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Finally – proof that you don’t need bulk or big dollars to chase big horizons When I was a kid in the 80s, an adventure bike was the bike you had. You strapped on your luggage and off you went. Over the decades since, we’ve had a steady trickle of specialised choices for adventure but they seemed to get bigger, heavier and crazy expensive. Finally, we are getting choices in the smaller, lighter and more affordable category. And with the introduction of KTM’s all-new 390 range, high performance has been added to the mix. I tested two of the 390s during the official launch of the Adventure R and Enduro R on the NSW South Coast, changing my mind several times on which one could be my ultimate adventure bike. RHYTHM IN THE RAIN We began our three-day ride in typical adventure style – in rain, fog and on a long stretch of asphalt. But before heading off astride an Enduro R, I did my usual warm-up of riding half-a-dozen full-lock standing figure-eights. It felt great. A bit soft in the suspension, but the left-right transition wasn’t scary like some bikes; the steering was smooth and the front didn’t feel like it wanted to tuck. The Adventure model has a 320mm front disc, the Enduro a 285mm rotor We had a few hundred kilometres to get to our accommodation, and 70 per cent was on road. I didn’t mind. It gave me time to play with the electronics and suss out cruising speeds; 100km/h felt good at 6000rpm; 120km/h at 7000rpm felt like I was revving it a bit hard for long stretches, especially with a redline of 9000rpm. It was also very stable, even when I was provoking it to twitch and carry on, and it continued tracking straight and rock solid on the tight and epic windy roads up and down the mountains either side of Kangaroo Valley. The bike and quickshifter combined well with the Mitas XT Plus tyres and could comfortably double the speed sign recommendations. Thankfully, the electronics options are few, straightforward, and can be worked out while riding. If you want to go seriously off-road, choose the more minimalist Enduro version The Enduro R has simplified options compared to the Adventure R, and while I usually skip deep dives into the electronics (they can be very complicated), I was playing around with them to distract from how cold I was without the Adventure R’s windscreen. Turns out Street mode has less power down low and more up top, which is the exact opposite of what happens on the big KTMs. It makes sense as the bike is kinda underpowered, and less power down low in Offroad mode wouldn’t make sense. My favourite electronic setting was the Reduced mode on the TFT screen, which made the gear and speed info huge, so a quick glance down revealed the essential data in the shortest possible time. A dedicated Traction Control button would be nice. It’s a simple menu, but when you’re in third gear tapped up a gravel mountain road and hit erosion damage and get no drive at all, you want to hit a button rather than menu-dive. I think the only use for TC on a low-powered bike is uphill in slick mud, where it works very well. DIALLING IT IN At 105kg, I’m too heavy for the stock suspension, so I was the first to get mine adjusted; others soon followed. Marketing manager Rosie Lalonde even commented the bike felt better with the preload wound up. But while no one was saying the upgrade to Xplor Pro was necessary, all were keen to try it because expensive suspension is like a magic carpet when set up right. TFT dash can be configured for easier reading at speed I had no issues riding it after I maxed out the preload. Riding around the limitations was fine, but I’m very keen to try the up-spec Xplor Pro fork cartridge kit and shock. At 187cm, I would love a taller seat, mainly for the road sections. THE TORTURE TEST The older and more skilled I get, the more I prefer more difficult terrain, smaller bikes and lighter luggage. I recently sold my heavily adventure-ised Yamaha WR250R as the options for out-of-the-box ready smaller adventure-ised bikes were opening up with the Royal Enfield Himalayan and CFMoto 450MT. They’re both excellent bikes, but not quite high-performance. Was this bike going to be my unicorn? Our tester found the sidestand easy to kick down but thought it looks a bit ugly We had the luxury of riding without luggage, so the only thing to do was to send it and find the limits. Thankfully, we were doing the cornerman system, which is great to get a rest from this tiring sending it caper. Six journos put these two 390s through their paces, with a few remarking, “I don’t think these bikes were designed for this torture test.” You’ve got to admit that KTM knows how to keep its racer DNA alive in its road-registered models KTM didn’t actually say what they were designed for or for whom. With such a low price point, it’s easy to assume they’re for beginners or riders new to adventure bikes. Although it’s obvious where the cost compromises are, such as the cheaper WP Apex suspension and steel tanks instead of plastic, they excel where it counts: in handling, ergonomics and, dare I say, the TFT, which isn’t necessary, but when turning the key, you are confronted with “READY-TO-RACE”. I think the “R” tag is deserved. Despite the beating these bikes received in the ruts, washouts, deep bogs, single trail and long river crossings, I don’t think they were ever close to their limits, except for sending it off erosion mounds. Few adventure bikes can be launched without consequences, and these 390s weren’t close to being the exception. I saw a lot of riders scrubbing the savage pointy triangular ones and sending it off the smaller civilised mounds and always landing back-wheel first. One bike had some spokes come loose and another sucked in some water through the breather hose that caused the oil to go milky, but this can happen to any bike. Long-term longevity will be the bikes’ next test. What will they be like after being ridden like a scalded cat for 40,000km? Fuel tank capacity is 14 litres on the Adventure and 9 litres on the Enduro SPOILT FOR CHOICE At the end of Day 2, I had changed my mind so many times about my preference. The Enduro R is 159kg (dry), and the Adventure R is 6kg heavier with its bigger tank, larger dash and screen/tower contraption. I thought I would gravitate to the Enduro R because of the lighter weight, taller seat and because I love enduro bikes. But the Adventure felt better in most conditions. The extra weight over the front wheel made it feel more planted and it gave me more confidence. I started trying to pick faults with the Adventure. I accelerated, sliding it out of corners, leaning forward with my neck over the screen, hoping to prove it was too close and too tall… but it was perfect; it was even shaped to accommodate my chest as it lightly brushed against it at my full stretch. Hopefully this is not a view you get too often What about wheelies or braking? I couldn’t really notice a difference. I went off the track and started crawling over logs and big granite rocks. This is where the Enduro R outshone the Adventure R. That extra bit of top-heavy weight made a noticeable difference at very slow speeds, and the screen became distracting, especially up steep embankments when you need to get your body forward, and that screen comes for your neck fast. I was nervously expecting it to whack me between the eyes a few times as I manoeuvred the bike across some tricky rock sections. In an effort to constantly push the bike to the edge of my ability, I was often doing dumb stuff. Riding through deep brown bog puddles for the camera and trying to mono out from the deep in the centre, how forgiving and capable is it? For one photo, I suggested a simple line across some rocks, on top of a fire trail embankment, completely forgetting I was on the Adventure R when the Enduro R was the bike to be on. Off-road journo Clubby was actually first and made it look easy; I hit the lip of the launch rock and gave it a fist-full, coz I wanted to get the hero shot by lofting the front nice and high, maybe even a bar turn for major epicness… except I ran out of ability and the top-heavy Adventure started to depart from my intended trajectory. As we went our separate ways, somehow the front tyre hit the edge of a rock on the 45-degree roadside slope, jerking the bars. At that moment my right hand slipped off the grip and I slapped my right leg, and all I could hear was all the onlookers going “OHHHHHHHH!” Somehow, the next thing I know, I was sitting comfortably in the middle of the fire trail asking photographer Wilko, “Did you get it?” Did I mention I love small bikes? ‘Trying’ things on bigger bikes leaves little room for error, aka less fun. Small bikes like this are built to handle overzealous riders without spitting you off. You can really build some confidence in yourself by surviving situations that are so much more recoverable on a small bike. Back on the fire trails or wide single trail, I’d take the Adventure R any day. Combine that with a big wind deflector for the transport sections; yeah, it’s a win for me. So, who would buy the Enduro R? It’s cheaper, so maybe it’s a budget thing. New riders may be distracted by the big tower right in front of their eyes. Although the seat is lower and wider on the Adventure R, it feels taller than the Enduro R; there’s some weird spatial psychology going on there. One thing I’m sure of is that this is a great second bike for many people who don’t ride their big 1000cc+ ADVs off-road but keep a smaller single-cylinder bike for the trickier terrain. This could be perfect. Or buy two or three and go riding with your kids. BOOTS FULL, SMILES WIDE Back to the action, I can’t help thinking that Aquaman himself chose our route. The creek crossings we did were into the many dozens. New-model launches are about photos and video as much as the riding, so creeks and river crossings require multiple passes. Once our boots were full, no one complained. At ‘Shallow Crossing’ over the Clyde River, we were instructed to cross in a group of six. Sure, no problem. It was about 80m across, tidal and flowing quite fast, but only about 30cm deep. There were tall white posts showing the edge of the concrete causeway because there was no raised edge, which was weird, but I didn’t anticipate any problems; I live for these fun moments. I was at the back, and immediately my eyes widened at the vast amount of whitewash being thrown up and swirling all around me. The other guys seemed to be trying to make adjustments to the formation, and I was counter-adjusting to their movements. All of a sudden, there were no white posts to be seen! It looked like I was being towed behind a ski boat across open water. Then, whoa! I nearly clipped a white post. These posts better be on the causeway because I struggled to get away from the edge, trying to make only subtle adjustments so I didn’t overcompensate and spear the bike next to me off the other side. We all did a U-turn on the far side and sat in formation for the return trip. I skipped ahead to the second row, hoping it would be easier. A few guys remarked how weird the first pass felt, and many were muttering about the water flow and our speed might have been too fast. Then, on the way back, I realised the problem: this causeway was the slipperiest causeway in the world! My arse-end was pointing in a very different direction from the way I was travelling. Once we all realised the reality of our situation, we started having fun with it. Second gear, point and squirt. The solo runs were hilarious. Who could hang it out the longest? I was very surprised that it was so easy. Obviously, we were all riding correctly, standing with our weight over the front; sitting down would have felt super sketchy. Credit to the bike for giving only positive vibes in such a crazy situation. At the next river crossing, I wondered how far I could take this slippery causeway hoon act and dragged the front brake and got it up to fourth gear to make my best rooster tail. The sealed airbox is a nice change from a regular enduro, which can’t go very deep before drowning. The intake is up behind the headstock, which would be easily high enough for any river crossing I’d do. I’m definitely not a fan of up-to-the-headlight crossings! SMALL BIKES, BIG LESSONS On our final day, we had one more photo spot. A perfectly winding S-shaped fire trail section with a sandy base. Easy to slide, with some elevation changes and a few bumps to help loft the front and create those epic moments that sell bikes. Jordy and Wilko were ahead, set up with perfectly framed shots, waiting for the riders to deliver our part. During my first run, I wished I was on an 890. You really need to master the first corner, keep momentum into the next uphill corner, then casually loft the front on the exit while hitting the puddle for an epic splash. All this is much harder on the 390 because the 890 can make up for a lack of skill with a quick wrist flick, while the 390 will expose your shortcomings. Sure, we could just roll through, whatever, and the shots would still turn out fine. But for me, the challenge of becoming a better rider is what motivates me to ride in the first place. Touring to see sights bores me; facing the challenge is what excites me. Here’s the ultimate test of KTM’s sealed airbox. The intake is high up behind the headstock. The crew traversed the 80m-wide crossing of the tidal part of the Clyde River. Wonder who washed the salt out of the bikes later That’s what has me sold on these lighter, smaller bikes. Ride them, and you will improve. I see myself and my kids going on adventures together on small-bore ADV bikes. Even my 80-year-old dad should be on one, as his Aprilia Tuareg is getting a bit tall and heavy for him. Three of these cost nearly the same as one big-bore adventure bike. Improving takes years, but on smaller bikes progress happens much faster because it has to. You’ll master gear selection, carry corner speed, scrutinise the terrain and actually gain skills you’ll never learn on a big bike that most are afraid or too unfit to ride properly. These bikes suit both beginners and seasoned riders. By the end of Day 3, soaked boots, dry body (thanks to the Klim gear) and grinning about the future of small adventure bikes, I realised these 390s aren’t just bikes – they’re a throwback to when adventure meant being adventurous, nothing to do with size or money. Plus, whether it’s me, my kids, or my old man, they’re the kind of machines that help create a better rider. PROS – They feel lightweight, the Adventure looks like a Dakar bike at first glance, excellent handling, sealed airbox for deep river crossings, loved the Reduced mode on TFT display. CONS – Cheaper suspension, small capacity tank on the Enduro R, low seat height for my 187cm, the sidestand is easy to kick down but it looks a bit ugly. COMPETITION CFMoto 450MT – $9990 ride away Parallel-twin, 33kW (44hp), 44Nm, 220mm travel, 175kg dry Royal Enfield Himalayan 450 – $8490 ride away Single-cylinder, 30kW (40hp), 45Nm, 230mm travel, 181kg dry SPECIFICATIONS 2025 KTM 390 ADVENTURE R Engine Single-cylinder, 4-stroke DOHC, 398.7cc, 33kW (44hp) @ 8500rpm, 39Nm @ 7000rpm Transmission 6-speed, PASC slipper clutch Frame Steel trellis with bolt-on subframe Suspension Front WP APEX 43mm adjustable preload and rebound (230mm travel). Rear WP APEX adjustable preload and rebound (230mm travel) Brakes Front single 320mm disc. Rear 240mm disc. Bosch ABS with Offroad mode Wheels/Tires 21/18in spoked; 90/90R21 front, 140/80R18 rear (stock Metzeler Karoo 4) Dimensions Wheelbase 1481mm Seat height 870mm Fuel capacity 14L Dry weight 165kg. Price $11,295 ride away. 2025 KTM 390 ENDURO R Engine, Transmission, Frame, Suspension Same as Adventure R Brakes: F ront single 285mm disc. Rear 240mm disc. Bosch ABS with Offroad mode and full-off switch Wheels/Tires: 21/18in spoked; 90/90R21 front, 140/80R18 rear (stock Metzeler Karoo 4) Wheelbase 1475mm Seat height 890mm Fuel capacity 9L Dry weight 159kg Price: $10,695 ride away Contact: ktm.com/en-au.html The post AUSSIE LAUNCH | 2025 KTM 390 Adventure R & Enduro R appeared first on Australian Motorcycle News.

A purring triple-cylinder engine and sharp handling have this big cat gunning for a spot among the all-time great all-rounders It’s all too easy to assume the 2025 Tiger Sport 800 is a Tiger 660 with a current engine plucked from stock and shoehorned into the smaller bike’s chassis. It is, in fact, a new model and concept from Triumph with an entirely new 800cc triple engine – which I’m sure we will see in other models to come. The chassis is similar to the 660’s and shares the same swingarm, but the frame has been modified to accommodate a larger airbox and three separate intakes rather than the single intake of the 660. The brakes are shared with the new Speed Twin 1200, and I’m sure other cycle parts hail from other models, but the blend of a sporty 17-inch front rim – not the 19-incher found on the 850 Sport and 900 GT Sport – and adventure styling gives the 800 a new and subtly sporting attitude. No mistaking that familiar Triumph ‘face ON THE ROAD In the early morning sunlight, on smaller rims and in optional Cosmic Yellow, the Tiger looked purposeful; for under $20k it’s a great-looking bike. Even if you remove the badges, it’s clearly a Triumph. The TFT dash and three riding modes may feel basic in 2025, but for many riders they’ll be just right. At 835mm, the non-adjustable seat height makes the bike unintimidating, and the compact cockpit is easy to navigate. The standard quick-shifter works smoothly, and fuelling is precise across Rain and Road maps. All-day comfort with enough power, torque and handling to keep up with the big boys. How good is that? Cold, damp roads made me opt for Rain mode, but as the fuelling was so smooth and the torque curve so flat, I’m not sure it was even needed. The standard Michelin Road 5 rubber worked well in poor weather, and I could only provoke the traction control by deliberately accelerating hard over white lines or slippery manhole covers. It was easy to change modes on the move, but it’s not actually clear which mode you’re in once selected as there’s no obvious indication on the dash. Triumph branded brakes are the same as those used on the standard Speed Twin 1200 In town there was a lovely burble and rasp from the exhaust that’s complemented by an induction roar from the airbox. The bike felt up for some fun and certainly processed traffic with a smile on its face. Like the Tiger Sport 660, the 17-inch front wheel and road-biased geometry allowed it to steer quickly and easily and there was none of the slightly top-heavy feel of some older Tigers. Don’t be fooled by looks. This is a totally new triple that will surely power other models to come A brief stretch of fast motorway revealed that the 800 isn’t as revvy as the 660 and is noticeably more relaxed (and relaxing) as speeds push past 130km/h. The riding position is adventure style – upright but balanced – and the largish, manually adjustable screen was effective at diverting a wintry blast from my upper body and head. Triumph makes some fine-handling bikes and the new Tiger adds to that tradition. On twisty roads, its 214kg seemed to disappear, making it effortless to ride and hustle. It’s flickable and fun like the smaller 660 but the chassis has more refinement and control. Standard muffler still emitted a healthy growl when flogged high in the rev range Despite the 800’s adventure bike looks, its unambiguous road focus means the suspension doesn’t need to be long-travel to cope with any off-road work. With less travel than a typical 19-inch adventure machine, the chassis and suspension work well together; there’s enough weight transfer under braking to load and work the tyre, but the fork doesn’t dive like a soccer player looking for a penalty, while the rear is controlled and offers plenty of feedback – even when you start to make full use of the triple’s 84.6kW (113hp). Showa fork is tuned for road use, despite the adventure bike styling The torque curve is very flat, making for a linear power delivery that drives the 800 with satisfying urgency. Work that smooth quickshifter and you can enjoy a ride brisk enough to make you question why you’d ever want more power or torque. Should the mood take you, it will happily rev past 10,750pm to the limiter at 11,500rpm, and behave like a (comfortable) sports bike. Such is the punch of the midrange, there’s no need but rev beyond 8500rpm but, like all Triumph’s triples, its rasping exhaust sounds epic when you do. The 835mm seat height will suit most riders and there is adequate pillion accommodation In Sport mode, the throttle response is a little sharper, but not overly aggressive, and you can feel the rider aids have been turned down. The TC works as an anti-wheelie and is relatively smooth when it kicks in. In Sport the front wheel hovers and holds over crests or when accelerating hard in the first two gears, whereas in Road mode wheelies are kept on a tight leash with the front tyre firmly planted. Quickshifter is standard Unlike some sports-tourers, ground clearance is excellent for this type of bike. Only heavier riders or those riding two-up with luggage may want to add some preload to the rear. I rode reasonably hard and was impressed by the composure of the chassis at pace. This Tiger certainly has the minerals necessary to chase your (far less comfortable) mates on sportsbikes. The brakes department may lack the Brembo bling of some of the Italian competition but the 800’s twin 310mm front discs and four-piston calipers (there’s a single 265mm disc on the rear) are more than up for the job. The radial-mounted Triumph-branded items are the same as the standard Speed Twin 1200, and they work well on the modern classic too. Cornering ABS is standard and doesn’t change via the mode, which does mean when ridden aggressively it kicks in a little early and is a tad intrusive. For normal riding, though, the safety net of cornering ABS will be a bonus. The Tiger Sport 800 could be one of the best all-rounders in a couple of decades of motorcycling The combination of an excellent chassis with that 17-inch front wheel, a fun engine full of character and a roomy riding position meant I didn’t want the test day to end. It’s not often you can have so much fun in comfort. We only got a taste of the 800’s long-distance ability but after a full day in the saddle I had no complaints. Install some of the optional luggage, which incidentally is the same as the 660’s, even down to its mounting points, and you could easily kick out some big kays. VERDICT The Tiger Sport 800 is a fantastic all-round machine; versatile, as easy to manage as the Tiger 660 but classier, and a cinch around town and at slow speeds – yet attach some luggage and it can belt out a few solid weeks of touring. It will commute efficiently during the week and unsettle sportsbike riders on weekends. It sounds good, looks smart and has bags of character. It also comes with just enough gadgets and rider aids to keep you safe. When it comes to naming the great all-rounders of the last 20 years or so, many will cite Honda’s legendary VFR800 or Kawasaki’s first generation Z1000SX, which are good at almost everything – and now a new bike joins that list. PROS – Excellent chassis, a fun engine full of character and a roomy riding position. CONS – Hard to fault, except for a slightly intrusive cornering ABS system, which doesn’t change with the rider modes. COMPETITION Yamaha Tracer 9 GT from $25,599 (ride away) BMW F 900 GS from $21,770 (ride away) KMT 890 SMT from $20,495 (ride away) Ducati Multistrada V2 from $26,100 (ride away) SPECIFICATIONS ENGINE 798cc water-cooled inline triple, 4 valves per cylinder, 78mm x 55.7mm bore/stroke, 13.2:1 compression, wet multiplate clutch, six-speed quickshifter, chain final drive PERFORMANCE 84.6kW (113hp) @ 10,750rpm, 84Nm @ 8500rpm, est. top speed 250km/h, fuel consumption 4.7L/100km (claimed) ELECTRONICS Bosch IMU with riding modes (Rain, Road, Sport), lean-sensitive ABS and TC CHASSIS Tubular steel perimeter frame, rake 23.8°, trail 99mm, wheelbase 1422mm SUSPENSION Showa 41mm USD fork (comp/rebound adj, 150mm travel), single rear shock (rebound and remote preload, 150mm travel) WHEELS/TYRES 17-in cast alloy wheels, 120/70 front, 180/55 rear, Michelin Road 5 tyres BRAKES 310mm twin front discs with radial 4-piston calipers, 255mm rear disc, Bosch cornering ABS. DIMENSIONS 214kg wet (claimed), seat height 835mm, width 828mm, height 1386mm (screen up), fuel capacity 18.6L PRICE/COLOURS $20,290 ride away. Graphite, Caspian Blue, Sapphire Black, Cosmic Yellow. CONTACT triumphmotorcycles.com.au The post QUICK SPIN | Triumph Tiger Sport 800 appeared first on Australian Motorcycle News.

