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In the increasingly competitive middleweight market, BMW has delivered on its promise to never stop challenging BMW has updated its popular F 900 R and F 900 XR middleweight twins – with both machines receiving similar modifications and parts. Both models get lighter wheels. Both get completely a new fully-adjustable upside-down fork. And they get a slimmer rear end, bold new colours and graphics, plus a lighter 0.9kg battery. The 2025 XR is available in Red, Triple Black or Sport as tested. The naked R comes in Blue, Triple Black and Sport. While the F 900 R is, seemingly, a naked roadster and the F 900 XR a sporting cross-over with longer-travel suspension, they share the same 895cc parallel twin engine and steel ‘shell’ frame as well as many cycle parts. The engine remains the same for 2025, producing 77kw (105hp) at 8500rpm and 92Nm at 6500rpm, but there’s a new Dynamic riding mode in the standard package, while Akrapovic now supplies a factory option silencer for both models that reduces the weight by 1.2kg. Where the two differ is in their final set-up and detail tweaks. The F 900 R naked sheds 3kg and has a more aggressive riding position; the XR has a new, 30mm higher screen, heated grips and the adaptive Headlight Pro. Both bikes share the same eight-valve DOHC parallel-twin, producing 77kW (105hp) at 8500rpm and 93Nm at 6750rpm. Both bikes can be restricted to 35kW (48hp) for some market requirements. The expectation is that while a new fork, lighter wheels and a battery are common to both, the track-capable R should be sharper than before and the XR even more capable at batting out some big kays. AMCN flew to sunny Almeria in southern Spain to spend a long day jumping between the two new models. BUILDING ON QUALITY In recent years, BMW has become a little bolder with its design, pushing the boat out when it comes to colour options, and the new R and XR follow this trend. The R and XR look striking and up for some fun in the new Sport livery of racing blue and ‘lightwhite’ which, along with red wheels, will add a further $1300 or so to your invoice. Both models get a fully-adjustable front fork but it isn’t linked to the electronically controlled rear suspension As usual, build quality, detailing and overall production standards are high, especially when you consider the F 900 R is priced at a tad over $17,000 ride-away and the XR at just over $23,000 ride-away, in line with or cheaper than much of its competition. However, those base prices don’t tell the full story because, once you add the optional Comfort pack and Dynamic pack plus a few extras like a centrestand, those prices can soon rocket. Our test F 900 R comes in at around $26,000 and our XR at $29,000, considerably more than the Japanese and European competition. Brembo brakes might lack the bling of some rivals but they work perfectly I was particularly keen to ride the updated F 900 R as the last time I rode one was in a round of the British F 900 R Cup, a one-model series that runs alongside the British Superbike Championship. It might seem like an unusual decision for BMW to produce and promote a race series based on the F 900 R, but the action is non-stop and elbow-to-elbow, and I was impressed by the performance of the race-prepped R. It appears BMW has taken some inspiration from the series as the 2025 ‘bars deliver a more poised riding stance and the ‘pegs are farther back, more suited to a sporty ride than a typical middleweight naked. They are not radical or uncomfortable, though, and the Beemer twin is still easy to handle at slow speed and around town, but now hints that it could be more fun in the mountain passes or on a racetrack. The XR gets a 30mm higher windscreen, heated grips and the adaptive Headlight Pro The TFT display remains unchanged, along with switchgear and a navigation wheel that are among the very best on the market. That dash is informative, easy to navigate and clear to read, while the optional cruise control and standard heated grips add a sense of high-end sophistication which, once out of town and up in the hills, contrasts nicely with the R’s more aggressive and mischievous approach to life. Indicators and tail-lights are combined into the same unit as on other BMW models The switchback-heavy roads around Almeria were the perfect playground for the lighter 2025 F 900 R. The new riding position allows you to attack unfamiliar roads with more focus; it feels more natural to hang off, so much so that at times I wished I’d packed race leathers, not a jacket and jeans. The steering is direct and accurate, the chassis stable, and on the test bikes shod with sporty Pirelli Diablo Rosso Corsa IV rather than not-so-sporty Maxxis alternative, my confidence levels were sky high as the bike carried loads of natural corner speed through the turns. Both models now come equipped with a fully-adjustable upside-down fork as standard, meaning rebound and compression damping are now tuneable as well as spring preload. Fork settings differ between the XR and R. Changing between the three riding modes – Rain, Road and Dynamic – alters the rider aids’ intervention levels and throttle character and, with optional Dynamic ESA installed, electronically adjusts the rear suspension too. However, the now fully adjustable 43mm fork is manually adjustable only and therefore remains in whatever settings have been dialed in, no matter which mode is selected. It is a slightly unusual situation to have a semi-active rear and conventional front end, but it seems to work. You can certainly feel the difference in rear damping between the modes. Dynamic offers a genuinely taut and responsive ride, while Rain and Road mode are plush and comfortable – but, as noted, that all-important front-end feel stays constant. A great place to sit and admire the world while you crank out the kays on the XR One advantage now is that, should you wish to take the R to the track – which it’s more than capable of – you can tweak the front fork to compensate for harder riding and sportier