by way of a nod to the original Interceptor.” Let’s look at the original. HISTORY LESSON The first Interceptor, based on the Constellation 700 twin, started out as a low-volume, export-only hotrod aimed at the American market. The engine was enlarged to 736cc, fitted with larger main bearings, high-lift camshafts, a crankshaft dynamically balanced for smoothness at high revs and twin carbs. It put out 43kW (58hp) at 6700rpm and had a kerb weight of 195kg. Royal Enfield claimed it was “the largest and most powerful vertical twin in the world”. The original Interceptor was launched in 1962 with a 736cc engine, the same year as Norton’s 750cc Atlas (actually 745cc) When American magazine Cycle World tested one in September 1962, it said: “The cruising speed is higher than almost anything else available today. At a true 100mph it is cranking over only 5200rpm… at 70mph it turns a leisurely 3600rpm.” They also reported it took up to 10 big kicks to start the engine, the brakes were weak, the fuel tank had no reserve lever and the kill switch was awkwardly positioned. Alloy cowl hides throttle body The Interceptor was upgraded over the decade but the factory could never keep up with demand and probably less than 2000 were made. In 1970 a prototype 778cc version was built but by then Royal Enfield’s UK operation was in its death throes. Sintered brake pads would be a cheap upgrade for more bite Curiously, the English frame builder Rickman, by then one of the country’s largest motorcycle makers, snapped up 200 engines cheaply to produce and sell 137 Rickman Interceptors. The Interceptor remained a desirable niche classic. Aware of the name’s cachet, Royal Enfield, now revitalised by India’s Eicher Motors conglomerate, branded the Interceptor as one of its two model entries into the parallel-twin market segment in 2018. OLD SCHOOL BUT NOT OLD The Interceptor 650 might look like it has the DNA of the original but that’s just limited to aesthetics. The engine doesn’t have the vibration-prone layout of a typical British twin from the Sixties. A forged steel crankshaft is supported by three main bearings, not the two found on old Brit twins. Crankpins are set at 270°, not the 360° of old. Rather than the pistons rising and falling in unison, they push against each other like a V-twin, virtually eliminating vibration. Compare this view to the original (pic 2) and you can see how hard Royal Enfield worked to recreate a worthy successor The Interceptor 650 is very smooth, with mild vibes setting in over 6000rpm up to the redline and rev limiter at 7150rpm. The gearbox has six speeds, whereas the original had four widely spaced ratios. This means although the power output is less than the original (35kW/47hp), the engine’s power and torque can get to the ground more efficiently. At 202kg wet, the Interceptor 650 weighs slightly more than the original, which might surprise some people. This is due to a combination of traditional styling and the requirement for modern pollution controls. Changing the heavy exhaust system for a lightweight 2-1 should save you around 15kg. Handy grabrail to lift Interceptor onto its mainstand, which comes as standard That traditional styling sees the engine and frame looking quite similar to the original. The large peashooter exhausts mimic the racing megaphones seen on Sixties British production racers. The fuel cap looks like a classic Monza item but has a hidden key lock. Small brushed aluminium guards cover modern components such as the rear brake master cylinder and fuel injection throttle bodies. The chrome fuel tank on our test bike is an almost exact copy of the original Interceptor’s, while the digital speedo and tacho look analogue but contain integrated fuel and warning lights. Royal Enfield sees the Interceptor 650 as a potential blank canvas for an owner who wants to modify to personal taste. For example, the plastic mudguard extensions are easily removed and there is an extensive catalogue of add-ons. These include a current offer of an Interceptor Accessory Kit for $840 that includes pannier mounts, soft panniers, an extensive alloy sump guard, engine crash bars and a small touring windscreen. Sixties-style headlight