Savic’s electron-powered two-wheeler is creating a lot of noise without making a sound Electric motorcycles are coming – maybe sooner than some Aussies would like judging by some of the reactions on AMCN’s social media pages. In a country still grappling with range anxiety, limited charging infrastructure, and a love affair with cubic centimetres, the idea of a silent, battery-powered motorcycle can be met with everything from vague curiosity to muttered profanities. Yet the march of legislation and technology means it’s only a matter of time before two-wheeled EVs start replacing their petrol-powered predecessors. While electric cars have become fairly commonplace on Aussie roads, electric bikes are an altogether tougher nut to crack. It seems many two-wheeled enthusiasts in Australia regard engine noise, exhaust notes, and snicking gearshifts as central to the riding experience. Lose that character and what’s left? It turns out the answer is plenty — at least if you do it right. It’s rare to see a motorcycle attempting to change the rules, rarer still for one to be designed and built in Australia. Savic Motorcycles is the brainchild of Dennis Savic, a young engineer who, frustrated by traditional motorcycle design and inspired by the potential of electric mobility, decided to build something different. Teaming up with award-winning concept designer David Hendroff — a man who’s been sketching futuristic motorcycles since the 1980s — the C-Series took shape. Together they evolved the design through six major iterations, finally settling on a naked roadster aesthetic that shows off the core tech rather than hiding it. Dennis Savic with the 2016 Concept THE TECH While the quality of the C-Series finish is undeniable, its aesthetics haven’t been met with universal appreciation. In press images it can look a bit boxy, but the proportions make more sense in the metal, especially in carbon fibre bodywork that gives it a kind of sci-fi, road-warrior vibe. The looks are certainly distinctive and unlike anything else on the road, which to many is a virtue in and of itself. Buyers can also tailor the final spec to their precise tastes, with details such as finishes, seat trims and badge colours customisable via the online configurator. Underneath that unique shell is a serious piece of technology. The proudly-displayed battery has a capacity of 16.2 kWh, while the 3-phase AC motor delivers 60kW (around 80 hp) and a monstrous 200Nm of torque – a figure more commonly associated with four wheels than two. Shelf life shouldn’t be a concern either, with the battery designed to last approximately 150,000 km or 10 years before range starts to reduce. An 80% recharge takes 7 hours at home via a wall plug, or 4 hours via a 15-amp outlet. Fast DC charging was left off the menu due to extra weight it would have added to what is already a hefty 280 keg package. A development chassis displayed in Savic’s Melbourne headquarters The battery connects to the C-Series’ cast-aluminium backbone as a fully stressed member, centralising mass and providing ample stiffness. Nestled beneath is the liquid-cooled, 3-phase AC motor powering an Opti-Belt drive — a virtually maintenance-free alternative to chains that delivers smooth, near-silent power to the rear wheel. The wheel itself features a bold, minimalist 3-spoke design supported by a sculptural single-sided swingarm, giving the C-Series a custom-looking stance straight from the factory. Brembo brakes provide the stopping power, bolstered by ABS developed specifically by Bosch Australia. There’s also customisable regenerative braking to extend the range, generating torque opposite to rear‑wheel rotation as you slow. The ‘engine brake’ effect can be adjusted through 10 levels according to rider preference via the matte-finish 7-inch capacitive touchscreen. The digital dash also allows riders to tailor the display to suit their preferences, including layout themes and riding data. Savic plans to roll out additional display options and visual themes via over-the-air updates, ensuring the easy-to-use interface continues to evolve. Navigation is also built in. Four integrated ride modes are available – Eco, Rain, Normal, and Sport, along with 3 modes that can be customised to rider preference. Eco mode dials down throttle response and maximises regenerative braking, making it ideal for city commuting where range efficiency is key, while Normal mode sacrifices a little frugality for more responsiveness. In Sport mode the full 200Nm is delivered to the rear tyre without preamble, propelling the C-Series to 100 km/h in just 3.5 seconds. THE RIDE A 280kg electric bike with a truckload of torque at zero rpm sounds excessive on paper, but the C-Series is actually very approachable, with the slightly forward-canted riding position providing plenty of legroom and the low, firm-ish 780mm seat allowing for plenty of leverage at a standstill. And they’re not outlandish figures for a machine packing this much grunt anyway. About the only other motorcycle with anything like this amount of torque on tap is the Triumph Rocket 3, which weighs about 40kg more. Tapping the throttle for the first time is met with easy, linear progress, and once you get used to the lack of engine noise it all feels very natural. The weight doesn’t completely melt away on the move with much of the battery mass unavoidably high in the frame, but low-speed manoeuvring is still a cinch, and it even has a super-handy reversing function for parking and navigating tight spaces. Around town the C-Series does an admirable job of combining the twist-and-go utility of a scooter with the dynamics and performance of a full-sized power cruiser. ‘Eco’ mode does exactly what it says on the wrapper, feeling a little dull compared to Normal mode while eking out more distance, but I was keen to see how the big C responded with full power enabled. And it doesn’t disappoint. After scrolling through the modes via the handlebar toggle, Sport mode is selected but not enabled until you close and reopen the throttle, and when you do the difference is immediately obvious. The bike whooshes forward with urgent, clean thrust, with a throttle response that feels much more direct without being twitchy. But unlike a petrol engine, where the drama and speed rise with a crescendo of revs, the C-Series silently dishes up a big serve straight away, making it terrifically responsive in traffic. It really is the antithesis of internal combustion performance in so many ways, but no less rapid for it. The rolling acceleration is properly impressive, seeming to launch forward at the same rate no matter what speed you’re doing when you nail it. The pace is deceptive without the bike shouting at you – you just get 200Nm obediently delivered without lag or fuss… and without any great charisma it must be said. I wouldn’t mind a little more volume, even if it’s an amplified electric hum of some sort, but the 3-phase PMAC motor is whisper quiet, with just a subtle ‘vmmm’ audible before the road nose drowns out even that faint note. The lack of a soundtrack doesn’t prevent it being able to keep up with sportsbikes up to 100 km/h though, and you can feel the excellent rear Pirelli squirming as it transfers all that turning force to the tarmac. The beefy, non-adjustable forks at the front and preload-adjustable shock at the rear were developed in-house under the guidance of Aussie racer Jed Metcher, and they do a solid job of keeping the C-Series settled despite the bulky battery. You get the impression the forks and shock need to be sprung reasonably heavily to ensure the mass doesn’t oscillate over bumps, providing a reassuringly firm feel that’s entirely in keeping with the café racer genre. You can hustle the chassis confidently enough through a set of bends, but there isn’t a level of feedback from either end that will have you harrying sportsbikes in the hills. In terms of weight and torque it’s more like a big power cruiser, rewarding a slow-in, fast-out cornering approach to maximise all those newton-metres. While you wouldn’t describe it as scalpel-like on a twisty road, the Savic feels utterly at home in urban settings, where it never failed to elicit double-takes from passers-by as they witness you ghost past with only the whisper of disturbed air to proclaim your passing. Indeed, I was surprised just how much attention the stealthy Savic received on our ride around Melbourne. People were genuinely enthused to see the Aussie-made machine pull up noiselessly near them and I’ve never received so much curiosity or positive reactions on a motorcycle of any sort. It was also refreshing to be able to pull up next to my riding partner and have a normal conversation, instead of bellowing like a lunatic over the engine noise and nodding stupidly while pretending to understand the reply. THE VERDICT So, to the bottom line – does the Savic C-Series stack up compared to petrol counterparts? Well, first off, I disagree with those who describe it as boring or like a mobile refrigerator. The thing is quick and cool, and while the lack of an evocative mechanical roar might not provide as much emotional connection, there’s an inherent symbiosis of rider and machine required to gracefully arc through a corner on any motorbike, experiencing the elements as you power down the road, that doesn’t rely on aural histrionics to be plain good fun. And in bringing proper power and sophistication to the table, the C-Series is absolutely a viable alternative. For city commutes, suburban carving, and some weekend fun, it’s spot-on. The riding experience is satisfying in a totally new way, and there’s something very cool about pulling silently into a parking spot on a locally engineered machine. The measure of how modern it feels is apparent when you jump back on a conventional petrol-burner after a few hours in the C-Series saddle, with the clutch, gears, and engine rattle feeling a touch quaint all of a sudden. I do wish it cost a bit less but assembling, engineering, certifying, and marketing a motorcycle from scratch in Australia wouldn’t be easy and, in some ways, it’s staggering that Savic have managed such a low price for the C-Series. It also has an obvious ace up its electric sleeve when it comes to ongoing fuel and maintenance costs. The main service items are occasional fork and brake fluid changes, a drive belt swap every 48,000 km and head bearing checks. No valve clearances, oil changes, clutch plates or chain to worry about, and, if you have solar power, you can ride along with the smug satisfaction of knowing you’re benefiting the environment as well as your hip pocket. Whether the C-Series is your cup of electricit-tea or not, Savic is to be applauded for pushing boundaries. The C-Series is definitely worth a test ride if you’re in the market for a premium commuter. PROS – Distinctive, cool, quick, supremely simple to use, more than adequate range for an urban commuter and you’ll never have to visit a servo again CONS – Challenging aesthetics from some angles, lacks some charisma, no rapid charging, no traction control at the time of writing SPECIFICATIONS MOTOR Type SM1 3-phase AC IPM Peak Power 60kW (80hp) Peak Torque 200Nm Cooling Liquid for motor, cold plates for inverter, charger, and AC/DC converter Transmission Clutchless direct drive with Reverse Mode for slow-speed manoeuvring and parking Final Drive Optibelt Delta with carbon cord (8mm pitch, 36mm width) POWER SYSTEM Battery Li-Ion Capacity 16.2kWh Charging Level 1 1.8kW/8A from wall Charging Level 2 3.3kW/15A from wall or Level 2 public AC EV Charge time 4 hrs to 80 per cent at 3.3kW, 7 hours to 80 per cent at 1.8kW (DC fast charge not compatible) PERFORMANCE Top Speed 180km/h-plus Acceleration 3.5sec 0–100km/h Combined range (city and highway) 200km-plus ELECTRONICS Regenerative braking Deceleration and braking (both customisable) Rider aids ABS, regenerative braking Ride modes Normal, Sport, Eco and Rain pre-programmed and three customisable options Screen 7in touchscreen Connectivity Built-in cloud connectivity allows for system updates and security location as well as keyless smart phone ignition activation CHASSIS Frame Cast-aluminium backbone with 144V battery pack incorporated as structural member Swingarm Cast-aluminium single-sided Wheelbase 1440mm Rake 24° Trail 103.5mm Lean angle 40° SUSPENSION Front Savic-developed telescopic fork, 160mm travel Rear Savic-developed monoshock, adjustable preload, 49mm travel WHEELS & BRAKES Wheels Cast aluminium, three-spoke Front 17 x 3.5in Rear 17 x 5.5in Tyres Pirelli Diablo Rosso III Front R5 120/70ZR17 Rear 180/55ZR17 Brakes Front Dual 4-piston Brembo M4 Monoblock, twin 320mm discs Rear 2-piston Brembo, 260mm disc DIMENSIONS Weight 280kg (Kerb) Seat Height 780mm SERVICE AND WARRANTY First service 1000km Minor 12,000km Major 24,000km Warranty Two years (components other than Energy Storage System) Battery warranty 5 years (Energy Storage System) BUSINESS END Price from $29,990 plus ORC Colour Options Carbon Fibre, Atomic Silver, Dark Matter Black, or the owner’s personal CONTACT Contact savicmotorcycles.com The post AUSSIE LAUNCH | Savic C-Series Alpha appeared first on Australian Motorcycle News.