rubber. ABS Pro now comes as standard and is linked to the IMU and strong Brembo stoppers and 320mm diameter discs. Braking power is excellent, the ABS is not intrusive, and the whole set-up is lean sensitive. The Brembos may lack some bling compared to some of the competition, but they do an excellent job, and the R is incredibly stable when braking heavily. Akrapovic supplies a factory-approved optional silencer for both models that reduces the overall weight by 1.2kg The eight-valve, DOHC parallel twin has received a tweak to comply to Euro 5+, but nothing more. It’s terrifically punchy low down and through the mid-range. With the TC removed, which can be easily done on the go, it happily pops the front wheel up from virtually zilch rpm, much like a big single. This is an engine defined by its midrange torque, that drives hard past cars and makes you wonder why anyone wants more on the road. But it loves a few rpm, too, and responds eagerly if you chase the revs and have some fun. The optional Gear Shift Assist Pro is smooth and rapid as you work through the six-speed gearbox. Its bark isn’t bad either. Our tester says having that BMW navigation wheel on a range of its models is “like walking into a welcome at my local pub” The engine’s only slight blemishes are its lack of top-end excitement when compared to the competition. Yamaha’s MT-09 triple makes a bucket load of midrange torque but also a superior 87kW (117hp) and does so higher in the rev range at 10,000rpm. KTM’s 990 Duke and Triumph’s Street Triple 765 R also churn out plenty of grunt but are also more powerful than the BMW and, as a result, more fun in a sporting context. Jumping to the XR, that criticism is less valid given that top-end thrills are far less important on a sports-tourer. Instead, you spend much of the time in the lower rpm and mid-range – crunching big kays on the freeways and sweeping A-roads or pulling hard up an alpine pass. And, in an XR context, the engine is simply a lot of fun, efficient and strong. Cast alloy wheels on both test models were fitted with Pirelli Diablo Rosso IV tyres The F 900 XR sits taller on its longer-travel suspension (170mm front and 172mm rear compared to 135mm and 142mm) and immediately feels bigger and calmer. BMW has increased the height of the manually adjustable screen by 30mm, which can easily be operated one-handed on the move. Handguards now come as standard and, with heated grips and optional cruise control, it’s a happy place to sit for several hours at a time. We didn’t get any prolonged motorway miles to test outright comfort but initial impressions are promising. I was niggle free. We did hit a small rain shower, and the new larger screen managed to deflect most of it away from my upper body (that said, I’m on the short side and taller riders may prefer an even larger screen). Chin fairing under engine is another nice touch The XR doesn’t have the sporty ‘pegs or riding position of the R, instead its roomy and spacious ergonomics should be good for all sizes. If BMW had fitted some of the optional luggage to our test bike, I would have gladly ridden the Beemer all the way back from southern Spain to my UK base. Like the naked R, the dash and switchgear are class leading. Admittedly, once you have ticked a few boxes on the XR’s configurator it becomes pricier than the competition, but onboard it oozes quality and every time I throw a leg over a BMW and see that familiar navigation wheel it’s like walking into a welcome at my local pub. That distinctive headlight is an F 900 signature feature Like the R, the XR benefits from a pair of lighter 17-inch rims and a lighter battery, too. The longer front fork is now fully adjustable and, with optional ESA rear suspension system installed, the shock is again electronically controlled. You can electronically change the pre-load to compensate for luggage, pillion, or both. I was rather surprised by the handling of the XR as in many ways it feels long and stable – bigger than it is – but equally it steers sweetly and is more than happy to rip up a mountain pass. The brakes, meanwhile, are as strong as they are on the R. USB charging is standard on both models The XR isn’t as direct or sporty as the R, but that’s to be expected. It’s more comparable to its closest competition like the Yamaha Tracer and new Triumph Tiger Sport 800. When riding the XR in isolation, it’s hard to accurately place it in such a tight and competitive pack, but the XR’s quality feel, superb dash, fantastic torque and low-end punch will win over many riders. Like the R, it perhaps lacks a little excitement and top-end power compared to the competition, and there’s the question of how it will perform when fully loaded with luggage and pillion. Will 77kW (105hp) be enough? Or is 117hp from the Yamaha or 113hp from the Triumph more tempting? Optional soft cases for the XR BMW has not reinvented the wheel with the F 900 R and F 900 XR, but simply tweaked each bike to make it competitive as the competition grows stronger. With lower ‘bars and higher ‘pegs, the R feels much sportier than before. It’s shed some weight, runs less unsprung weight thanks to lighter wheels and now a fully adjustable front fork gives more versatility should you want to soften the ride or take the R to the track. The new bold colours look great in the flesh and the styling tweaks make it easily identifiable as the 2025 bike. In other words, the new R builds on the qualities of the older bike, particularly its predictable and stable handling that makes it as easy to ride every day as it does to hustle. It wears a high level of finish and has excellent rider aids that can be removed or reactivated on the fly. Some riders may feel it lacks a little top-end excitement, and although the base price is very competitive, once you start to add some factory accessories and options, that attractive base edges up alarmingly. Deactivate the traction control and you can do this all just using the throttle The XR isn’t a drastic step forward either, but BMW has made its middleweight sports-tourer