and Seventies-style fork brace PRICE DOESN’T SACRIFICE QUALITY Whether you like the Interceptor 650 or not, there is no denying the execution and production standard is outstanding – considering the ride away price starts at $10,990. This is possible because it’s made in a factory with the most modern production-line technology and management strategies firmly in place. I interviewed Lester Harris in early 2016 after Eicher Motors had totally acquired Harris Performance. He had just completed a tour of Royal Enfield’s production facilities in India and was bursting with enthusiasm. “What they are doing over there is simply jaw-dropping,” he said. “They have robotics and the most modern factory technology you’ll find anywhere. Everything is in place for Royal Enfield to become a major player in the global motorcycle market.” Those huge megaphone-style mufflers dominate the rear. However, the exhaust adds to kerb weight. Replace with an S&S or Tassie Vertex 2-1 for less than $2k and you could save 15kg Pressed on the company’s future model range, Lester wouldn’t be drawn on detail but said Royal Enfield had “a range of engines in the pipeline, concentrating on the mid-capacity segment”. A year later, Royal Enfield had launched the game-changing Himalayan, followed by the Interceptor 650 in 2018. This started an upward trajectory that now sees it selling one million motorcycles a year. TO SUM UP Despite a lack of electronic sophistication, the Interceptor 650 still has a major role to play in motorcycling. It offers an escape from the complexity of operating many of today’s more expensive bikes but has enough performance and handling to satisfy even the most cynical long-term rider. Its modest price is the entry to a world of simpler pleasures: easy riding, no worries, a glimpse back to the golden age of parallel twins. That keen ride away price also gives a buyer scope to improve its suspension, lose some weight or customise to individual taste. Monza-style fuel cap has lock hidden under the centre strip The Interceptor 650 is easy and fun to ride. It doesn’t matter if it’s a quick trip to the local shop or a two-hour ride to a river, mountain or beach, the Interceptor 650 feels intuitive and the laidback riding experience will bring a smile to the most hardened face. PROS – Classic design is very nearly perfectly executed at a very affordable price. CONS – Suspension is a compromise, especially for a pillion. Not sure about the motocross-style handlebar. The 80k roadrunner Jan Stefanek has clocked up 84,000km on the Interceptor 650 he bought in mid-July 2019. The mileage has included local “fanging around” and two big return trips from Adelaide to Sydney. “I just love riding it, anywhere, anytime,” he said. Stefanek, a former Sydney motorcycle shop employee who returned to riding after a long absence, added: “It’s so easy to ride, it’s like cheating.” He listed the few repairs he has done to it as the kilometres mounted: two headlight globes, steering head bearings at 50,000km, replacing the back brake’s pressure switch, repacking the aftermarket mufflers and a few sets of new tyres. Stefanek does his own maintenance on the Interceptor and has improved it with some minor modifications. The most extensive came at 15,000km when he replaced the suspension with YSS rear shocks and front fork internals. The parts cost around $1200 back then but made the suspension fully adjustable. He also fitted sintered brake pads for more bite and a DNA washable air filter. He wired a booster plug into the induction and fitted aftermarket mufflers to make the engine more responsive. The Interceptor has given him a lot of pleasure over the years. “One time coming back from Sydney I rode in a loop to Halls Gap and then over to Horsham through the Grampians,” he said. “It was just wonderful and what this bike is made for.” Mods and rock’n Royal Enfield has employed clever marketing strategies to keep the Interceptor 650 relevant. These involve custom competitions and racing. It built a dirt-track-styled custom version for the 2019 EICMA show in Milan. Soon after, a heavily massaged, bored-out 750cc version was fitted to a Harris Performance chassis, now owned by