With Dakar DNA and serious off-road chops, BMW’s latest GS is more than just a styling exercise A quick history lesson to impress your know-it-all mates down the pub. The first production GS, the R 80 G/S, rolled out of Berlin back in 1980 and, despite multiple victories at the Dakar in 1981, 1983, 1984 and 1985 with a highly modified, monster-version of the road-going enduro, was a slow-burner in sales terms. In fact, it wasn’t until 1994 when the G/S morphed into the R 1100 GS that it became anything more than a niche ride and, even then, it wasn’t until 2004/2005 with the arrival of the R 1200 GSA that sales finally rocketed. But before any of that, the very first BMW GS, a prototype from 1978, was little more than a crazy idea to put a boxer engine in an off-road chassis and see what happened. What would go on to become the most successful adventure bike ever wasn’t an intensely marketed or aspirational machine designed for and targeted to a specific demographic. It started life as some bloke’s weird idea. The ‘new’ 12 R G/S pays homage to those early R 80 machines and the spirit of the pioneering road-legal enduros. Suitably, it adopts the older air-cooled 1200 engine you’ll also find in other heritage BMWs, such as the R 12 NineT and R12. The visual and architectural similarities between the modern Euro 5-plus air-cooled machine and the original R 80 G/S are startling. BMW designers have nailed it. But this bike is far more than just a design exercise showing what BMW is capable of when the creative juices are allowed to flow. This is an everyday and thoroughly usable boxer with multiple riding modes and rider aids. It also has plenty of optional creature comforts we could only have dreamt about in the 1980s, including BMW’s Shift Assist, heated grips, hill start control and cruise control. Like the Dakar racer of old, the new G/S should be capable off road too, given its fully adjustable enduro suspension with 240mm of ground clearance and optional Enduro package that swaps the standard 17-in rear wheel for an 18-incher and adds another 20mm of clearance. We headed to Germany to see if the new G/S could live up to the reputation of the original, both on and off the road. RETRO COOL DONE RIGHT Before we get into power, torque, rider aids and chassis attributes, I would urge readers just to sit back and look at it. In the flesh it’s even better, to the point that I think BMW designers have absolutely smashed it. Like many of us of a certain age I’m probably a little biased, and I’m also a huge fan of BMW’s R12 Rnine T – but there’s no denying the new G/S is a head turner, especially in the white, red and blue (or Light White colour as BMW calls it). Steering damper helps keep you on the straight and narrow I guess the looks and appeal depend on your age and biking history and whether you like the retro feel. But I don’t think you have to be a 1980s Paris-Dakar Rally fan to love this G/S, and you certainly don’t have to be a hipster to appreciate the cool vibe from the air-cooled 1200 G/S boxer engine. You have the choice of a single-dial retro dash with digital information in a small insert, or the ultra-minimalist strip LED display The 1170cc flat-twin engine is shared with the R 12NineT and R12. It churns out 80kW (109hp) at 7000rpm and 115Nm of torque at 6500rpm. Its three riding modes are Rain, Road and Enduro, with an optional Enduro Pro as part of the Enduro Pro Package. MSR (engine drag control) and Dynamic Traction Control (DTC) both come as standard, along with ABS Pro (all are lean sensitive) – techno-gizmos we could have only dreamed about when David Hasselhoff shockingly switched from Knight Rider to Baywatch. Its chassis is the familiar tubular backbone design, with a bolt-on subframe, and the suspension is fully adjustable at both ends: a conventional 45mm fork and Paralever rear. Then it starts to come down to which spec you’ve opted for. The front wheel is 21-inch in diameter, but the rear can be either 17 or 18 inches with the Enduro Package Pro, which increases ground clearance (and seat height) for more off-road capability. Old school bikini fairing meets signature BMW LED headlight The LED headlight with the familiar X design hints towards its big brother, the new R 1300 GS. A single-dial retro dash and keyless ride are standard but beyond that it’s down to budget and taste. Would you like the more informative TFT display stolen from the Rnine T? Which seat would you require: standard at 860mm high (or 875mm with 18-inch rear wheel) or the rally bench seat, which adds another 20mm? The ‘bars can be raised 20mm for off-road standing. Metzeler Karoo 4 off-road tyres can be selected along with the Shift Assist Pro quickshifter, heated grips, hill start, cruise control along with enough crash protection for those who want some serious off-road fun. The base bike is priced from $26,540 but our test bike in Light White with the Enduro Package Pro, Comfort Package, Headlight Pro and Connected Ride Control is around $5000 more, which is a bit steep. Crashbars are pretty much mandatory if you want to ride serious dirt roads on such an expensive bike But let’s ignore the price for a second and instead step back to a time when big perms on male rock stars were acceptable; let’s go ride. TALL IN THE SADDLE, EASY IN THE HANDS As regular readers will know, at 173cm I’m a little on the short side, meaning that with the Enduro Package Pro installed, pushing ground clearance to 255mm from 240mm and seat height to 875mm, I looked set for a difficult day. But while the G/S is tall it’s also relatively narrow, with its slim seat designed more for adventurous riding than comfort. I didn’t feel intimidated or overwhelmed. Chad ploughs through deep sand. He said the big bike felt stable as it carries its weight low The air-cooled G/S tops the scales at 229kg with fuel, only 8kg less than the BMW’s own R 1300 GS, but like other boxer models, that weight is carried low in the chassis so there is a sweet, natural balance to the bike. Yes, it’s tall but in reality not as big as the specs suggest. Once onboard, I was greeted by the familiar BMW set-up: navigation wheel on the left ‘bar, mode button on the right side. However, the dash is a little unusual, with a single round analogue speedo with digital information below, or the optional and rather small digital set-up from the Rnine T. Both are minimalist and neat but the TFT display doesn’t have a fuel gauge, just a fuel light, which I found to be a pain on the Rnine T. If you intend to explore the wilderness, then reset the trip and remember when you last fuelled up, just like the old days. And yes, there is still a key for the steering lock below the dashboard, despite the ignition being keyless. By using the older air-cooled 1200 engine from its heritage range, BMW has managed to give the new G/S that beautiful eighties Boxer bark Okay, now to the good stuff. And that is pretty much everything. The air-cooled boxer engine may not be as refined as the latest 1300cc unit – you can trace its roots way back – but I like the fact it’s a little rough around the edges, has a charismatic rock to it when you fire it up, and looks great. Fuelling and throttle response have been improved over the years to the point where it’s ridiculously user-friendly and delivers rich torque from virtually no rpm. Max torque is at just 6500rpm and, to be honest, you don’t really need to rev it any more for a rapid ride. Yes, down the pub (again) less than 110hp from a 1200 might not sound impressive, but you can use all the horsepower, which is always a great feeling, and with the TC removed there’s more than enough grunt to pop the front in the air, despite the G/S’s weight and relatively long wheelbase. Rear suspension is easily adjusted Thankfully, BMW allowed us to test the G/S off-road at their purpose-built park near Nuremberg. We covered everything from gentle green lanes to more challenging off-road, complete with deep water, sand and even a few jumps thrown in for good measure. The G/S never once faltered and was surprisingly easy and fun. As noted, the Enduro Package Pro kit includes the larger rear wheel, 20mm risers to lift the ‘bars and enduro footrests. When standing up on the grippy off-road pegs, it feels natural, like the G/S was designed to be ridden on dirt. The ‘bars are high enough, it’s easy to grip the tank with your legs and move your body weight around, sliding up and down the narrow seat on steep ascents and descents. Again, despite its on-paper size, there’s an intrinsic, confidence-boosting low-speed balance to the G/S. In tight sections, just tickling the throttle and balancing the clutch is very easy. Simply dial in the amount of enduro action you think you’re capable of handling For true off-road afficionados who want to do something radical, then yes, first gear is a little long, and the bike is heavy. But for a road bike that also goes off-road, it is more than capable. Aside from its obliging dirt manners, power delivery and balance, it’s the off-road rider aids that make the G/S especially accessible to everyday riders when hitting harder terrain. In the Enduro mode, which is designed to work with standard rubber, power is soft, the TC is maxed, the wheelie control minimal and engine drag is reduced. Braking is also set to off-road. You can feel the TC working when you get a little carried away, which is ideal for novice riders. But I preferred the optional Enduro Pro, designed to work with off-road specialist rubber. Now the power delivery was direct, there was no wheelie control or engine drag and the TC was minimal. ABS is front wheel only, which allows you to play with the rear, locking up at will. You can’t remove the ABS completely, but most owners will be thankful for the impressive off-road biased ABS, which rescued me on more than one occasion. Chad tiptoes through the tulips like a new age Tiny Tim on steroids SMILES ALL ROUND How much fun you have off-road will depend on your level of skill and what you are expecting from the G/S. Most will simply be happy to ride in the standard Enduro mode, with its expansive off-road safety net, and not try anything too demanding. More experienced dirt hounds will fancy Enduro Pro to try something a little more demanding and get some air time, which the G/S can do. There will only be a fraction of potential owners who’ll crave more power or want to be able to turn off the ABS fully. But those riders are probably coming from a racing background and I don’t think the retro G/S will appeal to those who want to smash fast desert tracks all weekend. On the road, the excellent qualities discovered on dirt and sand translate to the road. In town and congestion, it’s incredibly easy to ride slowly, while a commandingly tall riding position gives the bike (and rider) real presence. I can see many owners using the G/S as a fashionable city commuter. All that mid-range boxer torque also makes it a blast in the twisties. It’s not in the same league as the seriously real-world-quick new R 1300 GS, but there’s enough power and torque to carve up any mountain road I can think of. I guess when chasing big adventure bikes with far more performance it may feel a little under-clubbed, but the essence of this Beemer is its relative simplicity and sense of fun. The combination of the Shift Assist Pro and the old-school BMW gearbox is okay but not particularly slick. But if you are after a race-like shifter and bags of power, then you’re looking at the wrong bike. I love the ease of use and torque of the air-cooled boxer – it fits the style of the G/S perfectly and even sounds half decent. Handling is down to which specification you have opted for. For example, the off-road biased Karoo 4 rubber works well on the road, but I know from experience it can overheat if pushed hard. That said, the fully adjustable suspension transmits what’s happening, with those excellent rider aids working in the background should you get a little too carried away. So there’s plenty of fun to be had. You certainly know you have a 21-inch front wheel up the sharp end. The steering is not pinpoint sharp but the G/S does handle. There’s stability, agility and a natural rhythm to the way it processes a road. Suspension is fully adjustable, meaning that if you fit more road-focused rubber you can tweak the suspension to match. I rode relatively hard, carried corner speed, used the torque on the exit and had great fun. The long-travel suspension is controlled and gives great feedback. The stoppers are worth a mention too, as they are strong on the road with excellent ABS. You can also switch off the rear ABS should you want some supermoto sideways fun – and why not? We didn’t hit out any serious kays on the G/S – frankly, I didn’t want to leave BMW’s superb off-road park – which was probably a good thing as the seat is a tad harsh and thin, and there’s no real wind protection. However, you can fit optional heated grips, cruise control and potentially do a distance. A long weekend touring with some optional luggage? Why not? A two-week road trip? Maybe not. VERDICT It’s hard not to fall in love with the R 12 G/S. I love the styling, the retro looks are spot on and, as with every BMW, there’s a very high level of finish and feel. It’s not just a styling exercise, either. It’s easy to ride both on and off-road due to that torquey air-cooled engine and natural balance. There’s enough power for the real world and excellent rider aids can be easily tailored to how and where you ride. Tick the appropriate boxes and you can have a G/S that’s more than capable off-road, or a G/S that’s more suited for the road or commuting in the city while looking stylish. There isn’t a fuel gauge on the TFT dash, you still need a key for the steering lock, and under 110hp might not be enough power for some, especially when you’re shelling out over $30k for the top spec model. If you want a cheaper retro scrambler style bike, there is competition from Triumph and Ducati. Ducati’s retro DesertX is arguably the closest competition. The original Dakar R 80 GS. You can see how the DNA has been carried over to the latest version But I don’t think we should measure the G/S on power figures or price, but how it makes you feel. I couldn’t stop smiling all day, I loved riding it and, yes, I want one in my perfect garage. I think it’s the type of bike that will make you smile every time you open the garage door. PROS – It looks hot! The styling is backed up with a torquey engine, balanced chassis and excellent rider aids. CONS – Only has a fuel level warning light while thin seat and lack of wind protection stops it being a practical interstate tourer. Competition Ducati Desert X from $29,800 Triumph Scrambler 1200 XE from $24,900 Moto Guzzi V85TT from $24,890 SPECIFICATIONS ENGINE Capacity 1170cc Type Air-cooled, 4v per cylinder four-stroke, boxer twin Bore & stroke 101mmx73mm Compression ratio 12:1 Fuelling EFI with Ride-by-Wire Transmission Six-speed Clutch Hydraulically operated dry clutch PERFORMANCE Power 80kW (109hp) @ at 7000rpm (claimed) Torque 115Nm @ 6500 rpm (claimed) Top speed 217km/h (est) Fuel consumption 4.8L/100km (claimed) ELECTRONICS Rider aids Three rider modes are standard, with Enduro Pro optional. Lean-sensitive TC, Engine Drag Control (MSR), and cornering ABS standard. Rider modes Rain, Road, Enduro CHASSIS Frame Tubular steel space frame Rake 26.9° (std) Trail 120.8mm (std) Wheelbase 1580mm (std) SUSPENSION Type Marzocchi Front: 45mm, USD, fully adjustable, 210mm travel Rear: Single rear shock, fully adjustable 200mm travel WHEELS & BRAKES Wheels Aluminium cross-spoke wheels Front: 2.15 x 21in Rear: 4.0 x 17in (4.0 x 18in optional) Tyres Metzler Karoo Street/Karoo 4 Front: 90/90 X 21in Rear: 150/70 x17in (150/70 x 18in optional) Brakes Front: Twin 310mm discs with Brembo twin-piston calipers, cornering ABS Rear: Single 265mm disc with two-piston floating caliper DIMENSIONS Weight 229kg (wet) Seat height 860-875mm Width 830mm Length 2200mm Ground clearance 240mm/255mm Fuel capacity 15.5L BUSINESS END Colour options Light White, Night Black Matt, Optional 719 Price From $26,540 ride away Contact bmw-motoarrad.com.au The post FIRST RIDE | 2025 BMW R 12 G/S appeared first on Australian Motorcycle News.

The first Chinese-built inline four to hit the Australian market ushers in a new era of affordable performance Twist the throttle of CFMoto’s new 500SR VOOM and its four 125cc pistons harmonise into a fluid, rising soundtrack that builds with every thousand rpm. It starts with a reasonably loud hum at low revs, as musical as it is mechanical, and the note tightens into a keen-edged growl in the midrange before soaring into a distinctive howl as the digital tacho climbs past 10,000rpm. It’s urgent, alive and unmistakably inline-four, and I’d forgotten just how much fun a small-capacity four-cylinder engine can be. That steady, insistent pull that rewards commitment, thrives on revs and has you nervously checking your surroundings for flashing red and blues. Compared to today’s ubiquitous parallel twins, the VOOM’s engine feels creamy and turbine-smooth, thanks to its naturally balanced 180-degree crank and the seamless timing of four evenly spaced crank throws. It’s just so much fun; you’re chasing the redline not out of necessity, but because it’s addictive. FOUR PLAY The 500SR VOOM is the first Chinese-built inline four-cylinder motorcycle to be sold in Australia. Even with a ride-away price of $10,990, I already knew the ride quality and the execution were going to be top notch. I’m a big fan of what the 37-year-old brand has achieved in the past decade, but I wasn’t prepared for just how much fun I was going to have on a 500cc retro-styled sportsbike. It’s also worth noting the VOOM isn’t LAMS-approved. Despite its capacity, it exceeds the power-to-weight threshold and doesn’t qualify for Australia’s learner scheme. That’s unusual for anything under 660cc, but not entirely without precedent – Kawasaki’s ZX-4R and ZX-4RR are also off the list. Like those bikes, the VOOM occupies a small niche of compact, high-performance models aimed at fully licensed riders only. And that uniqueness adds to the appeal. Twin circular taillights echo the front styling Apart from that bold styling (more on that later), the 499cc inline four is the jewel in the 500SR VOOM’s crown. It’s free-revving, responsive and makes all the right noises. Peak power arrives at a relatively high 12,500rpm, but the engine thrives on revs, pulling harder the longer you stay in it, with a smooth, progressive build that’s both usable and exhilarating. Unlike some fours that feel strangled down low, the VOOM still gives you something to work with at the bottom and in the midrange, although the upper region is where the real fun lives. It runs a conventional cable-operated throttle, which keeps the connection feeling direct and mechanical – but also means there are no selectable ride modes. Standard quickshifter works on up-changes only This is the first four-cylinder engine developed by CFMoto, and it’s been built in-house. Despite the company’s joint-venture ties with KTM, this 499cc DOHC engine is entirely its own. Bore and stroke measure 63mm by 40mm, which explains its lively top end, and the claimed peak power output is 58kW (78hp) at 12,500rpm with 49Nm of torque at 10,000rpm. Ram-Air lift takes it to a maximum 61kW (82hp) at speed. That Ram-Air effect is fed by twin intakes cleverly integrated into the faux headlights – the actual LED projectors sit low and recessed under the front cowling, leaving the ‘headlight’ pods to function as air ducts. Those are Ram-Air intakes, old mate. The headlights are below What’s arguably more impressive is that CFMoto has brought this engine to market as a fully homologated, Euro 5+ compliant roadbike. At a time when Yamaha has been forced to make both its YZF-R6 and YZF-R1 inline fours track-only models due to Europe’s tightening emissions laws and the costs of ongoing development, here comes a Chinese manufacturer not only launching a brand-new straight-four, but clearing the regulatory hoops at the same time. Of course it’s not the only one available today – the three other Japanese brands are still developing them and BMW and MV, too – but for CFMoto to launch a completely new platform, clear Euro 5+ and hit this level of execution on its first attempt is impressive by any measure. It might have sporty pretensions but the 500SR VOOM is all-day comfortable The VOOM’s first gear is so short I ended up skipping it entirely – second gear launches were smoother, better for the quickshifter and more enjoyable from an aural perspective. In fact, the whole gearbox and quickshifter package felt inconsistent at first. At low throttle openings, the transmission was snatchy and the quickshifter was occasionally stubborn. But once I clocked that it was a loose chain and adjusted the tension correctly, the whole set-up was transformed. Shifts became clean and reliable, throttle transitions smoothed out and all my early gripes vanished with a properly tensioned drive chain. The six-speed gearbox is matched to a slipper clutch. Once things were dialled in, it worked well. The up-only quickshifter is responsive and adds to the sporty feel; you can switch it on or off via the dash settings if you prefer a retro sportsbike experience. It is as refined as anything you’d find on a premium offering – especially higher in the rev range where shifts are sharp and seamless. You can create magic with this handlebar switchblock To my eye, this is one of the rare times a low-cost bike has gone all-in on bold styling without ending up looking awkward or clumsy. VOOM’s neo-retro fairing hits that sweet spot between homage and modernity, with clear visual cues that recall Suzuki’s game-changing 1985 GSX-R750 – especially in the dual ‘headlights’, the shape of the bodywork and the twin pipes. There’s also plenty of CFMoto’s own Papio minibike in the design, and I can even see a hint of the Paton twin that races in the Isle of Man’s Lightweight TT class. But, unlike some of CFMoto’s earlier efforts that tried to blend too many ideas, this one feels fully formed. It’s cohesive and distinct. Old school and contemporary styling merge elegantly Those faux headlights are bordered by ring-shaped daytime running lights that give the bike a sharp, unmistakable on-road presence that’s complemented by the always-on indicators which make the bike look wider from a distance than it actually is. Around the back, the twin circular taillights echo that same design. The dual exhausts give it a real retro racer look, as does the shape of the petrol tank, which is flat on the top and tapers towards the bottom while the base of it gets factory-installed grip tape which is proper old school. A neat touch are the bar-end mirrors, which suit the retro racer look and offer better visibility than expected. They sit out wide enough to be really useful, but could impede on lane splitting if you’re using the VOOM to commute. Pretty cool exhaust cans eh? While the styling leans heavily on old-school cues, the equipment is anything but. Fully adjustable suspension front and rear, a 41mm upside-down fork, dual 300mm discs with radial-mounted J.Juan calipers, an adjustable steering damper and a slick 5-inch TFT dash with navigation support all come standard. One particularly cool feature is the live power and torque curve displayed on the dash – an active overlay that traces your engine’s output against the revs in real time. Whether it’s gimmicky or not is up for debate, but it does give you a visual reference in terms of where you are in the powerband and how your throttle inputs translate into actual performance. LEAN CUISINE For a bike that looks and sounds like it does, the VOOM is surprisingly well-mannered. The chassis is well sorted, quick steering and offers a tonne of feedback. It turns in really easily thanks to the relatively narrow 160-section rear tyre, and the neutral-for-a-sportsbike ergonomics give you plenty of control. At a claimed 194kg wet, it’s relatively light for a fully faired inline-four and feels nimble through direction changes and is easy to manage at low speeds. Plenty of warning if you are about to run out of ground clearance. But let’s swap those out for titanium The suspension plays a role here, too. The fork and rear shock are adjustable for preload and rebound, although I didn’t feel like I needed to make any changes, such was