more appealing with a higher basic specification, a taller screen and handguards as standard. Like the R, its TFT dash, switchgear, build quality and overall level of finish are high, while lighter wheels and an adjustable fork also sharpen the XR’s handling. The base price is attractive but, again, that is somewhat misleading given that most owners will want to add ESA and some luggage. PROS – Subtle tweaks signficantly upgrade two models to offer all you need for real-world rideability. CONS – Engine lacks the top-end rush of many rivals in this segment. Extras quickly add to the base price. OPTIONAL EXTRA$ AS EVER, it’s easy to get carried away with factory accessories, which can be purchased individually or in packs. (The prices listed here were provided at the international launch.) The R has the optional Dynamic Package, $A1760 (Ride Mode Pro, Gear Shift Assist Pro, Dynamic ESA), and the Comfort Package, $A1214 (cruise control, keyless ride, heated grips). The XR’s Dynamic package, $A1760, is the same but the Comfort Package, $A1730, is slightly different (cruise control, keyless ride, case holder, preparation for navigation and a taller windshield). New to the accessories is an Akrapovic sports silencer, which saves a further 1.2kg. SPECIFICATIONS ENGINE Capacity 895cc Type Water-cooled, 4v per cylinder four-stroke, twin-cylinder Bore & stroke 86mm x 77mm Compression ratio 13.1:1 Fuelling Electronic intake pipe injection/digital engine management system: BMS-X with throttle-by-wire Transmission Six-speed, quickshift up/down optional Clutch Multiplate clutch in oil bath, anti-hopping clutch, mechanically operated Power 77kw/105hp @ 8500rpm (claimed) Torque 92Nm @ 6750 rpm (claimed) Top speed 1225km/h (est) Fuel consumption 4.2L/100km ELECTRONICS Type: Bosch Rider aids: Lean sensitive ABS and TC Rider Modes: Rain, Road and Dynamic Frame: Bridge-type, steel shell construction Rake: 26° Trail: 114mm (105mm XR) Wheelbase 1514mm (1523mm XR) SUSPENSION Front: 43mm, USD, fully adjustable,135mm (170mm XR) travel Rear: Single rear shock, rebound and preload (optional ESA) 120mm (142mm XR) travel WHEELS & BRAKES Wheels Cast aluminium Front 3.5 x 17in Rear 5.5 x 17in Tyres Pirelli Diablo Rosso IV/Maxis (Continental Road 4/Michelin Road 5) Front 120/70 X 17 Rear 180/55 x17 Brakes BMW Motorrad ABS Pro Front: 2 x 320mm discs, radially mounted Brembo calipers Rear: 265mm disc, single-piston caliper DIMENSIONS Weight 208kg wet /199kg dry. (222kg/206kg dry XR) Seat height 815mm (820mm XR) Width 809mm (920mmXR) Height 1130mm (1416mm XR) Length 2140mm (2160mm XR) Fuel capacity 13L (15.5L) SERVICING & WARRANTY Servicing 10,000km Warranty 5 years BUSINESS END Price $17,282 ride-away ($23,143 XR) Colour options: Snapper Rocks Blue/ Triple Black/ Racing Blue/Lightwhite (Racing Red, Triple Black, Lightwhite/Racing Blue) CONTACT Bmw-motorrad.com.au The post TWIN TEST | 2025 BMW F 900 R + F 900 XR appeared first on Australian Motorcycle News.

Royal Enfield reckons its Classic 650 will prove irresistible to fans of traditional British twins A few years ago returning from an international launch for AMCN, I sat beside a pilot hitching a lift home. He told me two important things. One: Queenstown is the world’s most challenging international airport for a pilot to fly into. Two: You can’t say you’ve flown until you’ve been in a Tiger Moth. Not that long ago I rode past Queenstown’s airport on the way to the Burt Munro Challenge.The planes seemed almost to be landing in the Kiwi ski capital’s main street. Then I got a flight in a Tiger Moth as a birthday present. The little biplane lurched off the tarmac onto the grass to find some bumps to help it get airborne. At 100m the summer heat turned into the coldest winter day. All the senses were activated by the wind and exhaust noise, the drumming vibration of the fabric-covered wooden airframe, the smell of the hot engine oil… You can’t get more 1940s-50s cool than this instrument nacelle, which Royal Enfield calls the casquette Royal Enfield is proud of its new Classic 650, which it says takes riders back to the early days of British parallel twins. That’s the era of the Tiger Moth. An afternoon spent riding one on the national press launch soon put that statement into context. At first I treated it like a modern short-stroke middleweight, revving it out before changing up through the six-speed gearbox. It felt like I was going nowhere fast. Plenty of exhaust noise but a disappointing velocity. The Vallen Red option fairly shimmers in the sunlight Then we reached a township in our loop around Central Victoria’s Hepburn spa district. Still in sixth gear I let the Classic 650 wind down to 60km/h and cruised along the main street on a whiff of throttle. As we approached the 100km/h sign I didn’t change down but gently opened the throttle. Without a hiccup the engine wound itself up to the legal speed limit effortlessly and smoothly. So that’s the way to ride it, I told myself. No chromed plastic here. This is the real deal of steel and alloy a lot’s riding on this Royal Enfield has high hopes for this model. In its home market of India the Classic 650 will be an aspirational model. To put that into context consider this: Royal Enfield has just hit its one million sales target in a financial year. (The Indian financial year runs 1 April-31 March). It’s a remarkable achievement considering its smallest model is a 350cc, a large capacity for the Asian market. Since its release in late 2022 the Hunter 350 has found nearly 500,000 buyers. Many of them will be looking at upgrading to a bigger model now, including the Classic 650. The 650 engine is the same as that powering the Meteor and Shotgun but is tuned for low-revs rideability Over here the plan is to entice older riders who want to enjoy a piece of nostalgia without the maintenance hassles of a 1940s-50s parallel twin, or those who want to downsize from larger motorcycles. Royal Enfield said at the launch that it expected the Classic 650 to become one of its bestsellers and it had identified strong demand in