Eicher, and won a Production Twins flat-track race in the US. The engine’s horsepower had been doubled and the redline raised to 9500rpm. The Sabre after its record run 3. Gary Birtwhistle gave Royal Enfield its first European title since 1956 Meanwhile in Australia, Melbourne dealer Mid Life Cycles built a land speed racer and entered it in Royal Enfield’s 2019 Busted Knuckles custom competition. The engine featured locally developed parts Mid Life Cycles intended to offer to road customers. These included a ported head with racing-profile camshafts, high-compression forged pistons and modified throttle bodies. Burt Munro would have loved this! A locally-built Interceptor challenged for the win at the annual beach race Andrew and Charlie Hallam developed what was named the Sabre. On his first attempt racing on the salt at Lake Gairdner, Charlie (now Troy Herfoss’s key Bagger technician) broke the four-year-old Class M-F 650 record, for unstreamlined motorcycles running on commercially available unleaded petrol. In worsening track conditions, he eventually ran 133.779mph (215.296km/h) top speed for a new overall record of 132.050mph (212.514km/h). Gary Birtwhistle gave Royal Enfield its first European title since 1956 Over in New Zealand, tuning specialists Wanaka Powersports built up a dirt-tracker it called the Intertracker 865. Stripped to the bare frame and rebuilt with K-Tech suspension and custom wheels, the engine was beefed up with an S&S big-bore 865cc kit, racing camshaft and 2-1 exhaust. The Intertracker came third on debut in the 2020 Burt Munro Beach Race. Johnny Lewis rode this hotted-up Interceptor to wins in US Production Twins flat track A year later in the UK, Gary Birtwhistle and Aussie Paul Young won the Dirt Track Rider’s Association championship on debut using Interceptor 650 engines in Harris Performance frames. It was Royal Enfield’s first factory title in Europe since Johnny Britten won the National Trials title way back in 1956. The Build Train Race program has been running in the US since 2019 Since 2019, Royal Enfield, in conjunction with S&S Performance and American racing authorities, has run the Build Train Race program. Women riders are vetted for ability and get the chance to learn racing and choose from an Interceptor 650 for flat track competition or a Continental GT for track racing. They are mentored in modifying the bikes, taught how to race them and then compete in a nationwide championship. PARALLEL TWIN COMPETITION Triumph Bonneville T100 Engine Liquid-cooled, 900cc Power/torque 47.8kW (64.1hp)/80Nm Weight 228 wet Price From $19,350 ride away Kawasaki Z650 Engine Liquid-cooled, 649cc Power/torque 50kW (67hp)/65Nm Weight 187kg wet Price From $13,058 ride away SPECIFICATIONS ENGINE Capacity 648cc Type Parallel-twin, SOHC, four valves per cylinder Bore & stroke 78mm x 67.8mm Compression ratio 9.5:1 Cooling Air/oil Fueling EFI, with dual throttle bodies Transmission Six-speed Clutch Wet, multi-plate Final drive Chain PERFORMANCE Power 35kW (47hp) @ 7150rpm (claimed) Torque 56.5Nm @ 5150rpm (claimed) Top speed 180km/h (est) Fuel consumption 4.8L/100km (measured) ELECTRONICS Type Bosch Rider aids ABS CHASSIS Frame material Composite steel Frame type Double cradle Rake 24° Trail 106m0 Wheelbase 1460mm SUSPENSION Type Conventional Front: 41mm, non-adjustable, 110mm travel Rear: Dual shocks, preload adjustable, 88mm travel WHEELS & BRAKES Wheels Wire-spoked aluminium Front: 18 x 2.5 Rear: 18 x 3.5 Tyres Ceat Front: 100/90-18 Rear: 130/70-18 Brakes ByBre, ABS Front: Single 320mm disc, twin-piston caliper Rear: Single 240mm disc, single-piston caliper DIMENSIONS Weight 202kg (kerb, claimed) Seat height 804mm Width 789mm Height 1165mm Length 2122mm Ground clearance 174mm Fuel capacity 13.7L SERVICING & WARRANTY Servicing 1000km Minor: 5000km Major: 10,000km Warranty Three years, unlimited km, roadside assist BUSINESS END Price From $10,990 ride away Colour options Cali Green, Canyon Red, Sunset Strip, Black Pearl, Downtown Drag, Mark Two CONTACT royalenfield.com.au The post ROAD TEST | Royal Enfield Interceptor 650 appeared first on Australian Motorcycle News.

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.