the quality of the base settings – and yes, I’m the first person to test the unit. It felt great straight away; firm enough to push, yet not harsh or twitchy. Over mixed roads it stayed composed and never felt overwhelmed; really impressive stuff for the asking price. Mid-corner, the VOOM communicates well – there’s good feel through the ‘bars and ‘pegs – making it easy to develop trust. That’s helped by the CST Migra S3N tyres, which felt surprisingly grippy in all the conditions I rode through. And with both pressure and temperature data displayed in real-time on the dash, it adds a layer of confidence most bikes at this price can’t offer. The 41mm upside-down fork runs dual 300mm discs with radial-mounted J.Juan calipers Those J.Juan front brakes are backed up by a 220mm rear disc, all connected to a dual-channel ABS system. The front brake set-up is excellent – progressive feel, good bite and no hint of fade. I did feel the rear ABS intervention a few times through the pedal when decelerating hard into switchbacks, but never through the lever, and it wasn’t off-putting. The rear brake itself isn’t overly powerful, but useful when used in tandem with the front for stabilising the bike into a corner or tightening a line without upsetting anything. From this angle the 500SR VOOM looks understated. But don’t be fooled There’s also a steering damper fitted as standard. Once again, I didn’t feel the need to move through any of the 20-step adjustability on offer, nor did I really notice its presence – which is probably the point. Beyond that, it’s surprisingly practical for something that looks so focused. The switchgear is intuitive, the clutch action is light and fuelling is just about perfect. Fuel consumption over the test averaged 5.2L/100km, and with a 15.5L tank, that gives you a theoretical range just shy of 300km. Dashboard is amazingly comprehensive for what is a budget model Mimicking that retro styling is a relatively relaxed ergonomic triangle. The handlebar mounts are cast directly into the top triple clamp rather than being clip-ons mounted beneath. While the sportsbike look is convincing, the overall riding position isn’t punishing and you’ve got plenty of room to move around. The seat is wide and supportive. I never found myself wishing for a break to ease any numbness or discomfort and it’s really accessible at 795mm high, too. Rear brake ABS was activated going hard into switchback hairpins There’s a prominent pillion pad, which garnered many a comment from others saying they wouldn’t like to spend a lot of time there, but there are certainly more precarious-looking pillion seats around and it does form a decent perch to strap a bag to (which I did). There’s even a decent-sized loop strap tucked underneath it for someone to hang on to if they so desired. DASH OF GENIUS For a sub-$11k sportsbike, the VOOM packs in more tech in the dash than you’d reasonably expect. The five-inch TFT unit is crisp and well laid out, with a standard display that includes a tacho, digital speed readout, both engine and ambient temperatures, a clock, fuel gauge, range-to-empty, trip data, real-time tyre pressure and temperature, and the live power and torque curves. You can toggle between two trips and an odo, and the layout is easy to read at a glance. Steering damper looks trick and worked seamlessly without adjustment Dive into the menu and you’ll find five tabs. Under Vehicle, you can switch traction control between Level 1, Level 2 or off, adjust the RPM threshold for the shift light, turn the quickshifter on or off, and activate or disable the ESS (Emergency Stop Signal), which flashes the indicators during heavy braking. The other menu tabs cover Phone, Music, MotoPlay (which enables Google Maps projection to the dash) and Settings, where you can customise language, units, time and even create two separate display presets depending on how you want the dash to look. It’s a polished system that genuinely adds value without trying to be too clever for its own good. The jury is still out on the pillion perch There are dual USB ports inside the fairing below the dash – one USB-A and one USB-C – making it easy to charge a range of devices. Buyers can also option a T-box module, which gives you ride tracking, over-the-air updates, diagnostics and navigation control. VERDICT It’s been a long time since a new bike surprised me this much. Not because I had low expectations, but because the VOOM over-delivers in all the areas that matter on such an inexpensive machine. The engine is the star, no question. It’s engaging, characterful and makes you want to find the long way home. But what makes it work as a complete package is that the chassis, suspension, brakes and build quality all keep up. There’s no weak link. And then there’s the price. At $10,990 ride away, you’re getting a proper inline-four with high-spec componentry, decent electronics and one of the best dashes in the segment. It’s not a beginner’s bike and it’s not just a weekend toy either. The VOOM occupies that rare sweet spot where performance, style and everyday usability overlap. Just like those sportsbikes of the 1980s and 1990s did. Record setter Before it even hit Australian showrooms, the 500SR VOOM became a record-breaker. At Lake Gairdner in South Australia, CFMoto’s new inline-four clocked 227.42km/h (141.31mph), setting a new official Australian land speed record in the 500P‑P (500cc Production Frame/Engine) class. The record-breaking run was piloted by Richard Harding and eclipsed the previous 500cc class benchmark of 199.14km/h. That effort gives the VOOM a unique claim in the current sportsbike market; a verified land-speed record on a production-spec machine, before a single unit had been delivered. The company it keeps The CFMoto 500SR VOOM is the most affordable inline-four motorcycle currently sold in Australia, and by a fair margin. While it doesn’t have many direct rivals, there are still a few other options worth noting. Kawasaki ZX-4R / ZX-4RR Launched in 2023, Kawasaki’s ZX-4R range revived the high-revving, small-capacity four-cylinder formula. The ZX-4RR gets more premium running gear and is priced at $13,194 plus on-road costs, making it the VOOM’s closest competitor in layout and licensing class. Like the VOOM, neither version is LAMS-approved. Honda CB650R A 649cc inline-four with more torque and top-end grunt, Honda’s middleweight neo-retro nakedbike sits in a different class but could be the next step up for riders who love four-cylinder performance. It’s heavier, less visually nostalgic (to my eye) and, when on-road costs are added, around $2500 more expensive. Suzuki GSX-8R Not an inline-four, but worth a mention for context. Suzuki’s new GSX-8R is likely to draw interest from some of the same riders. It uses a parallel-twin engine, not a four, and targets sportsbike riders looking for comfort. It’s $3000 more expensive and less exciting on paper, but smooth and refined to ride. SPECIFICATIONS ENGINE Capacity 499cc Type Inline four cylinder, DOHC, four valves per cylinder Bore & stroke 63mm x 40.1mm Compression ratio 12:1 Cooling Liquid Fueling EFI, Bosch Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 58kW (78hp) [max. 61kW (82hp)] @ 12,500rpm (claimed) Torque 49Nm @ 10,000rpm (claimed) Top speed 220km/h (claimed) Fuel consumption 5.2L/100km (measured) ELECTRONICS Type Bosch Rider aids ABS, traction control, up-only quickshifter and shift light Rider modes Not applicable CHASSIS Frame material Tubular-steel frame Frame type Trellis Rake Not given Trail Not given Wheelbase 1395mm SUSPENSION Type CFMoto Front: 41mm upside-down fork, adjustable preload and rebound, Rear: Multi-link monoshock, adjustable preload and rebound WHEELS & BRAKES Wheels Cast alloy Front: 17in x 3.0 Rear: 17in x 4.5 Tyres CST Migra S3N Front: 120/70R17 Rear: 160/60R17 Brakes J.Juan, ABS Front: Twin 300mm discs, four-piston monobloc calipers Rear: Single 220mm disc, single-piston caliper DIMENSIONS Weight 194kg (wet, claimed) Seat height 795mm Width 730mm Height 1115mm Length 2010mm Ground clearance Not given Fuel capacity 15.5L SERVICING & WARRANTY Servicing First: 1000km Warranty Up to three years, unlimited kilometres BUSINESS END Price $9590 (ride away) Colour options Nebula White or Zephyr Blue CONTACT cfmoto.com.au The post ROAD TEST | 2025 CFMoto 500SR VOOM appeared first on Australian Motorcycle News.

The Tracer 7 and GT step up in spec and ability while staying true to their value-packed roots In a perfect world we would have a garage full of bikes for every occasion. Sports bike for the track, adventure bike for the occasional off-road foray, something cool and retro for summer evenings, a large scooter for commuting and a big tourer for that week-long holiday. The real world, however, is rather different. If we’re lucky, we might have two bikes but, for the majority of us, just one bike is what we can afford or have room for. That machine needs to be an all-arounder that can do it all on a budget. Which is where bikes like Yamaha’s 2025 Tracer 7 and Tracer 7 GT step up and make all the difference to us mere mere mortals. The updated Tracer is based on the popular MT-07. Fun, light and able to be ridden hard, the MT-07 is also great at darting around the city and cutting through congestion. The Tracer carries those virtues forward but adds more practicality, while the GT version has genuine touring potential. At under £9k (Aussie prices TBC) for the Tracer and just over £10k for the GT, both machines look like outstanding value for hard-earned cash, especially as they’re likely to be used all year round. At the heart of it all is the familiar 689cc CP2 parallel twin engine, complete with 270-degree crank and the same outright power as before. For 2025, Yamaha has added Y-CCT ride-by-wire throttle, which allows the introduction of switchable riding modes – Sport, Street and Custom – along with improved fuelling and an even more linear power delivery than before. There’s also cruise control and traction control as standard. The fork is now an inverted KYB 41mm item with rebound damping and spring preload adjustment. The swingarm gains 40mm in length, and the main frame is beefed up. Brakes are now radially mounted, while both bikes gain a bit of weight: the Tracer 203kg (plus 5kg), the GT 212kg, (plus 10kg). Bodywork and styling are new, there are dual bi-focus LED headlights, a new rear taillight and indicators in the knuckle guards. The 2025 Yamaha was designed in Italy in partnership with Yamaha Japan and produced in France, which helps explain both bikes’ distinctly European feel. The fuel tank gains an extra litre, taking it out to 18 litres in capacity. The ’bars are both higher and wider, with a new 5-inch TFT display. The seats on both bikes are also new and sit at 830mm on the Tracer and 845mm on the GT, both with more padding. The switchgear and a taller screen are new, while luggage comes standard on the GT, along with a centrestand and heated grips. The seat has been redesigned on the GT to make it plusher, raising the height slightly It’s clear Yamaha has worked weekends to improve the Tracer and GT, which is why we were so looking forward to a day in Portugal jumping between the standard bike and the tourer. THE RIDE We’ve always been a fan of Yamaha’s CP2 twin, whether it’s in the R7, Tracer or MT-07. It’s punchy, fluid and powerful, and although the on-paper figures aren’t that impressive, it feels stronger than its quoted 54kW (73hp) peak. For 2025 Yamaha, has added Y-CCT ride-by-wire, first seen on the R6, I believe, nearly 20 years ago and, as you would expect, Yamaha has got it spot-on, too. The throttle response is immaculately smooth and easy in the lower rpm, especially in the dedicated Street mode. So smooth it feels more like a multi than a twin. The seat has been redesigned on the GT to make it plusher, raising the height slightly Although peak power and torque remain the same as the previous model, the spread of torque is (and feels) wider. The CP2 seems even more eager from 3000rpm to 6000rpm. It’s lively and grunty and, as noted, punches well above its 689cc capacity. Switch off the TC and it will happily loft the front, despite that extra weight and longer wheelbase. Engine retains original spec but has been retuned for a more linear power and torque delivery It lacks the top-end power of larger-capacity bikes but delivers more than enough to have a blast. The revs flow, the delivery is deliciously linear and that superbly metered fuelling makes it responsive without a hint of sharpness. The 212kg GT is 9kg heavier than the stock Tracer, meaning the engine doesn’t feel quite as perky, and I expect when fully loaded two-up with luggage you might find yourself dreaming of a Tracer 9 GT triple – but the smaller engine has always been fun and arguably the most enjoyable in this category. Add a pleasing rasp from the Euro5-plus exhaust and it’s easy to see why the CP2 has so many fans. In the past handling has been a relative weak point of ‘entry-level’ Yamaha streetbikes, and after listening to the technical presentation on the eve of the press test, I found myself questioning Yamaha’s chassis updates: a longer wheelbase, more rigidity in the frame, beefed-up fork, a fraction more weight… More rigidity usually means a reduction in feel, and a longer wheelbase usually results in slower steering. But, thankfully, I was wrong; Yamaha has produced a plucky, easy-handling Tracer equipped with decent Michelin Pilot Road GT rubber. Despite opting for a racier, stronger inverted fork from KYB, suspension is still relatively basic, with just preload and rebound damping adjustment. It’s the same adjustment on the rear, but the GT gets a handy remote pre-load adjuster knob. Our tester liked the joystick but didn’t find other aspects of the switchgear were as intuitive There’s a sweet, natural balance to the Tracer, which makes it feel like your bike from the off. In tricky early morning conditions, I was getting excellent feedback from a damp surface and was able to trust the quality Michelin rubber. The taller ’bars and wider stance allow you to lever the 200kg-plus Tracer around with relative ease, which in turn makes it enjoyable to ride. Later in the afternoon, on an almost deserted dry section of switchback mountain roads, I upped the pace, expecting to soon hit the limitations of the handling, but I didn’t. The pegs will tickle the road from time to time, but you have to push the handling to do so or be heavier than the average rider. I’m relatively light (81kg in kit) and only touched the pegs down on the very odd occasion. The heavier GT sits farther into its suspension, meaning the pegs do touch down a fraction sooner. Some heavier riders present added rear spring preload via an easily accessible adjuster. But even carrying decent lean angle at pace, the Yam is planted and stable, offering excellent feedback for this type of bike. Sure, there are limitations, but they’d only be felt on a racetrack. Sidestand is standard and tucked in for improved cornering On the road, the standard set-up – despite being more set to comfort over sport – is hard to fault. A £10k tourer should have handling limitations but they are not apparent. Yamaha has certainly not saved on suspension, which was questionably on the limit a few years ago. SPLIT THE DIFFERENCE When riding both bikes back-to-back, the standard Tracer feels a little sportier and firmer. Both bikes, however, share the same set-up and only differ in weight and the seat cushioning and height. Improved seat comfort means a 400km+ range is rideable in one hit The GT coped with the poorly surfaced roads in Portugal way better than I was expecting. I could see upcoming imperfections in the road and was expecting some complaints from the suspension – but there weren’t any. Its ride quality is excellent: plush but still able to be ridden reasonably hard. The brakes, too, have certainly taken a step forward and are now radially mounted and bolted to a stiffer inverted 41mm fork. At everyday speeds, you only need one finger on the lever. When the pace hots up, you need a little more leverage, but the four-piston calipers are still up for the job. Even on the 9kg-heavier GT they were faultless for this type of bike. I’m sure even when fully loaded with pillion and luggage, the stoppers will be up for the challenge. Our tester found the display easy to read and relatively simple to navigate The ABS is not lean sensitive as there is no IMU fitted to the 2025 Yamaha. You can’t change the ABS level and there is no engine braking strategy, but in dry and perfect conditions in Portugal this wasn’t a problem; the rear ABS just kicked in a few times when pushed hard. But would I want lean sensitive ABS in winter when it’s cold and horrible? Maybe so. Traction control can be changed on the move and deactivated at a standstill. Riding and power modes can also be changed but I’d argue there’s no reason to change from the standard riding mode. Brakes are now radially mounted and sit on a stiffer inverted 41mm fork There’s a neat little USB Type C charger up front, and the 5-inch TFT dash has connectivity and four themes to play around with. The display is easy to read, relatively simple, and we even tried the connectivity and navigation, which again is relatively straightforward. I’m undecided about the new switchgear, which we also see on similar Yamaha models. The five-way joystick is easy enough but less so the auto-cancel and ‘tap’ indicator. Screen is manually adjustable on both models We had the opportunity to bash out a few motorway miles, during which the standard cruise control came in handy (there’s no radar and you wouldn’t expect it at this price). The screen is manually adjustable on both bikes, but larger on the GT, and Yamaha claims its increased thickness reduces buffeting. But while the screen, hand guards and riding ergonomics are good, it was a little noisy. The seat is higher with more cushioning on the GT; therefore, there’s slightly more room, but both bikes offer excellent comfort. However, we only got a taste of its long-distance potential and didn’t get the opportunity to test the new wider pillion seat. Frame geometry has been revised for improved handling Hard panniers come standard on the GT and are colour coordinated and operated by the same key. The centrestand is also a welcome touch on the GT and has been neatly redesigned to tuck away for improved cornering clearance. My only gripe is that the panniers are not the most attractive and are wider than the ’bars, which means being careful when filtering if you’re to avoid collecting car wing mirrors. The GT looks the business and proved it could well be all you need in an affordable tourer Easily missed but most welcome is the new ‘ergonomic’ fuel tank, which jumps up from 17 to 18 litres. Yamaha quotes 4.1L /100km, which is incredibly frugal. That equates to a theoretical range of around 440km until bone dry. In the real world, 360 to 400km between stops is impressive, and three to four-hour stints are more than possible, more so on the comfier GT. For short, regular commuting you might only need to fill the Tracer once a week. New inverted fork, which is fully adjustable, is part of a much improved suspension package Some may categorise the GT as an entry-level tourer, but a 400km-plus range, excellent suspension and good comfort mean this isn’t just a weekend toy and is more than capable of taking on a few weeks in the saddle, matching much pricier, heavy-duty designed tourers. VERDICT I’m still on the fence regarding the new facelift. From some angles, the front for example, it’s a yes. But the rear, with those huge panniers… the GT is a maybe not. I’m also not in love with the indicators, and should the rider aids be lean sensitive and a quickshifter be standard at this price? But when the only real niggle I have is the indicator stalk, then you know Yamaha has done a great job improving an already good Tracer 7 and Tracer 7 GT. This is what touring is all about. A competent, easy-to-ride bike that won’t break the bank to buy and own At this price, the standard 2025 Tracer is an excellent do-it-all bike. If you need a machine that’s great at almost everything – will commute, is comfortable, easy to ride, frugal, relatively cheap to run and maintain, yet can offer fun evening rides – then look no further. It’s way more entertaining than its on-paper power figures suggest, and offers more practicality than its naked sibling, the MT-07. GT suspension can be remotely adjusted to compensate for added luggage weight But for me, the real surprise is the Tracer GT. What an excellent all-round package. It’s so good, you ask the question: Why would you want more? Okay, if you’re touring two-up fully loaded over a week or more then it might be lacking in power, but solo touring will be no problem. It’s not intimidating like some heavy tourers and is easy to manage at slow speeds. The fuelling is superb, there’s a reasonably high level of spec and hard panniers are a standard fit along with a centre stand, cruise control, heated grips, USB… It’s ticking a lot of boxes before you even consider its big tank range. Furthermore, it’s fun, agile and handles way better than its entry-level label suggests. The UK pricing (£9000/£10,000) is starting to get a bit high for an entry-level bike with just 54kW. That’s getting into middleweight money. (Aussie pricing will be confirmed closer to the expected release date here around November.) The flipside is that the GT comes fully equipped, ready to tour. Only time will tell if Yamaha has got the pricing correct, but the Tracer and GT have hit the mark. I didn’t even want to fly back to the UK from Portugal but ride home on the GT instead. Tracer 7 standard vs GT Both bikes share the same chassis, suspension, brakes and rider aids. However, the GT comes with gold forks, not black. Engine power, torque and characteristics are the same on both models. Essentially, the GT is more tailored to longer journeys, so the seat has more padding and is slightly higher, 845mm compared to 830mm. The manually adjustable screen is 90mm taller than the current model as well as 1mm thicker with less tint than the Tracer. The knuckle guards are a fraction larger, and the centrestand and heated grips are standard on the GT, optional on the Tracer. Colour-matched solid panniers are standard on the GT, which are on a floating system designed to improve stability at high speed. Yamaha claims you can fit a full-size helmet in each pannier. As you’re more than likely to be adding weight to the GT, there’s an easily accessible remote preload adjuster, only found on the GT. Both bikes have the same ergonomics, the same new higher wider ’bars and pegs located in the same area. On the scales, the GT comes in at a claimed 212kg fuelled, compared to 203kg on the standard Tracer. Competition BMW F 900 R/XR From $17,310 (ride away) Honda NC750X From $14,700 (ride away) Kawasaki Versys 650 $14,086 (ride away) CFMoto 700MT $10,490 (ride away) SPECIFICATIONS ENGINE Type Liquid-cooled, 4 valves per cylinder, 689cc parallel twin Bore & stroke 80mmx68.6mm Compression ratio 11.5:1 Fuelling Electronic fuel injection, Ride-by-Wire TCI Transmission Six-speed Clutch Wet, multiple disc Power 54kw (73hp) @ 8750rpm (claimed) Torque 68Nm @ 6500 rpm (claimed) Top speed 217km/h (est) Fuel consumption 4.1L/100km (claimed) ELECTRONICS Type YCC-T (Yamaha Chip Controlled Throttle) Rider aids Three rider modes, three power maps, traction control, ABS Rider modes Sport, Street, Custom Frame Diamond steel tube backbone Rake 25.2° Trail 99.1mm Wheelbase 1495mm (std) SUSPENSION Type KYB Front 41mm, USD fork, preload and rebound adjustable,130mm travel Rear Single shock, rebound and preload adjustable (remote GT), 139mm travel WHEELS & BRAKES Wheels Cast aluminium multispoke Front 3.5 x 17in Rear 5.5 x 17in Tyres Michelin Pilot Road 6 GT Front 120/70/x17 Rear 180/55/17 Brakes ABS Front: Twin 298mm discs, four piston radial calipers Rear: 245mm disc, single-piston caliper DIMENSIONS Weight 203kg, 211kg GT Seat height 830-850mm, 845-865mm GT Width 875mm Height 1330-1390mm, 1424-1480mm GT Length 2135mm Ground clearance 140mm Fuel capacity 18L BUSINESS END Price (£9k/£10k, AU TBD) Colour options Midnight Black, Redline Red, (GT Icon Performance, Tech Black Contact yamaha-motor.com.au The post WORLD LAUNCH | Yamaha Tracer 7 and Tracer 7 GT appeared first on Australian Motorcycle News.