Australia and New Zealand. THE REAL DEAL Unlike some of its rivals, you won’t see any chromed plastic on the Classic 650. It’s all steel and cast aluminium with deep paint and hand-laid pin striping. The bike oozes quality in a robust, traditional British style. Especially the instrument nacelle that shrouds the fork top yoke. non-adjustable, separate-function Showa fork works well. Brakes are branded RE The solo seat is a nod to the period of saddle seats on early Brit parallel twins. While it looks very 1940s set up like this, the Classic 650 comes with a pillion seat and associated subframe that is easily attached or removed. The lack of plastic means the Classic 650 weighs a claimed 243kg wet, so around 210kg dry. The 800mm seat height makes it easy for most riders to get both feet down at a stop but I found it took a bit of practice to keep the bike balanced when we had to do very slow U-turns for the launch photos. At road speeds though the Classic 650 feels pretty agile for what is basically a cruiser. Mufflers are a classic Brit sausage design. RE calls them peashooters The chassis main frame is the same as that found on the Super Meteor 650 and Shotgun 650. At the launch Royal Enfield stressed its design is always connected to its history, hence the distinctive rear frame loop that references its first twin cylinder of 1948. However the main frame layout is the result of a lot of testing and development by Harris Performance, the famous UK frame-building firm now fully owned by Royal Enfield. Royal Enfield says it’s fielded a lot of interest in the Teal Green paint option Suspension is a non-adjustable, conventional, separate-function Showa telescopic fork with 43mm diameter stanchions. Rear Showa twin shocks, with adjustable preload, have 90mm travel. Brakes are ventilated hydraulic single discs with Royal Enfield logos. The front 320mm disc has a twin-piston caliper and the 270mm rear a single caliper. Dual-channel ABS is the only rider aid. Flashing gold credit cards, the Mild Ones take over a spa resort in Central Victoria’s Hepburn Springs The front 19in and rear 18in wheels are spoked with chrome rims and alloy hubs. While the 647.95cc, air/oil-cooled, SOHC parallel twin engine is the same one powering other Royal Enfield models, the electronic mapping has been altered to accentuate torque and rideability at low revs. While maximum torque is claimed to be 52.3Nm at 5650rpm, my ‘seat-of-the-pants dyno’ (there’s no tacho fitted) says a large percentage of this gentle thrust is available from around 3500rpm. Maximum claimed power is 34.6kW (46hp). Escape the stresses of modern life without swapping them for the stresses of classic motorcycle maintenance An analogue-style dashboard features a large speedometer with a basic digital LCD display that shows the gear you’re in, distance travelled and fuel level. There’s Royal Enfield’s Tripper Navigation System and the bike also has a USB charging port. The three paint schemes available hark back to the classic era: Vallen Red, Teal Green and Black Chrome. The most extreme of these is the Teal Green, which Royal Enfield says has copped a lot of interest from potential buyers. My preference was the Black Chrome. ON THE ROAD The upright riding position doesn’t make you feel locked in as the saddle is big enough to move around on. The aluminium switchgear looks pretty classy and compliments the old school instrumentation. Black Chrome paint option was our tester’s favourite colour The Classic 650 tracked well around a 100km/h sweeper. It hit a large bump mid-corner but while the rear suspension was compressed there was no wallowing. Cranked over in a series of tight turns it didn’t feel like anything was going to touch down in a hurry. Brakes are adequate for the design brief of a cruiser. The twin exhaust is a classic Brit twin sausage style with a muted but still throaty note from the 270-degree crank engine. The gearbox shifts very smoothly but being tuned for torque makes six speeds almost unnecessary. We briefly rode on the freeway and the Classic 650 easily kept pace with traffic but didn’t have the top-end power for quick overtaking. Large oil cooler doesn’t ruin the overall classic styling To sum it up, once you settle into the ride it’s all very relaxed. For many people the Classic 650 would be the perfect way to escape the stresses of the modern world without swapping them for the stresses of classic motorcycle maintenance. And one of these is cheaper than a restored 1940s-50s parallel twin and much easier to ride over long distances. The Classic 650 is LAMS-approved and comes with a three-year unlimited kilometre warranty and roadside assistance. There is a range of accessories available so a buyer can add a personal touch. Royal Enfield is on a roll and the Classic 650 confirms the confidence it has in its 650cc range. In a setting like this you can see why the Classic 650 will be an aspiration model in India Twin peaks British manufacturers started designing pushrod parallel twins in the late 1930s but World War II intervened, with only Triumph releasing its first model in 1937. BSA’s first twin arrived in 1946, with Royal Enfield arriving in November 1948, then AMC (AJS/Matchless) and Norton a year later. All featured air-cooled, long-stroke, pushrod 500cc engines with 360-degree crankshafts. Where Royal Enfield excelled was in rear suspension. While Triumph had a rigid frame with a ‘sprung hub’ as an option, the others had basic plunger-type rear suspension. In contrast, Royal Enfield’s 1948 500 Twin featured a swinging arm and telescopic rear suspension, a standout feature of the time. It also had coil ignition (not magneto like its rivals) with a car-type distributor. The attraction of parallel twins centred around both their physical size and performance. They looked no larger than a typical Pre-War twin-port single cylinder and weighed not much more. The performance was streets ahead, with smooth acceleration and a higher cruising speed. Vibration levels were much lower than the old ‘thumpers’ and they were the