Superbike performance wrapped in carbon, aero and attitude. This is what happens when BMW’s M division cuts loose on a naked bike Born out of the idea that street riders wanted the performance of a superbike without the commitment of full fairings and trackday ergonomics, naked bikes have traditionally skimped a little from the spec sheet of their more serious siblings. Reduced peak power, softened suspension, more upright stance – a recipe built, supposedly, for the real world. Then someone, somewhere, yelled “what if we didn’t?”, and the hypernaked was born – bonkers machines like Ducati’s Streetfighter V4, KTM’s Super Duke 1390 and MV Agusta’s Brutale 1000 RR. But until recently, BMW had held back from going all the way. That all changed when Munich at last brought their famed M brand from the automotive world to us two-wheeled heathens. ‘M’ in this context stands for Motorsport, and when you slap the blue, purple and red badge on a standard Bimmer, like say a 3 Series sedan, you basically double the horsepower and end up with a vehicle that wants to destroy Nordschleife instead of depositing passengers around Berlin. In-line-four engine is a screamer that revs like an F1 car, however, its variable intake valve timing tames it for urban riding So what happens when you wave the M division’s wand over an already spicy machine like an S 1000 R? You can picture the engineers in Munich gleefully rubbing their hands together as they plotted what insanity they could get away with. “Fritz, what if we put the RR engine into the R chassis…” “Nein, Hans! That sort of power in a naked bike is completely unnecessary!” “Too late, Fritz! I already have board approval!” Cue maniacal laughter, presumably. Things that make you go MMMMM… Because that’s exactly what BMW has done. The M 1000 R gets the full-fat superbike engine from the S 1000 RR, together with the kind of race-grade componentry normally reserved for WorldSBK paddocks. Yes, there is provision for a pillion, if one is brave enough All that juicy performance comes at a cost though. The M 1000 R will set you back $36,274 ride away, and this particular version also comes with the ‘Competition’ add-ons, taking the price up to $42,590. That figure might seem steep, but if you want cutting-edge electronics, exotic materials, a full-power superbike engine and world-class German engineering in a naked chassis, this is what it costs. Given it’s got a power-to-weight ratio that makes any Porsche, Ferrari or Lamborghini on the planet look positively malnourished, you could even say it’s a bargain. Bright blue, radial ‘M’ calipers have been developed in-house What do you actually get? Well, rather a lot. But let’s start off with the changes for 2025. Aside from the obvious styling move to dual LED headlights, the new M R also gets a quick-action 58° throttle (previously 72°), revised DTC and Race ABS Pro, along with larger aerodynamic winglets – said to provide over 10.8kg of downforce at 220km/h. The devil’s in the abundance of carbon-fibre details The headline act is still the screaming 999cc inline four, deploying BMW’s patented ShiftCam system with variable intake valve timing to lift power from the S 1000 R’s 121kW (162hp) at 11,000rpm to 154kW (206.5hp) at 13,750rpm, with a Formula 1-esque 14,600rpm redline. The beauty of the ShiftCam tech is that, despite the huge top-end mumbo, torque and midrange pull aren’t sacrificed, with the peak 113Nm figure virtually identical to the S model. Can’t get cooler than carbon winglets, eh? The increase in engine potency is matched by a commensurate augmentation in the stopping department, with bright blue, in-house-developed radial ‘M’ calipers chomping on 300mm discs at the front, and a 220mm disc at the rear. Suspension duties are carried out by BMW’s electronically controlled Dynamic Damping Control (DDC) system. It adapts on-the-fly in just 10ms to road surface and bike dynamics changes, and can be set for racetrack duties, trips to the milkbar and everything in between. Up front lives a 45mm fully-adjustable USD fork, and out back an aluminium swingarm with a preload-adjustable monoshock, also electronically regulated. It wasn’t that long ago that the famous M logo was only found on high-end BMW cars, making this model almost feel like a bargain On top of all that, the Competition version adds lightweight M Carbon wheels, a selection of M billet milled aluminium parts, such as adjustable footrests and levers, and various M Carbon components like the front fender, tank shroud and chainguard. M is for magic Electronic rider aids are par for the course on modern bikes, but the M 1000 R is so advanced it makes it feel like you’re riding with cheat codes enabled. The core of its capabilities stems from a sophisticated six-axis IMU that measures lean angles, pitch, steering inputs, throttle position, braking pressure and more, helping the onboard gizmos to Control-Z your sloppy mistakes before you know you’ve made them. Form follows function but it all works visually Three fully customisable ‘Race Pro’ ride modes are included on top of the standard Rain, Road, Dynamic and Race settings, allowing you to create personalised presets for virtually every parameter you can imagine. Want sharp throttle, mild engine braking, lenient wheelie control and tighter rear damping at the touch a button? Done. All those settings can be adjusted via the bike’s premium 6.5in TFT dash, in conjunction with the spinny-wheel jigger on the left handlebar, which seems a bit gimmicky until you realise how easy it makes navigating through the plethora of menu options. Anodised aluminium swingarm has been developed especialy for this model A quickshifter is standard, the alertness of which can also be customised, providing military-grade, clutchless shifts up and down the gearbox. Other standout features include a Sport display mode, a launch control system, pitlane limiter and lap timer. While it’s hard to imagine using many of those items away from a racetrack, the lean angle readout on the Sport configuration is quite illuminating, mostly when you discover that, no, you weren’t emulating Jorge Martin (2024 spec) through that last left-hander. Everytime you sling a leg over this beast the embossed handlebar mount reminds you it’s going to be a pretty special ride What’s it like to ride? Sitting kerbside, the carbon fibre additions and winglets combine with the metallic Titanium White paint to imbue the M with the brooding lethality of a bared blade. I was disappointed at first when BMW elected to ditch their distinctive single headlight for a twin arrangement, but in the metal it certainly lends the R some steely-eyed personality. The riding position feels racier than on the standard R, because it is. The ‘bars are situated lower and farther forward, with higher, adjustable footpegs letting the rider know immediately that the M means business, while still being kinder on the joints than an out-and-out sportsbike. That purposeful vibe continues when you press the keyless ignition, with the inline-four settling into a fast, angry buzz as though it resents being idle. An exploratory throttle blip reveals a scalpel-like precision to the new M quick-action throttle. Every micro-movement of your right hand is converted into revs without hesitation, with zero fluff in the fueling, and on the move if you so much as breathe on the go-grip, the bike responds. It’s not jerky at all but provides exactly what you ask for, exactly when you ask for it. Front and rear suspension is electronically controlled. Our tester reckons the adaptive suspension reacts to road conditions and cornering dynamics in real time to provide the perfect level of rider support exactly when it’s needed The M will still cruise through traffic and pretend to be civilised around town, particularly if you deploy Road mode with its softer throttle and damping settings. Even with the damping wound back the suspension feels pretty taut though, taking the edge off sharp undulations without really disguising the fact that it would prefer to be on a racetrack. But the M 1000 R is built to deliver feedback, not filter it out. Carbon fibre rims reduce rotational mass noticeably When BMW sticks an M badge on something, compromises are wound back to a minimum, so the fact my toe got a bit sore from the bare metal shift lever, or my head acted as an extended air brake at speed are forgivable. You want creature comforts? Buy a K 1600 GTL. That said, I did appreciate the cruise control and heated grips as I passed signs in the hills suggesting it might be an idea to fit tyre chains due to low-level snow. It’s well worth spending some quality time to fine-tune the rider aids to suit your weight, style of riding and the expected road conditions. The seat is also fairly firm, but BMW must have stuffed it with unicorn fur or something because at the end of a day in the saddle my posterior didn’t feel like it had been taken to with an oar, which is borderline miraculous on a bike this focused. You can almost feel the M rolling its eyes through the urban mundanity though; it wants to be unleashed, and when you do, all hell breaks loose. Let the M 1000 R off the chain and it doesn’t surge so much as detonate between each gear. You think it’s pulling hard, and then the ShiftCam kicks in and you realise there’s a whole other, psychotic level to go to as the digital tacho howls up to its stratospheric red line. The exhaust note from the titanium muffler tears through your skull like a mechanical banshee, a spine-tingling wail that’s equal parts fury and precision, and the impression of speed is dialled to 11 with wind protection that’s roughly equivalent to what a clothesline might provide in a tornado. You can tailor the electronics to allow for varying levels of front wheel lift, or just turn them off As you might expect, with Wheelie Control off and Stability Control off, monos are only ever a snap of the wrist away, especially with the throttle in Race setting. In the name of science, I discovered that the least amount of engine brake combined with max engine power and softest DDC worked best for me – which became Race Pro setting 2. With wheelie control on a low setting, you can apparently use the ECU as a kind of electronic failsafe, but I find it a strange feeling trying to negotiate with the electronics while keeping the front aloft. M badges everywhere you look Mind-reading chassis Remember how I said there’s no fat built into the throttle response? The steering feels exactly the same, with every ounce of force applied to the wide, flat ‘bars translated to instant turning – not so much telepathic as downright prescient. It took a little while before my brain had recalibrated itself to the M’s hyper-alert reflexes, but once I got used to it, tipping in felt smooth and effortless. In fact, there’s a fluidity to the way the M turns that feels graceful whether you’re changing lanes or attacking a high-speed flip-flop – no doubt aided by the carbon fibre rims reducing unsprung rotational mass by around 1.6kg. With overnight rain and freezing temperatures leaving a wintery, moist sheen over the mountain pass roads, I was happy to leave the electronics set to the more conservative Road mode but, through corners with more trustworthy levels of grip, the quality of the chassis starts to really shine through. As with the S 1000 RR Race and M 1000 RR, the adaptive suspension reacts to road conditions and cornering dynamics in real time to provide the RIGHT level of support at the RIGHT times. You can’t really feel it working, beyond the fact that both ends of the bike just feel super planted, giving you increased levels of road holding and therefore confidence. It’s a revelation, particularly on real-world roads that are far from billiard-table smooth. Navigating the premium 6.5in TFT dash is no brain teaser, with the help of the rotating handlebar selector The stopping power afforded by the blue eloxal coated calipers is immense, with the kind of instant chomp and feedback that feels like almost too much for road use. But it’s nice knowing you’ve got Great White levels of bite combined with sophisticated cornering-optimised ABS when you need it. There’s even Slide Control and Brake Slide Assist functions. While I could feel the TC balancing rear traction on exit at times though, exploring those kinds of parameters requires a clear racetrack with temperatures hopefully above the single digits. Still, there’s a precision-engineered competence in the way the M carves roads that feels a level above any other naked I’ve ridden. Verdict In some ways the M 1000 R is a rolling, super-badass contradiction. It comes loaded to its winglets with track-dissecting weaponry, but anyone who’s serious about smashing out laps at their local circuit will eventually want proper wind protection, and $43k is a lot of moolah to flush down the drain if you misjudge your braking marker. Seat is supportive without being punishing Yet for road use, the mirrors blur hopelessly at speed, the suspension is firm to the point I suspect I’d never use anything bar the softest setting and, while the M canards are functional chunks of aerodynamics, you’re risking torching your licence long before you get to the sort of velocity required for them to provide useful downforce. Titanium Akrapovic muffler looks and sounds the business But motorcycles don’t have to make logical sense. The M’s quality and purity of purpose give you the smug satisfaction of knowing that you’re piloting something very special – as well as a huge hit of adrenaline whenever you’re feeling brave enough. It delivers performance at levels that make the meat sack in the saddle the biggest limiting factor for everybody not named Toprak Razgatlioglu, along with high-velocity theatre that literally makes your heart beat faster just thinking about going for a ride. It might not be sensible, but greatness rarely is. PROS – This level of performance in a naked chassis is intoxicating and mind-scrambling, especially when combined with top-notch electronics. M Competition additions give the bike a rarefied aura. CONS – Fairly hard-edged for road use. For most people, the standard S 1000 R provides more than enough road performance for much less cost. Competition Ducati Streetfighter V4 S Cost: $43,100 Weight: 189kg wet Power: 157.4kW at 13,500rpm Torque: 120Nm at 11,250rpm MV Agusta Brutale 1000 RR Cost: $59,295 Weight: 203kg dry Power: 156kW at 13,000rpm Torque: 116.5Nm at 11,000rpm KTM 1390 Super Duke R Cost: $31,995.00 Weight: 200kg (wet, no fuel) Power: 141.7kW at 10,000rpm Torque: 145Nm at 8000rpm SPECIFICATIONS ENGINE Type Water/oil-cooled, 999cc in-line four-cylinder, four-stroke with four titanium valves per cylinder and BMW Shiftcam variable intake camshaft control Bore & stroke 80mm x 49.7mm Compression ratio 13.1 : 1 Fueling Electronic intake pipe injection / digital engine management system: BMS-O with throttle-by-wire Transmission Claw-shifted 6-speed gearbox integrated in the transmission housing Clutch Multiplate in oil bath, anti-hopping with self-reinforcement Final drive Chain PERFORMANCE Power 154kW (206.5hp) at 13,750rpm (claimed) Torque 113Nm at 11,100rpm (claimed) Top speed 280km/h (claimed) Fuel consumption 6.4L/100km (measured) ELECTRONICS Type: Ride by wire Rider aids Dynamic Damping Control (DDC), BMW Motorrad ABS Pro, Riding modes Pro, Pit Lane Limiter, Launch Control, Dynamic Traction Control (DTC) +/- Shift, Wheelie Control, Slide Control, Dynamic Brake Control (DBC), Shift Assistant Pro, Automatic Hill Start Control (HSC), Cruise Control, Keyless Ride Modes Rain, Road, Dynamic, Race, Race Pro 1–3 CHASSIS Frame material Cast aluminium Frame type Bridge-type Rake 24° Trail 96.5mm Wheelbase 1,455 mm SUSPENSION Type: Marzocchi with DDC Front Upside-down telescopic fork, 45mm diameter, electronic self-adjusting Dynamic Damping Control (DDC), spring preload, rebound and compression stages adjustable Rear Aluminium twin-sided swingarm, Dynamic Damping Control (central shock absorber), adjustable spring preload, rebound and compression stages electronically adjustable WHEELS & BRAKES Wheels M Carbon Front 3.50in x 17in Rear 6.00in x 17in Tyres Bridgestone Battleaxe RS11R Front 120/70 ZR17 Rear 200/55 ZR17 Front brake Twin discs, 300mm diameter, 4-piston fixed calipers Rear Single disc, 220mm diameter, single-piston floating caliper DIMENSIONS Weight 199kg (wet) Seat height 830mm Width 996mm Height 1176mm Length 2085mm Fuel capacity 16.5 litres SERVICING & WARRANTY First service 800km Minor 10,000km, Major 30,000km Warranty 60 months/unlimited kilometres BUSINESS END Price $45,445 ride away Colour options Light White / M Motorsport, White Aluminium Metallic Matt, Black Storm Metallic / M Motorsport CONTACT Bmw-motorrad.com.au The post ROAD TEST | 2025 BMW M 1000 R Competition appeared first on Australian Motorcycle News.

Lighter, leaner and louder than ever, Ducati’s Streetfighter V4 S is the most powerful and advanced naked so far Back in the sportsbike-mad 1990s, when we were all a bit younger and still learning the ropes, the odd crash was regarded as little more than part of the learning process. Trouble was, a replacement fairing for a binned Suzuki GSX-R750 or Honda CBR600 was hugely expensive for under-insured idiots like me and my mates. Instead, we did what thousands of others did: fitted higher, wider ‘bars; longer brake lines and, maybe, ‘treated’ the tank and tail unit to a rattle-can paint job to hide the scratches. We didn’t know it then, but this was the origin of the streetfighter class. Over the decades, manufacturers picked up on and followed this trend by producing naked versions of their sportsbikes. But instead of simply removing the fairing, adding one-piece ‘bars and tidying things up a bit – as happened on the street – the vast majority were watered-down versions of the originals, with less horsepower and lower-spec suspension and brakes, as well as more weight and a longer wheelbase to aid stability. The 6.9in TFT dashboard is where all the magic is conjured up Thankfully, this trend has certainly slowed in recent times. Aprilia’s Tuono V4 and BMW’s M 1000 R are formidable naked versions of their sportsbike siblings. But for 2025, Ducati has done something rather remarkable, as the new Ducati Streetfighter V4 S is a direct, one-to-one naked version of their formidable Panigale V4 S. The Desmosedici Stradale engine is taken directly from the Panigale and produces 157.4kW (214hp), up 6hp on the previous model, at 13,500rpm. The new aluminium front frame, which is now lighter with more flex, is from the Panigale, so too the new double-sided swingarm and the advanced electronics, including the race eCBS braking and Ducati Vehicle Observer (DVO). Even the very latest Hypure calipers are, you guessed it, directly from the Panigale, along with the very smart Öhlins EC3 suspension, albeit with slightly different settings. The Hypure monobloc calipers are an evolution of Brembo’s popular Stylema system New biplane double wings help keep the animal on a tight leash at speed, and the rider aids have been tweaked to deal with its lower weight (4kg less than the current Streetfighter V4 S and 2kg more than the Panigale) and revised riding position. There are higher, closer ‘bars, more inward-mounted footpegs and also a slight slackening of the head angle to fractionally lengthen the wheelbase, but in all but name it is a naked Panigale superbike – and the most powerful super-naked you can buy. Chad quickly dialled in the Streetfighter to suit his riding style We flew to Andalucía in southern Spain, to the same racetrack we tested the 2023 Ducati Streetfighter V4 S in May of that year. Again, we were blessed with perfect conditions and Ducati laid out the red carpet with fresh Pirelli slicks and a Ducati technician per bike. Time to put on those big boy pants and see what the $43k of Streetfighter goes like. HANGING ON FOR DEAR LIFE Strange how life loops back around when you have been in the job for so many years. To compound the sense of familiarity with that test in 2023, I was just a few months ago lapping Vallelunga on Ducati’s very latest high-tech Panigale V4 S, arguably its most advanced Ducati to date. And it was obvious then that a new Streetfighter V4 would be around the corner. Flat handlebar has been positioned to suit both track and road riding The plan was simple: start in the standard Sport mode and put the hammer down. Then opt for the standard Race mode (there’s only one Race mode, not two like the Panigale), then experiment with the new switchgear and huge 6.9in TFT dashboard to find a setting I’d be happy with. For someone who has been around the block a few times, I find it almost unimaginable that road-legal, Euro5+ compliant naked superbikes are making 214hp. After all, I’ve ridden fairly recent British Superbike machines with less power. The new Hollow Symmetrical Swingarm is inspired by Ducati’s MotoGP efforts Session one was supposed to be an easy, get-to-know-you affair in Sport mode. Sport delivers full power but with a smooth RBW action, and with the track not up to optimal temperature, DTC (Traction Control) on level 2 from 8, DSC (slide control) on 2, DWC (wheelie control) on 3, and ABS set to level 3 for the track with the slide-by-brake function. The EC3 suspension was active and set to Dynamic. Essentially, all those numbers mean the full 214bhp with a few rider aids in place just in case, and the suspension set to support track riding on slicks. The rear suspension runs on a support system featuring bearings, rather than bushes, to reduce friction Straight away, I was reminded how quick the Streetfighter is. Even on the opening lap this even lighter, even more powerful 2025 version desperately wanted to wheelie over the Turn 3 crest, the DWC suppressing its excitement smoothly. Out of Turn 12 onto the long back straight, it reminded my neck and shoulders what 200 or more horsepower feels like with no bodywork installed. The Ducati Quick Shift 2.0 is as fast and smooth as a race set-up, and rapid gear changes allow the revs to stay buried in the top quarter of the range. The 1103cc V4 loves to rev up to the redline at 15,000rpm, which is crazy. As soon as the shift lights illuminate, you tap another gear and you’re back to the redline again. Tapered handlebar is curved back more towards the rider than the one on the previous model Andalucía has lots of undulations and heavy braking sections, which is a true test of the suspension, but the EC3 system from Öhlins was up for the job. It’s built using the same components as the Ducati Panigale’s, but with different settings as the bike is a fraction heavier and the rider sits more upright in a different position. During the first session, the set-up was faultless, and there was immense feedback and grip. New LED headlights are based on the design seen on the 2025 Panigale V4 Stability was also excellent. Ducati claims the twin biplane wings deliver another 17kg of downforce more than the 2024 model (making 45kg total) at 270km/h, which we were just about hitting on the back straight. Getting a powerful naked bike to remain stable at speed is hard work as the rider is pulling on the ‘bars – hanging on for dear life, basically – and in turn pulling the fork legs out of their stanchions, shifting weight to the rear. One way to rectify this is with a longer wheelbase, but Ducati has barely tweaked this, meaning this stability must largely be down to the wings. With the V4 S sitting relatively flat and level on the straights, there isn’t that excessive and destabilising dive from an extended fork you sometimes get with a naked bike when you hit the brakes from high speed. Instead, braking is smooth and secure, with incredible power and efficiency from the Race eCBS linked system and Hypure front calipers. Each lap, I was thinking I could have left it later. Such is the system’s subtlety, I could play with the lever on the entry to the final turn, inducing a slight slide at the rear. ATTACK MODE By the end of session two, it was time to pay attention and start exploring the plethora of rider aids. Power delivery and throttle response were stunning in Sport but I wanted to try Race mode, complete with Dynamic RBW and, in Active Track mode, more support from the EC3 suspension, especially on the rear, as it compresses at the bottom of the track’s steep undulations. Ducati claims the upper wings help increase vertical downforce (+17kg at 270km/h) while the lower wings offer greater stability and better feeling with the front wheel, for ‘heightened control during critical riding phases Instantly, Sport made a difference. The chassis was much tighter, and there was more support from corner entry to exit, while the throttle response was even more lively. I felt confident in faster turns, letting off the brakes early, carrying corner speed and even trying one gear higher. Again, mid-corner the stability, grip and feedback were first class, while ground clearance – hardly an issue in any riding mode – felt even greater in the Active Track mode. Despite the obvious wide ‘bars, the supportive shape of the fuel tank allowed me to hang off naturally mid-corner. Now in ABS 1, the eCBS brakes automatically trailed the rear brake to the apex while I added lean. I’m old school and never touch the back brake, but I could feel the system working as the rear slid a little on corner entry into the last left-hander. You’d have to ride with and without the system back-to-back to feel its benefit as it’s not immediately obvious. I have, though, tested the 2025 Panigale with the same system and seen the data showing how eCBS reduces braking distances by automatically applying the rear brake. As much as I loved the Race mode with its specific Active Track mode suspension (set up by Ducati), the sheer ferocity of the Desmosedici Stradale’s power was almost too much in its Full mode. In Sport mode I could use all the revs, now I was short-shifting, trying to give my arms and body an easier time. Andalucia is a physical track, and although I’d say I’m race fit and still compete at a decent level, it was hard work trying to contain the V4 beastie. It’s great fun and a good workout, but I wasn’t using all the revs in the first three gears, especially towards the end of a long riding session. CUSTOMISED RIDE Back in the pits, it was time to create my own setting. I opted for the Active Track suspension mode, with most of the rider aids on minimum and the ABS set to 1. With engine power back in the milder full-power map – the same as in Sport mode – I still had 214 lovely hp on tap for the fast sections of the track but a softer throttle and fewer horses in the lower gears. This is the beauty of the new electronics: you can tailor everything to how you ride. For me, on this day at this track, I now had the perfect Streetfighter V4 S. It was more friendly at lower speed but delivering all its power in all the higher gears but with a supportive active chassis and rider aids near minimum. I actually lapped quicker and more consistently with this set-up, as opposed to the full Race set-up with power on Full. The final session was all about having fun: same set-up as before but now no wheelie control (for obvious immature reasons). Some less experienced riders also trimmed the rider aids and modes in the last session. After a long, hot day, many turned down the power, upped the rider aids and just had a blast on a relatively tame Streetfighter, which would only try to break your neck down the back straight in the higher gears. And that, perhaps, is the beauty of the new Streetfighter V4 S. It’s a complete animal – the fastest, baddest ass in town in Full power and without rider aids, and a fast but tamer and far nicer character once you’ve dialled in the rider aids that suit you. VERDICT Ducati has essentially given us a naked Panigale V4 S. This is good. It weighs 4kg less than before, is 6hp up, and is now the king of its super-naked class. If you want the most powerful naked bike, then you have to buy the 2025 Streetfighter V4 S. But this bike is not all about peak power and brutish engine performance. The new and lighter chassis and swingarm give more feel and, despite the power hike, make it easier to ride. The electronics and rider aids are some of the best on the market and able to transform the Streetfighter from gentle pussycat to hungry lion in just a few seconds. Its Smart EC3 Öhlins suspension is unflappably brilliant, with clear feedback and staggering versatility. It too can transform the Streetfighter from an easy-going road bike to the sharpest track tool in mere moments. This was a track-only test run in perfect conditions. We still need to try the naked V4 S on the road, where the peak power and aero wings won’t have such relevance. Ducati hasn’t forgotten about the road rider: the ‘bars are 10mm closer, the pegs 10mm inwards, and seat has more support. The Smart EC3 suspension has a specific Road set-up, and there is even a Cruise Detection Mode, which automatically softens the suspension when touring or, indeed, cruising. So it will be interesting to see if it has improved for everyday use and weekend jaunts. The price is just over $43k, which is $6000 less than the $49k Panigale V4 S, but above similar competition in this class. BMW’s 210hp M 1000 R starts at $36k, and Triumph’s new Speed Triple 1200 RS with the same EC3 suspension is around $32k, albeit with less tech and ‘only’ 170hp. It will be an interesting test when we get them all together. But if you want the king with the most power and the most advanced rider aids, it’s going to cost you. PROS – Right now it’s the most powerful naked bike on the market but with electronics than can tame its excesses CONS – The level of tech and performance have hiked the price. Question is whether you really need that much power Ducati Streetfighter V4 (standard) The standard V4 has a sticker price of $38,400 compared to $43k for the V4 S. It also has the same chart-leading power and torque, the same rider aids, eCBS and DVO, and the same lightweight, improved chassis and swingarm. The major difference is the standard bike does not have the adaptive electronic semi-active Smart EC3 suspension from Öhlins. Instead, it’s equipped with manually adjustable suspension: 43mm BPF from Showa and a single fully adjustable unit from Sachs on the rear. The wheels are now light alloy, not forged aluminium as on the S, and the quoted overall weight is now 191kg compared to 189kg on the S. THE COMPETITION Triumph Speed Triple 1200 RS – $31,490 BMW M 1000 R – $36,274 Kawasaki Z H2 – $27,979 SPECIFICATIONS ENGINE Type Water-cooled, 1103cc, 4v per cylinder four-stroke, Desmosedici Stradale V4 – counter rotating crank Bore & stroke 81mm x 53.5mm Compression ratio 14.0:1 Electronic fuel injection with Ride-by-Wire, twin injectors per cylinder Transmission Six-speed Quick Shift up/down Gen 2 Clutch Hydraulically slipper and self-servo wet multiplate Final drive Chain PERFORMANCE Power 157.4kW (214hp) at 13,500rpm (claimed) Torque 120Nm at 11,250rpm (claimed) Top speed 318km/h (est) Fuel consumption 7.1L/100km ELECTRONICS Type Bosch Rider aids Riding modes (see below), Power Modes, Race ECBS, Ducati Vehicle Observer (DVO), Ducati Traction Control (DTC), Ducati Wheelie Control (DWC), Ducati Slide Control (DSC), Engine Brake Control (EBC), Ducati Power Launch (DPL), Ducati Electronic Suspension (DES) 3.0 with Öhlins Rider modes Race, Sport, Road, Wet Frame Aluminium alloy ‘front frame’. Rake 24.5° Trail 99mm Wheelbase 1496mm SUSPENSION Type Öhlins – Gen 3 Front 43mm, Öhlins NPX 25/30 S-EC 3.0 fully adjustable, electronic compression and rebound damping 125mm travel Rear Single rear shock, Öhlins TTX36 (SV) S-EC 3.0 unit. Fully adjustable with electronic compression and rebound damping 130mm travel WHEELS & BRAKES Wheels 5-spoke forged aluminium Front 3.5in x 17in Rear 6in x 17in Tyres Pirelli Diablo Rosso IV Corsa Front 120/70 X 17 Rear 200/60 x17 Brakes Race ECBS Front 2 x 330mm discs, radially mounted Brembo Monobloc Hypure 4-piston calipers Rear 245mm disc, two-piston caliper DIMENSIONS Weight 189kg (wet no fuel) Seat height 850mm (adjustable) Fuel capacity 16L SERVICING & WARRANTY Servicing First 12,000km/12 months. Valve check 24,000km. Warranty 24 months unlimited mileage BUSINESS END Price $43,100 ride away Colour options Red only Contact ducati.com/au The post TRACK TEST | 2025 Ducati Streetfighter V4 S appeared first on Australian Motorcycle News.