production performance bikes of the day. The trouble with the British industry is that it kept the concept in development for far too long, taking what was a non-stressed layout at 500cc all the way out to 828cc (the Norton Commando of the 1970s). Royal Enfield was the first to go really big, punching its twin out to a massive 700cc in 1952 with the Meteor. Classic hits and misses Just how much difference can 299cc really make? Having attended the Australian launch of both the 2025 Royal Enfield Classic 350 (AMCN Vol 74 No 15) and the newly released Classic 650, I can say the differences are both minimal and stark. Minimal in the sense that Royal Enfield’s DNA remains intact – same upright stance, same timeless silhouette, same head-turning charm. But in terms of how they deliver the experience, the differences become stark – and not only in the ways you’d expect. The 350 slows you down and celebrates back-to-basics motorcycling. It’s a physically big bike that lets you soak up your surroundings – it’s easygoing, isn’t intimidating and delightfully analogue. The 650 is all of those things, but it’s bigger in every way and nearly 50kg heavier, which is a lot when you consider you’re only gaining 20kW (26hp) and 25Nm. The Classic 650 gets higher-quality Showa suspension, it benefits from both the much-loved 649cc parallel twin and the refined chassis from the Shotgun 650, but if I’m 100 per cent honest, the Classic 350 has a stronger sense of Royal Enfield’s ‘pure motorcycling’ DNA. The 650 is an excellent motorcycle but it’s more polished and achievement-oriented than it is character-driven. It’s better at most things – longer rides, quicker overtakes, carrying a pillion – but, to my mind, riding it doesn’t quite hit that same emotional note the 350 does. KEL BUCKLEY One million and counting Royal Enfield probably would have hit its one-million-in-a-year sales target earlier if Covid hadn’t intervened. In 2013 it was selling 20,000 bikes a month, mainly in India. Since then a whole new range of models, which included entering the adventure market, saw strong sales achieved domestically, while overseas markets have expanded year on year in spectacular fashion. Royal Enfield now has 60 dealers across Australia and New Zealand. The brand is also leveraging itself further through linking with such apparel manufacturers as Alpinestars and Revit, along with Bell helmets to produce a range of clothing and helmets to suit its various models. SPECIFICATIONS ENGINE Capacity 647.95cc Type Parallel-twin, SOHC, four valves per cylinder Bore & stroke 78mm x 67.8mm Compression ratio 9.5:1 Cooling Air/oil Fueling EFI, with dual throttle bodies Transmission Six-speed Clutch Wet, multi-plate Final drive Chain PERFORMANCE Power 34.6kW (46hp) @ 7250rpm (claimed) Torque 52.3Nm @ 5650rpm (claimed) Top speed 160km/h (est) Fuel consumption Not measured ELECTRONICS Type Bosch Rider aids ABS (dual channel) Rider modes Not applicable CHASSIS Frame material Tubular steel Frame type Spine Rake Not given Trail Not given Wheelbase 1386mm SUSPENSION Type Showa Front: 43mm conventional fork, separate function, non-adjustable Rear: Twin shocks, preload adjustable, 90mm travel WHEELS & BRAKES Wheels Wire-spoked aluminium Front: 19 x 2.5 Rear: 17 x 3.5 Tyres Nylohigh-FN Front: 100/90R19 (57H) Rear: 140/80R17 (69H) Brakes RE branded, ABS Front: Single 320mm disc, twin-piston caliper Rear: Single 270mm disc, single-piston caliper DIMENSIONS Weight 243kg (kerb, claimed) Seat height 800mm Width 892mm Height 1137mm Length 2318mm Ground clearance 154mm Fuel capacity 14.8L SERVICING & WARRANTY Servicing 1000km Minor: 12,000km Major: 24,000km Warranty Three years, unlimited km, roadside assist BUSINESS END Price From $11,190 (ride away) Colour options Vallen Red, Teal Green and Black Chrome CONTACT royalenfield.com.au The post FIRST RIDE | Royal Enfield Classic 650 appeared first on Australian Motorcycle News.

Born in NZ, this new car licence-approved 50 is swifty, nifty, and heading Down Under fast The Streetdog50 looks like it’s straight out of surf culture We’re all looking for faster, cheaper and more efficient road transport, and at the eco end of the scale is the electric scooter. Lots of purpose, not a lot of street cred. A moped/Vespa-style scooter may be good for the Disney Luca Ercole Visconti riders, but one could say they’re a touch effeminate (I wouldn’t personally suggest it, it’s 2025 after all). Enter the NZ born-and-built FTN Motion Streetdog50, with a big dose of street coolness and cred and the ultimate suburban transport bridge between walking and a car. Or simply just a fun way to get around. And it’s coming to Oz. It has a huge street presence, despite its small size FTN Motion (F*** The Norm is the literal acronym/initialism) was formed in the Kiwi capital of Wellington in 2021, launching the Streetdog50 – the 50 symbolising its maximum speed in kilometres. With the desire to dominate the hilly terrain of Wellington with something that could scale the streets with style, founders Luke Sinclair and Kendall Bristow soon discovered that bigger cities called; relocating to Hamilton in 2024, putting them more central, with easy access to the 1.8 million population of Auckland. Given its size and 50km/h performance, the Streetdog50 is classified as a scooter, and therefore ‘might’ require only a car licence… or a C Class licence. Check your state, as it’s different all over (for example, NSW, Vic, Tas and ACT require a bike licence, whereas Qld or SA a C Class licence only), but the 50 is swifty and nifty: simply jump on a Streetdog50, twist the throttle and start chasing cars, as easy as a rental E-scooter or bike. In some way it’s the ultimate oxymoron: a simple yet complex design, which falls in line with its retro-modern styling. Using just a steel tube frame chassis, but with modern, electric underpinnings, the cafe racer style also suits a wide range of rider shapes and sizes. Battery weighs 15kg, about the same as a car battery Aside from the in-house developed electronics, ECU and touchscreen dash display, EVs are typically relatively simple: oversimplified, a battery simply powers a motor via a regulator (throttle). The Streetdog50 has a 2.9kWh, 15kg battery under the seat, about the size of a typical 12-volt car battery. The trapezoid-shaped battery feeds power to a single, 3.0kW electric motor mounted in the rear wheel hub, while power is regulated by the conventional right-hand throttle. It can be removed easily for recharging indoors Range is up to 100km, and it can be recharged by simply plugging the FTN wall socket charger into the battery in situ, or by removing the battery (a 10-second job) to either recharge or replace it with a spare one – a $2750 option that doubles the range and fits in the storage area. A recharge from 0-100 per cent takes around five hours. Brakes are conventional discs, and more than capable given its size and speed, although there is also battery regeneration to get back some volts during deceleration or riding downhill. Speed and remaining battery capacity are the only two controls you really need Rider info is communicated through a single, simple, stylish but highly functional circular touchscreen display, using either PIN or keyfob security. A thumb button on the handlebar brings it alive, while holding it for a second switches it to ride mode, with a speedometer. There are cute, functional icons, because FTN Motion is about having fun: a snail represents eco mode, a turbo symbolises boost, while a dog reminds the rider that the sidestand is down – just in case the inhibited motion isn’t enough of a clue. Hydraulic brakes work fine Eco mode is for those who need to eke out every kilometre, and is fast enough for traffic flow. Sport mode serves up the maximum amount of power – a mighty 5kW! – and maximum acceleration: 0-50km/h takes around 10 seconds, even with this lump of 120kg, 188cm rider at the controls. Normal mode is in between, and all modes result in the same top speed, just over 50km/h maxed out, differing only in the rate it gets there. Range is naturally affected but sits around 80-100km. Another button on the ‘bars releases the flip-up ‘tank’ and reveals its 30-litre storage compartment underneath, with plenty of space for bags, jackets and shopping, while under the tank is another small storage shelf for things like a wallet and phone; there’s even a handy USB port. The rear hub contains the motor Electronics are an FTN strongpoint, with in-house engineers designing and testing developments, even offering Over the Air updates to keep the Streetdog50 performing at its peak. It’s as light and agile as it looks, but still solid on the road, and super easy to ride, especially when crawling in traffic, up to red lights or roundabouts; 60km/h zones can be cause for thought, especially with ute drivers wanting to do 70km/h, as the Streetdog50 is maxed out around 50km/h; but then again, it’s very much horses for courses. And like Mac the dog, which the bike is named after, the Streetdog50 is happiest racing around the suburban streets, with a tiny footprint, no emissions and able to find a parking spot virtually anywhere. Besides the fancy in-house gadgets, EVs are basically just batteries on wheels – with a touchscreen! Even for larger riders, the Streetdog50 fits fine, has a super comfortable padded seat, and offers pillion space and footpegs. Although we rode the Kiwi version in Hamilton with fixed ‘pegs, Aussie versions will get folding ‘pegs for ADRs. Taking between two to six weeks to build, depending on customer personalisation, pricing will start at $11,260 ride away: not inexpensive, though the Streetdog50 is clearly a boutique bike. With over 200 already on NZ roads and the company having just launched its Streetdog80 and begun its expansion into Australia, there’s clearly a market for a funky, electric urban cafe racer. PROS – Very cool conveyance for the urban eco warrior who wants to stand out from the crowd CONS – Priced pretty high but sales show good demand. Top speed could be an issue in some Aussie suburban speed zones SPECIFICATIONS FTN Motion Streetdog50 MOTOR: Single motor in rear wheel hub POWER: 3-5kW BATTERY: 2.9kWh, 72 volt CHARGING: Approx 5hrs (0-100%) TOP SPEED: 50km/h RANGE: 80-100km PRICE: $11,260 Streetdog50; $12,950 Streetdog80. Rider Profile NAME Dean Evans HEIGHT 188cm WEIGHT 100kg FACT A prolific rider, race-winner and car/bike journo, Dean married a Kiwi nine years ago, hopped across the Tasman Sea from Sydney and never looked back. The post QUICK SPIN | FTN Motion Streetdog50 appeared first on Australian Motorcycle News.

CFMoto’s 450SR S proves the brand’s renown for high-spec, low-cost sportsbikes is well earned CFMoto has earned a reputation over recent years for punching above its weight. It’s been a hard-earned reputation, mind you, and while the clumsy design once associated with Chinese brands has all but disappeared, CFMoto’s build quality, product execution and value for money have made it a major player on the global motorcycle stage. While all the headlines in 2025 have so far been about the recently launched 675cc and 800cc models – reminding us that Chinese manufacturing is becoming increasingly accomplished and ambitious – CFMoto has been perfecting its formula on smaller-capacity models, and bikes like the 450SR S are the very capable fruits of that labour. Announced this time last year as a higher-spec version of the 450SR sportsbike, it takes all the attributes which put it well ahead of the Kawasaki Ninja 500 in our comparison test (AMCN Vol 73 No.24), and adds a handful of both cosmetic and technical improvements. Attention to detail shows CFMoto has entered a new phase of product execution that is lifting standards but not prices For an extra $1000 (or $4.80 per week, if you use CFMoto’s finance option), which takes the ride-away price to $9590, you get a single-sided swingarm, Bosch traction control as standard and a more powerful rear brake in the form of a 20mm larger-diameter rear disc. Add to that a separate-function fully adjustable front fork, an underslung side-exit exhaust to make sure