Named after the most famous Japanese road bike, the latest Z900 has a personality all its own The Z900 and I bonded immediately, like an old pair of boots that just got a new sole and shoelaces. You see, my first real road bike was a 2003 Z1000 naked. It was the first of the modern era Z series of naked bikes and featured a fuel injected and bored out ZX-9R engine with an upside-down fork, monoshock rear suspension and very modern looks. In 2004 came a slightly lower spec Z750. It was the revival of the Z bikes and the beginning of a whole new Z era. Fast-forward some 20 years and the Z750 has grown to a Z900 and is looking even more modern than ever. While remaining a slightly lower spec than its bigger Z1000 sibling, Kawasaki still refers to it as a ‘Supernaked’. To me, a supernaked is a superbike in naked form, but who am I to argue? That smooth but involving engine is everything we’ve come to expect from Kawasaki’s big-bore bikes What’s new? For 2025, the Z900 has received a bucket load of small but meaningful updates. Its bones remain unchanged, however – and fair enough, too. They ain’t exactly broke. The same 948cc four-cylinder engine putting out 92.2kW (123.5hp)and 98Nm holds fort inside a steel trellis frame. The wheels and exhaust system are the same, but that’s about all that has been left untouched. Armed with technology from the H2 models and ZX-10R, Kawasaki gave the Z900 a glow-up. An Inertia Measuring Unit (IMU) and a fly-by-wire throttle now work in harmony to boost safety and performance by way of improved rider aids like corner management control, cornering ABS and traction control. Excellent brakes but our tester would prefer braided lines rather than the standard rubber Thanks to the ride-by-wire throttle, cruise control is also now standard issue. The suspension received new settings at both ends and up front there are now radial mounted monobloc brake calipers to bring things back under control. Comfort has been improved for rider and pillion with a revised subframe, redesigned seats and a new handlebar. Some sticky tyres, new body panels and colour options have also been thrown into the 2025 mix for good measure. Large radiator doesn’t overpower the styling How’s it go? Right off the rip, the Z900 is silky smooth. The new throttle is precise and seamless even at low revs and throttle inputs. This engine has the runs on the board now; its heritage harks back to the much-loved ZX-9R, with improvements in efficiency and smoothness along the way. Seating has been redesigned. That pillion perch looks pretty minimal but it has received extra padding The bike is tuned for mid-range power and it delivers in spades with a howl of the trademark Kawasaki induction roar. The sound makes the hairs on the back of your neck stand up as you wind the throttle on and let it howl through the gears. Unfortunately, this entices one to ‘hold it on’ quite a bit. Guilty as charged… The Z has plenty of mumbo on tap at the drop of a hat anywhere in the rev range. It will loft the front wheel in the first three gears and as the power builds smoothly and progressively, keeping that wheel up is almost too easy, as long as you have the traction control switched off. Speaking of which, the updated traction control set-up is a big step forward, as the ECU now has control over the throttle; it uses the throttle bodies to cut the power when spin is detected rather than cutting spark. I feel that it recovers from interventions much faster and can even modulate changing surfaces better. As you can see by the pics, a fair chunk of my riding on the Z was done in the rain. I wouldn’t say I love riding in the wet, but I do kind of enjoy it. Every cloud has a silver lining, right? So, I got to get a good feeling for how well the traction control goes about its business. With the Rain mode selected, the bike feels like it isn’t losing traction at all. It just drives off the turns in the wet without even a twitch, just the KTRC indicator blinking. But when the ride mode is set to Road, if you grab a handful of throttle exiting a corner, you can feel the revs rise, the bike step sideways a little but still drive forward smoothly without feeling loose or uncontrolled. It’s almost computer-game-easy now. This is where the magic happens. You can change rider modes on the fly Since we are exiting corners faster now, it’s only fair that the brakes got some love too. The old ones weren’t bad, but the new Nissin radial-mounted calipers are better than those found on a ZX-10R not so long ago. They’re more than simply up to the task; they feel strong but could benefit from a set of braided lines rather than rubber ones if it were to live in my shed. Although that may cause other issues like overpowering the suspension. Bikini fairing is really just to protect the dashboard The Z900 is a bit of a compromise when it comes to boingers. The 41mm upside-down fork only offers rebound and preload adjustment. Same goes for the rear, although the owner’s manual does suggest visiting your friendly Kawasaki dealer to adjust the rear pre-load. To me, the suspension plays like a reasonable compromise between comfort and performance. I found myself blowing through the stroke of the rear suspension in some poor road surfaces in the dry – but I am above average on the scales, so that can be expected. However, normally I would want a bit more compression to work against this. Riding position offers all-day cruising comfort The Z handles very well, thanks to the upright seating position and wide ‘bars. Flicking the bike around in the bends takes little effort. It feels like the Z has a bit more front-end weight bias, giving it a sure-footed front-end feeling. The forks are more capable than I expected, and I could brake deep into corners to wash off speed when required. Induction roar is ace but maybe an aftermarket can could complete the aural experience Mid-corner, the Z can scrape a footpeg, allowing you to drag your knee or just simply meander around a corner at a snail’s pace; it’s happy whichever way you want to ride it. Much of this feeling I attribute to the tyres. Tyres can make or break your confidence, and the Dunlop Q5s are a really nice choice for sporty riding. They don’t look like they would excel in the wet, but they did – and then they were flawless in the dry. Biblical downpours didn’t dampen Wattie’s fun The new seat is quite roomy. Towards the front it feels slimmer to get your feet to the ground easier, and then there’s room to slide back a bit also where it flattens out. I could spend full days in the seat without too much drama. I managed over 300km in one tank of gogo juice and the seat passed my tank-of-fuel comfort test. The riding position is very natural and the levers are span adjustable. When stopped there is a little bit of weight on your wrists but nothing once you’re moving along, thanks to the uninterrupted breeze on your chest. The front fairing is there to protect the dash from the elements and that’s it. If you want a windscreen, check out the Ninja 1100. The Z900 is here for style rather than wind protection. And for those wondering, yes, I was soaked. The only thing dry was my feet, thanks to my Gaerne Gortex kicks. Monoshock has rebound and preload adjustment with 140mm of travel You either love or hate the styling. I love it; I feel it’s a little less Transformer-like than the Z1000. The Z900RS, meanwhile, is at the other end of the scale. If you saw it from a distance, you could mistake it for a late 1970s model Z. So, who is this bike for? Well, it’s a logical step up from a LAMS Z650 or Z500 that you won’t grow out of. It’s even a great option for someone sick of head-down, arse-up sportsbikes. The Z isn’t a one-trick pony, either. It can commute like a boss, do some light touring, hit up your local twisties, and it’s easy on fuel; I managed as low as 4.7L/100km without even trying. The $16,554 price tag is sharp for the standard features. This 2025 update has really boosted the bang for buck of the Z900. I just wish you could get it in some cooler colours… like green. You either love or loathe the styling. Wattie loved it PROS – Bang for the buck, with a good level of standard features, and it’s user friendly CONS – Rubber brake lines, needs suspension clickers, colours are a bit uninspiring TECH SAVVY The colour TFT dash is the data centre for the Z900. Controlled by the left switch block, it’s quite simple to operate. While on the fly, the ride modes are changeable between Sport, Road, Rain and Rider. As long as you have the throttle closed you can switch modes. Rider mode allows you to make changes to the power mode and the level of traction control intervention. There are two power modes and three levels of traction control, or off. The dash displays all the info required and more. Download the Kawasaki Rideology app and you can also take control of navigation, phone calls, receive messages and control music all from the dash. To keep your phone battery topped up, there’s a weatherproof USB outlet on the side of the dash. In the Rideology app, you can also check and record ride logs showing where you rode and your statistics. Monitor servicing, odometer, trip meters and electronics settings. Pretty neat features for the geeks, and it’s free. SPECIFICATIONS ENGINE Type Inline, liquid-cooled, 948cc, four-cylinder, 16-valve, DOHC Bore & stroke 73.4 x 56mm Compression ratio 11.8:1 Fuelling EFI 4x 36mm throttle bodies, electronic throttle control Transmission Six-speed Clutch Wet, multi-plate, slip and assist Final drive Chain PERFORMANCE Power 92.2kW (123.5hp) at 9500rpm (claimed) Torque 98.6Nm at 7700rpm (claimed) Top speed 240km/h (estimated) Fuel consumption 4.6L/100km (measured) ELECTRONICS Type Kawasaki, IMU, ride-by-wire Rider aides Cornering ABS, traction control, cruise control, corner management control, shift assist Modes Road, Sport, Rain and Rider. CHASSIS Frame material Steel Frame type Trellis Rake 24.7° Trail 110mm Wheelbase 1450mm SUSPENSION Type Showa Front: 41mm telescopic fork, rebound and preload adjustment, 120mm travel Rear: Horizontal monoshock, linkage type, rebound and preload adjustment, 140mm travel WHEELS & BRAKES Wheels Cast alloy Front: 17 x 3.5in Rear: 17 x 5.5in Tyres Dunlop Sportmax Q5A Front: 120/70ZR17 (M/C 58W) Rear: 180/55ZR17 (M/C 73W) Brakes Nissin, ABS Front: Twin 300mm semi floating discs, four-piston radial calipers Rear: Single 250mm disc, single-piston caliper DIMENSIONS Weight 212kg (wet, claimed) Seat height 830mm Width 830mm Height 1075mm Length 2065mm Ground clearance 145mm Fuel capacity 17L SERVICING & WARRANTY First service: 1000km Minor: 12,000km Major: 24,000km Warranty Two years, unlimited km BUSINESS END Price $16,554 ride away Colour options Galaxy Silver/Metallic Spark Black/Phantom Blue or Metallic Carbon Gray / Metallic Graphite Gray / Candy Persimmon Red Contact kawasaki.com.au The post ROAD TEST | Kawasaki Z900 appeared first on Australian Motorcycle News.

With the final piece of the puzzle now in place, the R family feels complete The YZF-R9 has finally arrived on our shores and slots itself perfectly in between Yamaha’s 689cc YZF-R7 and the booming 998cc YZR-R1. For us Australians even more so, as in 2024 the YZF-R7 was the top-selling road motorcycle in Australia. To top that off, the YZF-R3 was the second-highest selling bike in the sports category. With the high revving and super focused YZF-R6 quietly and sadly slipping away to ‘track only’ status, there was a gaping hole between the R7 and the R1. It would almost be socially irresponsible to suggest blue-blooded budding racers move from the R3 to the R7 and then step right up to the R1. Well, rest easy Yamaha fans, the R9 nestles perfectly into that void. Tried and true, Yamaha’s faithful CP3 triple engine has been slightly tweaked for the R9 The R9 heralds the new era of supersport. World Supersport (WSSP) regulations have been updated to move with the market’s desire for more user-friendly platforms that can be ridden on the road as well as the track. The R9, in its first year of racing, has already won over 60 per cent of the WSSP races so far – so it’s safe to say that it has hit the ground running. While track performance is a key area of the R9’s development, the design brief clearly states a 50 per cent road and 50 per cent track target. It’s only fair that we give it the once over at both disciplines. FANTASTICALLY FAMILIAR Keen eyes will see similarities between the MT-09 and XSR900 Deltabox chassis and the new R9. It does look familiar but there have been a few tweaks to make it more supersport capable and deliver a desired 50/50 weight distribution with the right amount of stiffness and flex. The frame is stiffer and lighter than the MT-09 at 9.7kg, but has more flex and is lighter than the outgoing R6. The suspension is high-spec KYB gear. The fork looks as if it’s straight off the base model R1, but I can’t confirm. It has high and low-speed compression, rebound and preload adjustment at the top of the fork. The rear shock also has high and low-speed compression and rebound adjustment. It also features a hydraulic preload adjuster for quick adjustments by hand. The fork is shorter overall than the XSR900, making its steering angle steeper for faster changes of direction while increasing tyre load at the front. Front brakes are race-track perfect but also work well on the road with minimal input required Yamaha’s delightful and reliable 890cc crossplane crank triple (or the CP3) feels like a gift that keeps on giving. It seems that it shines bright in anything Yamaha throw it at. Don’t get too excited; it remains mostly unchanged from the MT-09 engine but has had an ECU re-map that’s been tuned for supersport riding, and had the gearing improved for track use. It still produces oodles of usable torque and mid-range power, 87.5kW (117hp) and 93Nm to be exact. Suspension is fully adjustable The R9 is fitted with the latest Yamaha electronic tech derived from the R1. A Bosch 6-axis IMU is the eyes and ears of the operation, making sure crashing is kept to a minimum. The brakes feature Brembo Stylema calipers with performance-focused brake pads and are squeezed by a Brembo radial master cylinder at the other end of braided lines. These same brakes are found on high-performance superbikes, giving the R9 all the braking performance you could ever need on the track. The fairing is the most aerodynamic of any Yamaha to date and even gets MotoGP-inspired winglets that add seven per cent extra downforce in a straight line and 10 per cent in corners. If you ask me, I reckon it looks fantastic too. AT THE TRACK The sun is peeking through the clouds, birds are tweeting and the coffee is hot on a cool morning at Sydney Motorsport Park. The 13-corner, 1.8km layout known as the South Circuit will be our playground. The toys are on race stands and I watch on frothing as they’re given the final once-over by the Yamaha technicians. There are no tyre warmers, just brand-new Bridgestone RS11 rubber to warm up and scrub in. After a quick briefing it’s time to get the helmets on and head out on track. The Intensity White/Redline colour option looks pretty trick I jump on, adjust the levers and set about engaging track mode on the dash. The interface is the same at the MT-09 and XSR so familiar to many and very easy to use. It only takes a few clicks and flicks of the joystick to get through the settings. In track mode, the current settings are laid out across the bottom of the screen, so adjusting each one is piss easy. I start off with the power on mode 2, which gives full power but a softer throttle feeling. Traction control on 3, slide control on 1, wheelie control off (who needs that?) and engine brake on 1. That’ll do me for now. TFT screen ticks all the boxes and is loaded with Yamaha apps The bike feels pretty natural as soon as I jump on; there’s a bit of weight on your hands but the reach to the ‘bars isn’t far. In fact, the reach from seat to ‘bars is actually less than the R7 and the R1, but the ‘bars are slightly lower than the R7. I quite like the riding position. On the MT09 that huge clutch cover interfered with my boot when I roade sometimes, but on this bike it doesn’t seem to be an issue. The suspension feels a bit soft in the rear while bouncing on the seat, but I’ll sample it before making changes. Each session starts with a couple of guided laps by the Motoschool coaches to warm up the tyres and show us the lines at a steady pace. It’s my first time on the South circuit, so I’m thankful for the guided tour and gentle increase in speed to start the day. Wattie gets his race face on for a circuit layout he’s never ridden before If you haven’t been on this SMSP layout, it’s an eye-opener. The flow is much different to the big track and perfectly suited to smaller and more nimble bikes. You take a right out of the old turn 6/7 and then begin a series of flip-flops over the hill before running downhill and into a tight hairpin. Then begins the climb back up the hill around anther hairpin before negotiating a flat-out, third-gear change of direction back onto the old track at turn 8 before braking on what feels like the wrong side of the track for another tight left, right left and back onto the old track after turn 4. It sounds busy, and it is. There’s absolutely no rest on this layout. Plenty of adjustment on those fork legs After the tour by the Motoschool coach, I set about getting a feel for the R9’s handling and gear selection for the circuit. It’s immediately noticeable how forgiving the R9 can be on the track. The more aggressive (than the XSR900GP) steering head angle makes the bike react very well to line changes when correcting mistakes or making overtakes. It feels very planted and surefooted while braking deep into the apex. Through the flip-flops, the R9 flings from knee-down on one side to knee-down on the other with precision and haste – which is handy when the ripple strips look like they’d rip your knees right off if you introduced yourself to them. The bike is even popping small wheelies in the process as the suspension unloads while changing direction. Those electric blue wheels scream Yamaha performance The engine is an aural masterpiece even, with the stock muffler down underneath. I love the way the revs rise and fall as you go from one edge of the tyre to the other with the throttle open; it’s a real buzz. Kind of like the chicane at Mugello on a Moto2 bike with less speed and talent, but with a touch of scraping coming from the sidestand or muffler, I’m not sure. The intake roar from the R9 is divine and I’m almost ready to forgive Yamaha for putting the 600cc screaming R6 out to pasture as I work the torque curve out of the corners and up the short straight kissing the rev limiter. I do wish it revved just a little bit more however. Apex-perfect. Wattie shaved two seconds off his lap times by riding the R9’s torque rather than revving the bejesus out of it As I’m getting up to speed, I find myself changing back to second gear while entering the 90-degree turns and loving the feel and sound of the engine braking – but then I’m hitting the rev limiter very early on corner exit. Making all these gear changes is fine for the bike as the quickshifter is flawless in its execution, but my leg is getting sore from all the up and down. During the break, we debrief with the Motoschool coaches and I start thinking that I was overriding the bike, using the gearbox too much and losing time. Time to address. Piece-to-camera is a pre-requisite for most motorcycle launches now For the next session, I add two full turns of preload to the rear to help hold the rear end up and give me a little more ground clearance on the fast change of direction. I move the throttle map to mode 1, which is the most aggressive, reduce traction control down to level 1 and decide to try and use third gear on the 90-degree corners. This will mean I only need to change down to second for the hairpin at the bottom of the hill, then up to fourth briefly, once per lap… Small changes equals big success; I’m immediately two seconds faster per lap! The R9 loves to play in the midrange, so running it hot into corners a gear higher, using more rear brake and driving out with the torque makes it exit corners with more oomph than outright horsepower. This is what sets it apart from the old R6 – the power curve is more useable and easier to exploit on the R9. For the remaining sessions before the rain comes into play, I concentrate on pushing deeper on the brakes and getting on the power earlier, and the R9 just keeps gobbling it up. I manage to get the times down to a 1:02.5 lap, which I am really impressed with. Yes, I would love more power, but I’m definitely not missing out on fun without it. No chicken strips on these tyres. On yah, Wattie! ON THE ROAD Without even needing to adjust a clicker, the R9 is ready for road duty straight after a track day, so long as you don’t overindulge and fry a tyre on the track. During the commute, the R9 feels like I’m riding an MT09 but with lower ‘bars. It’s light and manoeuvrable in the traffic and comfort is reasonable. The clutch is light and the brakes only need a light caress to pull up for a red light. It even has cruise control for those boring stretches. The R9 features stability in fast cornering, an indication of the development put into this model There’s room on the seat to move around and you can see out of the mirrors. What else do you need? Well, I’d skip the idea of taking your spouse for a ride (if you like them); the pillion seat is tiny. But pillions only slow ya down anyway, right? Out in the twisty backroads, the R9 comes into its own and you remember that this bike was built with performance in mind. The suspension that felt a little soft at the track? Well, all of a sudden, it is perfectly suited. It’s as sharp and direct on the road as it was on the track but it can soak up bumps too, thanks to the high-speed adjustable fork and rear shock. I take a couple of clicks off the high-speed damping and loosen the preload for better recovery from the bumps. Other than that, I don’t feel like it needs anything… well, maybe a sweet exhaust system for a bit more sound. Yamaha reckons its R9 is a bit of a dream machine. It’s certainly shaken up WSSP The 50/50 design brief is clear when you can ride with confidence in the twisties; even if the surface isn’t perfect, the chassis feels direct and controlled but also forgiving at the same time. The engine is happy to ride the torque curve without having to rev the hell out of it. It just feels so well balanced and does not get overpowered by the engine. The R9 is simply sweet. It isn’t by accident that it slips right into that sweet spot between the YZF-R7 and the YZF-R1. PROS – Sweet engine, sure-footed suspension on road and track, looks the business CONS – A few more revs would be nice GIZMOS GALORE The 5inch TFT dash feels more like a built-in computer than just a bike dash. While it controls and displays all the vital information, it also has a few tricks up its sleeve. With full Bluetooth integration as standard, you don’t need to part company with your hard-earned for the extra goodies. With the help of a few apps, you can really get stuck into it. With the Yamaha Y-connect app, you can keep track of the bike’s maintenance requirements, see where you parked it, review ride logs that show things like speed, fuel consumption and route taken etc. Then, while away from the bike, you can set up your own custom riding modes with your preferred power map, TC, launch control, slide control, engine brake control etc. Then, when you get the bike to go for a ride, you can upload those settings and select it from the bike’s menu. This app also allows you to set up lap timing via GPS so you can have live timing on your dashboard while on the track. Another cool feature is the virtual pit board. If you have a mate set up their phone as your ‘supporter’, they can then send you a choice of pre-determined messages from the pits straight to your bike, just like in MotoGP. Imagine giving it the beans on the track and then a message pops up telling you to ‘Go Faster’. Be careful who you give the access to, I guess. The Yamaha Y-trac Rev app is for those wanting to get a bit more serious about racing. With it, you can delve into data acquisition, virtual pit boards, lap and split times. Your team can also display whether you are up or down on your lap times live as you’re going around the track. Then afterwards you can review your data and look for ways to make improvements. With a bike that’s designed for 50 percent road use, it’s only fair that the road guys get some gizmos too. The Garmin Streetcross app works on many other Yamaha motorcycles also and, as a free download, you can activate turn-by-turn navigation using Garmin’s maps. The system works really well and besides Android Auto and Apple Carplay, it’s the best system I’ve used on a bike. This all displays on the dashboard and is controlled by your phone or via the left switchblock. This is on top of the built-in phone connectivity that allows calls, messages and music to be controlled on the fly if you’re using a Bluetooth headset. but wait, there’s more Thanks to the racing pedigree, Yamaha has a bunch of track-focused gear like GB Racing engine protection, billet footrests, swingarm bobbins, billet levers and exhaust systems. If you like the old-school look of the side-exit exhaust, there’s an Akrapovic muffler to slip straight on there. On the more road focused list are things like a sweet tail bag to go on the rear seat, radiator guard for pesky rocks, tinted windscreen, tail tidy and rear seat cover if your spouse refuses to ever go on the back. Check out the Yamaha Y-Shop at shop.yamaha-motor.com.au the competition Ducati Panigale V2 $24,500 ride away Kawasaki ZX-6R KRT Edition $18,824 ride away MV Agusta F3 RR $37,695 ride away Honda CBR600RR $29,533 ride away SPECIFICATIONS ENGINE Type Inline, liquid-cooled, 890cc, three-cylinder, 12-valve, DOHC Bore & stroke 78mm x 62.1mm Compression ratio 11.5:1 Fueling EFI, electronic throttle control Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 87.5kW (117hp) at 10,000rpm (claimed) Torque 93Nm at 7000rpm (claimed) Top speed 240km/h (estimated) Fuel consumption 4.9L/100km (measured) ELECTRONICS Type Yamaha Rider aids ABS, traction control, cruise control, quickshift, slide control, brake control, back skip control, launch control, wheelie control Modes Track, Sport, Street, Rain, Custom 1 and Custom 2 CHASSIS Frame material Aluminium Frame type Diamond Deltabox Rake 22.6° Trail 94mm Wheelbase 1420mm SUSPENSION Type KYB Front 43mm USD fork, adjustable preload, high/low compression and rebound, 120mm travel Rear Monoshock, adjustable preload, high/low compression and rebound, 117mm travel WHEELS & BRAKES Wheels Aluminium spinforged Front: 17in x 3.5in Rear: 17in x 5.5in Tyres Bridgestone RS11 Front: 120/70 ZR17 (58W) Rear: 180/55 ZR17 (73W) Brakes Brembo Front: Twin 320mm floating discs, Brembo Stylema monoblocs, Brembo radial master cylinder Rear: Single 220mm disc, single-piston caliper DIMENSIONS Weight 195kg (wet, claimed) Seat height 831mm Width 706mm Height 1181mm Length 2079mm Ground clearance 140mm Fuel capacity 14L SERVICING & WARRANTY Servicing First 1000km Minor 10,000km Major 20,000km Warranty Two years, unlimited km BUSINESS END Price $23,199 (Ride away) Colour options Team Yamaha Blue, Matt Black, Intensity White/Redline Contact yamaha-motor.com.au The post ROAD & TRACK TEST | Yamaha YZF R9 appeared first on Australian Motorcycle News.