the benefits of the single-sided swingarm are clear for all to see, an improved ABS system, a standard quickshifter, tyre-pressure monitoring system and automatic headlights, as well as an upgraded TFT screen with more info, more adjustment and phone-mirroring capabilities. An impressive list of extras. Nothing too complicated about this… Power comes from the same 449cc parallel-twin engine that’s used across CFMoto’s 450 range and it’s hands-down one of the best in the class. I fell for it in its 450MT application and it’s equally as enchanting in the 450SR. The 270º crank means it’s full of character, twin balancer shafts make it smooth and all-day easy to use, and the 39.3Nm of peak torque at 7750rpm makes for a nice strong mid-range. Peak power is a LAMS-friendly 34.5kW (46.2hp) chiming in at 9250rpm, which may not sound particularly impressive on paper, but when the well-balanced bike tips the scales at 179kg ready to ride, it honestly makes for a fun and engaging little sportsbike. CFMoto’s decades of experience is clear in areas like the fuelling, where no amount of copying can hide an inferior connection between your right hand and your rear tyre. And not only is the fuelling faultless, but the sound emitting from the underslung exhaust is terrific for a 450cc LAMS-approved machine. Rear brake lever is neatly tucked in behind the footpeg mount for crash protection Long-time readers will know that I’ll take a subdued, standard exhaust note over an obscene aftermarket one any day of the week, but this is neither subdued nor obscene; instead it’s playful and purposeful, and sounds every bit like a Ducati V-twin thanks to that 270º crank. However cringey they are, it’s hard to argue with the stickers on the rear bodywork, which read ‘more fun’. Get on the gas early out of a second-gear turn and your throttle hand is encouraged by the sound of that exhaust. Get your timing of the quickshifter-assisted gear changes spot on and you’re rewarded with that lovely pop of unburnt fuel in the cut time. And the up-only quickshifter is dialled in beautifully. These are things I usually associate with higher-priced and higher-capacity bikes and they’re all great reminders of just how far this brand has come in its 36 years of existence. That convincing execution is carried over in the suspension, which shows little evidence of the under-damping that often comes with a sub-$10k LAMS-approved machine. Lift the bike off the sidestand and you will feel the front drop slightly as the weight settles, but none of that unexpected movement is carried over once you start rolling. Both the front and rear suspension’s base setting strike a great balance between comfort and control during spiriting riding, offering far more feedback and support than you’d expect at this price point. Clutch is cable operated, which means there are no selectable power modes The feedback from the front end via the 37mm adjustable front fork is surprisingly good, with no excessive dive under hard braking. Even just tooling along at urban speeds, there’s a clear feeling of quality from the suspension. Speaking of better than expected, not that long ago Brembo monobloc M40 radial calipers were the stoppers reserved for high-end sportsbikes. Here the four-piston unit gripping a single 320mm front disc is more than enough to bring this little parallel-twin to a hurried halt, complemented by a no-name caliper biting a 240mm-disc at the rear. For a model in this price range, the 450SR S dashboard contains a heap of information Switch the ignition on using a conventional key and the daytime running lights flanking the split-style headlight dance up and down the nose of the bike, as a graphic interpretation of the 450SR S reveals itself on the TFT dash. It’s an informative dash for the money, with the default appearance showing you both ambient and coolant temperature, the pressure and the internal temperature of both tyres, there’s a gear-position indicator, a fuel gauge as well as range-until-empty, plus the usual trip meters, tacho and speedo. There’s plenty of adjustment within the menu, too, both in terms of the appearance and the information shown on the default dash and in the adaptable rider aids such as traction control, upshift alert, quickshifter activation and the emergency warning lights which you can set to flash under particularly hard braking. Exhaust strikes a balance between noise and character And don’t forget CFMoto’s notable T-Box system, which uses a wired-in Bluetooth receiver, GPS and (free) 4G data to send you notifications on the bike’s whereabouts, its maximum and average speeds, your lap times as well as any fault codes and maintenance requirements. I suppose it’s because of all this technical capability that it’s still a little surprising to see a cable-operated throttle, which of course means no selectable power maps. But, quite honestly, between the engine’s modest output and the inclusion of traction control as standard, there’s really no need to trim the performance – it’d just be tech for tech’s sake. A 795mm seat height is a good compromise The steel-tube trellis frame is well sorted, and combined with relatively skinny 17-inch tyres each end, a short 1370mm wheelbase and sportsbike-like ergonomics, the handling is light and responsive – perfect for new-ish riders and engaging enough for seasoned ones. The clip-on ‘bars sit level with the top yoke rather than below it, meaning the racer crouch isn’t extreme, and this is backed up by some rationally placed footpegs that don’t cause any cramping, despite the very accessible 795mm seat height. I did experience pins and needles and numbness in my throttle hand on rides longer than about an hour, but generally only if the roads were uninteresting. Both the clutch and brake levers are span-adjustable, again not a feature generally included at this price point. Winglets with flashes of carbon-like trim hint at Moto3 dominance The 449cc parallel-twin’s fuel consumption is hard to argue with, returning 4L/100km, and it was reflected pretty accurately on the readout via the dash, too. It’s better than what I returned on the 450MT, but unsurprising given the adventure bike’s ready-to-ride weight is about 10kg heavier than the up-spec sportsbike. In real-world terms, it means you’re good for well over 300 kays from the 14-litre tank before you’re looking for a servo. Let’s say you’re needing 12 litres to refuel, paying Melbourne’s March 2025 average of $1.95 per litre of 98 RON… that’s less than $24 per tank, or around 7c per kilometre. I don’t even think a Tesla driver can argue with that. Quickshifter works for upchanges only but is a seamless operation that adds to the overall riding experience And no one’s going to argue with the styling. A convincing blend of premium cues and sporty proportions, the 450SR S brings a race-inspired aesthetic that wouldn’t look out of place on a higher-capacity supersport machine. The winglet-equipped bodywork is well finished, has layered textures of gloss and carbon-like finishes, and the sliders and gold fork legs all combine to reflect its higher spec. It’s available in two colour schemes, Nebula White (which I tested), or Jet Black. The former has gold highlights, which I reckon look great; the latter has a red trim for that devilish look. Rear lights can be activated to flash under extreme braking In terms of where it fits in the market, it puts up a compelling argument despite having a higher recommended retail price than Kawasaki’s Ninja 500, Yamaha’s YZF-R3 and KTM’s single-cylinder RC390. It surpasses those three easily though in terms of equipment and appointments, but even compared to Honda’s 2024 CBR500R, which has a ride-away price of $9999, the CFMoto can boast a long list of tech that the Honda cannot. You might argue that the Honda has a better reputation for resale and reliability, but even that argument is getting increasingly weaker as CFMoto’s decades of experience continues to grow. Another cool little feature on a bike built to inspire young riders So, while the 450SR S might not be making the same noises at the moment as CFMoto’s larger-capacity newcomers, it remains an important cornerstone for the brand. Because it’s in this highly competitive segment where value for money is heavily scrutinised, and where it makes CFMoto’s headway abundantly clear; there’s now significant substance behind the impressive styling. And all still with change in your pocket from $10k. Brand pride abounds with logos placed around the bike PROS – Sharp styling, impressive tech and character-filled engine make the 450SR S a standout in the LAMS class CONS – Longer distances can highlight some ergonomic niggles and the cable throttle leaves room for improvement Holy Jorge! This could be the best $400 you’ve ever spent IN A NOD to its Moto3 dominance, CFMoto has unveiled the 450SR S Team Aspar Limited Edition, which mirrors the same spec as the SR S. Celebrating the brand’s 2024 Moto3 Triple Crown victory, where rider David Alonso together with Ryusei Yamanaka clinched the Rider, Constructor and Team Championships, the limited-edition livery has been made available on the 450cc road-going sportsbike for a premium of just $400, taking the ride-away price to $9990. Called Championship Blue, it mirrors the Aspar Team’s racebikes and is adorned with official branding and sponsor logos. The fuel tank displays the three championship wreaths, commemorating the team’s 2024 achievement. Four-time world champion Jorge ‘Aspar’ Martínez, the team’s namesake, had a career spanning 15 years between 1982 to 1997 where he won three 80cc titles and one in the 125cc category. Sporting choice CFMoto 450SR S Features a 449cc parallel twin with a 270° crankshaft, offering a balance of power and torque suitable for both commuting and Sunday scratching. $9590 (ride away) Kawasaki Ninja 500 Equipped with a 451cc parallel-twin engine, it provides a slightly lower power output but higher torque at lower rpm, giving it decent mid-range performance. $7544 (plus on-road costs) Yamaha YZF-R3 Powered by a 321cc parallel twin, it offers a high-revving engine character, making it agile and responsive. With fewer cubes, it has less torque compared to its rivals. $8699 (ride away) KTM RC 390 Utilises a 373cc single-cylinder engine, delivering a lightweight and nimble experience with competitive power and torque figures. $9095 (ride away) Honda CBR500R Its 471cc parallel twin produces the highest power and torque in this group, suitable for riders seeking a balance between performance and comfort. $9999 (ride away) SPECIFICATIONS ENGINE Capacity 449cc Type Parallel-twin, 270° crank, DOHC, four valves per cylinder Bore x stroke 72mm x 55.2mm Compression ratio Not given Cooling Liquid Fueling EFI, Bosch Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 34.5kW (46.2hp) @ 10,000rpm (claimed) Torque 39.3Nm @ 7750rpm (claimed) Top speed 190km/h (est) Fuel consumption 4.0L/100km (measured) ELECTRONICS Type Bosch Rider aids ABS, traction control, up-only quickshifter and shift light Rider modes Not applicable CHASSIS Frame material Chro-moly alloy steel Frame type Trellis Rake Not given Trail Not given Wheelbase 1370mm SUSPENSION Type CFMoto Front: 37mm upside-down fork, fully-adjustable, 120mm travel Rear: Multi-link monoshock, adjustable preload, 130mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 17 x 3.0 Rear: 17 x 4.0 Tyres CST Adreno HS AS5 Front: 110/70R17 Rear: 150/60R17 Brakes Brembo, ABS Front: Single 320mm disc, four-piston M40 monobloc caliper Rear: Single 240mm disc, single-piston caliper DIMENSIONS Weight 175kg (wet, claimed) Seat height 795mm Width 735mm Height 1130mm Length 1990mm Ground clearance 135mm Fuel capacity 14L SERVICING & WARRANTY Servicing First: 1000km Minor: 6000km Major: 24,000km Warranty Up to three years, unlimited kilometres BUSINESS END Price $9590 (ride away) Colour options Nebula White or Jet Black CONTACT www.cfmoto.com.au The post ROAD TEST | CFMoto 450SR S appeared first on Australian Motorcycle News.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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