Triumph sharpens its streetfighter with the track-focused 1200 RX that’s leaner, meaner and limited to just 1200 units Just months after the stellar launch of the Speed Triple 1200RS, Triumph was back at Portimao circuit in Portugal with a surprise: the limited-edition, track-focused RX. Only 1200 of these bright yellow beasts will be available globally. The RX builds on the 133kW (180hp) RS but arrives racier, with lower clip-on ‘bars, higher rearsets, a striking Akrapovic silencer and an Öhlins electronic steering damper to match the EC3 semi-active suspension from the RS. Add in some carbon fibre and a new seat, and it’s yours for $34,490 – $3000 more than the RS. TRACK TIME Back in March, we tested the RS in less-than-ideal conditions (Vol 74 No.19), but the Smart EC-3 Öhlins suspension stood out for its versatility. This time, with sun overhead and fewer media on site, we had time to push the RX on both Pirelli SuperCorsas and race slicks. Now that’s what we call aggressive styling! The RX was revealed just 12 hours before we hit the track, its ‘Performance Yellow’ livery a clear signal of intent. This is a Speed Triple built to lap. Swinging a leg over, the differences are immediate. The new riding position is more aggressive: ‘bars 69mm lower and 52mm farther forward, pegs 14.4mm higher and 25.5mm back. Even at a standstill, it looks and feels ready to race. Electronically-controlled, fully-adjustable Smart EC-3 Öhlins continuously adapt to rider inputs Our first session was damp, but that allowed time to settle in. The new Akrapovic can doesn’t scream like a race pipe – it’s Euro5+ compliant – but its note is deeper and throatier, and it looks far better than the stock RS exhaust. Even at a moderate pace, the RX feels more connected. The riding position shifts weight forward, enhancing front-end feel. The fuelling is flawless, the quickshifter slick, and that 1160cc triple is torquey, urgent and surprisingly user-friendly for such an angry-looking machine. Rider aids (cornering ABS, traction control, wheelie control) operate seamlessly in the background. ABS can’t be fully disabled but can be limited to the front brakes only In perfect conditions, it was time to flick into Track mode. The suspension stiffens, electronics loosen their grip and the RX sharpens. Power remains unchanged at 180hp, which may seem modest next to 200bhp-plus rivals like BMW’s M 1000 R or Ducati’s Streetfighter V4 S, but on track it’s more than enough. The engine pulls hard, especially through the midrange, and will happily rev to 10,750rpm. A hint of exclusivity Flat out down Portimao’s main straight, the RX is a handful – not for lack of control, but because it’s physically demanding. Holding on at full tilt is a proper workout. But through corners it’s sublime. Fast bends invite you to push harder every lap. I experimented with gears and corner speed, eventually favouring a smoother, short-shifted exit over revving it out. The RX stays planted over the crest, wheelie control gently intervening if you keep the throttle pinned. The RX’s engine produces the same power and torque as the RS but ergonomic changes and some race-spec add-ons transform the riding experience At high speed, the RX is impressively stable. Sixth gear tapped, windblast roaring, I didn’t crave more power – just stronger arms. CONTROLLED AGGRESSION Portimao’s rollercoaster layout tests everything, including the RX’s new Öhlins SD16 steering damper. Unlike the RS’s passive Marzocchi unit, this electronically adjustable damper reacts in real time via Triumph’s OBTi system. At low speed it lightens up, then firms as pace builds or handlebar inputs get erratic. I tried to provoke head shakes – dropping off crests, shifting the ‘bars mid-air – but the RX remained unbothered. Footpegs are mounted higher and farther back than the RS The RX also avoids the giant aero wings favoured by some rivals yet still holds its line without fuss. It’s calm, composed and confidence-inspiring. That said, while the new damper adds sophistication, I don’t recall the RS suffering stability issues. Perhaps it’s a nice-to-have rather than a must-have. A back-to-back test would settle that question. SLICK SHOD In the afternoon, Triumph bolted on Pirelli slicks and let us go wild. Before diving in, I adjusted the suspension via the intuitive TFT dash. No spanners required – unless you want to tweak spring preload, which is factory set for an 85kg rider. The electronic interface is refreshingly simple, using terms like Brake Support and Mid Corner rather than traditional compression/rebound jargon. Seat is embossed with the RX symbol And then? The RX felt like a naked race bike. It flicked to apexes with surgical precision, held a tight line on power, and never understeered. Even on slicks, there was more ground clearance than I needed. After one session, I found myself thinking: why not add a fairing and give us a new superbike? Plenty of options for rider adjustments to the electronics BRAKES, AIDS AND NIGGLES The Brembo Stylema brakes finally got a proper workout here. On the RS launch, wet conditions held us back but not this time. Power was ample, feel was great and there was no fade. ABS can’t be fully disabled but can be limited to the front only. I barely noticed it intervening. You’ve got to admit the RX is one purposeful-looking trackday bike I dialled in more engine braking for that rear-end slide into corners. It’s all adjustable and you can soften it up to near two-stroke smoothness. As for electronics, the wheelie control deserves credit for how smoothly it modulates lift. But it still cuts power a tad too cautiously on re-engagement and, crucially, it’s bundled with TC – turn off traction control and you lose wheelie control too. That’s a limitation, especially for more advanced riders. Akrapovic can is Euro5+ compliant but still sounds great VERDICT Triumph didn’t need to build the RX. The RS is already one of the finest naked bikes around. But I’m glad they did. The RX sharpens the Speed Triple into a legitimate track weapon. The RS may be better for road use – its ‘bars more forgiving, its stance more relaxed – but the RX is leaner, meaner and noticeably faster on circuit. The Öhlins EC3 suspension is once again the hero, offering true on-the-fly transformation from fast road bike to full-blown trackday star. Sure, the dash is a bit dated and the electronics aren’t quite as trick as Ducati’s or Aprilia’s. And no, there’s no 200-horsepower headline. But for $34,490, the RX is the most affordable bike in its class – more than $8k cheaper than a Streetfighter V4 S (see full review on p64). That’s astonishing, considering the spec. The 1200-unit run will sell fast. And some RS owners may wish they’d waited. I’d love to see Triumph go a little farther next time – more power, maybe some fairings. But even as it stands, the RX is a special machine. Just be quick if you want one. SPECIFICATIONS ENGINE 1160cc inline triple 133kW (180.5hp) at 10,750rpm 128Nm at 8750rpm CHASSIS Aluminium twin-spar frame Öhlins Smart EC3 semi-active suspension Öhlins SD16 electronic steering damper BRAKES & WHEELS Brembo Stylema calipers, 320mm discs 17in cast aluminium wheels Pirelli Diablo Supercorsa SP V3 tyres ELECTRONICS 5 riding modes: Rain, Road, Sport, Track, Rider Configurable Cornering ABS, TC, Wheelie Control Adjustable engine braking & throttle maps DIMENSIONS Wet weight 199kg Seat height 830mm Fuel capacity 15.5L Extras on RX vs RS – Lower clip-on ‘bars & higher rearsets – Akrapovic titanium exhaust – Carbon fibre trim & special seat – Unique ‘Performance Yellow’ paint BUSINESS END Price: $34,490 ride away (1200 units) Contact: triumphmotorcycles.com.au The post QUICK SPIN | Triumph Speed Triple 1200 RX appeared first on Australian Motorcycle News.

In delivering over 250 upgrades to the Tenere, Yamaha has ignored the cafe critics, focusing instead on feedback from riders who live for the dirt, not the decor In 1983, Yamaha started a worldwide love affair with a motorcycle called the Tenere. The first model was heavily based on the legendary XT600 with not much more than a huge fuel tank to distinguish it from its standard XT cousin. Tenere means desert region and it is here, in the form of the Paris to Dakar race, that it paved its way to cementing its future, achieving many podiums and somewhat of a cult following. Bikes that succeed in the most gruelling test of reliability will sell themselves and fast became a popular choice for global adventure. Over the years the Tenere has evolved into many variants, with the most exciting model in recent years being the 2019 release, when Yamaha delivered a heavy blow to the adventure bike market. The T7 quickly set the world alight, receiving high praise for retaining its somewhat simple approach while maintaining legendary reliability at a very good price. It’s a rapidly moving segment of the market and as we fast-forward to the present almost every manufacturer produces a model it claims is an adventure-ready steed. The 2019-2024 T7 received very few updates – but, as with any new model, there’s always room for improvement. I spent a too-short amount of time on a mate’s Tenere a couple of years ago and thought it was pretty good overall. So I was very excited to be given chance to ride the vastly revised 2025 T7 at a two-day media launch not far from my home on the NSW Central Coast, around the lower Hunter and Watagan area. Yamaha Australia Marketing Manager Sean Goldhawk was on hand for the launch, and delivered a very comprehensive presentation highlighting the 2025 updates and improvements. Towards the end of the speech he said something that stuck with me: “You talked. We listened.” Left handlebar switch block houses TFT navigation controls He was referring, of course, to Tenere owners all over the world and their pointed criticisms of the previous generation’s T7. He went on to describe how important it is to follow the many forums and social media posts out there to help gain valuable info, as well as real-world feedback, to help R&D teams make sure each new model is better than the last. So is it? Let’s find out. BUSH READY The ride started and finished at the headquarters of RideADV, just north of Mangrove Mountain. These guys operate expansive tours and expert coaching sessions and were our track guides for the two days. Owner/operator Greg Yager and his team all ride Teneres themselves and have amassed over 600,000km on their fleet bikes without a single mechanical failure – and let me tell you, they ride them hard and fast. There’s a new dashboard but the tech has been kept simple They are a great bunch of blokes and led us over a variety of terrain specifically mapped out to give us a taste of what the bike is capable of. All three colour variants were on hand to trial – Icon Blue, Sky Blue and Frozen Titanium. I picked the Frozen Titanium, which I thought looked great. All bikes were fitted with Dunlop 606 tyres as our ride was going to 80 per cent dirt. Apart from that they were stock standard. HEART OF THE BEAST The CP2 engine that powers the Tenere can be found in many other bikes in Yamaha’s range, and for good reason; it’s an absolute gem. The 689cc parallel twin pumps out just shy of 54.5kW (73hp0, which doesn’t sound like much when compared to say a KTM 1290 Super Adventure or Ducati Multistrada, both of which punch out over 160hp. When compared to a KTM 890/HuskyNorden, it’s still well behind on a spec sheet as well in terms of power – but does the Tenere have enough grunt? It’s not the most powerful engine out there but it’s a willing and versatile performer in most riding situations My word, it does. It’s actually hard to believe we call a 700cc bike small nowadays but realistically in the adventure bike market it is, and every cubic centimetre of displacement does its best to convince you of its willingness. It fires up and settles into an idle with an exhaust note that’s audible enough, but with the well-supressed rumble that is a trademark of parallel twins. Many of the RideADV fleet bikes had Arrow slip-on mufflers and they sounded really good. It’s one of the smoothest engines out there, with basically no mechanical noise, and as you click into gear and ride off for the first time it feels beautifully refined. Rolling along at 110km/h in top gear returns just 4100rpm on the tacho and it feels relaxed and effortless at freeway speeds. LED headlights make a styling statement The jewel in this crown is the torque. From very low rpm it pulls cleanly with no hesitation – and on our ride we went up some technical hills that would be better suited to an enduro bike. But the T7 just goes about its business and gets you to the top. Combined with a six-speed gearbox with ratios that are nicely spaced, and a super light clutch with a lovely feel, technical trails can be tackled with relative ease. The Tenere can also be fitted with an optional quickshifter – but I wouldn’t bother if I were to buy one as it’s faultless as is. It looks pretty cool in Yamaha’s corporate blue Many high-horsepower bikes I’ve ridden can be a handful in situations like this as they break traction and dance all over the place, so what the Tenere may lack on paper in terms of outright power it more than makes up for in excellent tractability and seamless transition from the ride-by-wire throttle to the back wheel. Perhaps the only time I may have wished for more power is a scenario I was imagining in which I was overtaking a fleet of Bobs and Marges on a country road with 100m caravans. The T7 will do it for sure – but will require a bit more planning from the throttle hand and gearbox than some of the heavy-hitting almost hyperbikes I mentioned earlier. Especially if you have a pillion and/or lots of luggage. Our tester preferred the Frozen Titanium paint scheme There are two modes programmed into the fuelling system, Sport and Explorer, with the latter delivering a slightly softer feel to the power. In fact, some riders on the test actually preferred this mode. The T7 also features traction control that can turned off, allowing for more fun on the dirt. RIDE REFINED Adventure bikes are destined for long days both on the tar and far off of it as owners chase distant horizons. Waypoints set, fuel up and go. The Tenere has been refined to make those big riding days even more enjoyable. Small things like the clutch casing have been altered, because apparently the boots of some riders used to rub against it, creating a feeling of it wanting to push your right leg off the footpeg. The footpegs themselves are now a huge rally style, which offer great grip and feel. There are more than 250 changes on this bike from the last model. From the moment I hopped on it I felt comfortable. The sitting position is extremely good, and the seat – which is also different to the outgoing model – was very comfortable. I normally get a sore bum when riding a new bike and it takes a couple of days to get acclimatised, but no such discomfort was encountered on the T7. The screen is a good height and doesn’t obscure vision. It does a pretty good job of keeping the wind out of your face at higher speeds. At 180cm tall and 89kg the standing position was probably the best I have encountered on any adventure bike. It honestly just feels like a big enduro bike, and for me I wouldn’t change a thing. I did catch my left heel on the little tab that you kick the sidestand out with a couple of times, but that was truly my only criticism of the overall ergonomics. It offers such a neutral feel that encourages aggressive offroad riding or is equally as good just cruising along. Beefy Yamaha-branded handguards add to the Terere’s off road cred The 21/18-inch wheel and tyre combo provides outstanding offroad performance and felt great on sealed roads as well, even with the 80 per cent dirt-biased Dunlop fitted. We didn’t do any night riding but the new LED headlight looks the part and will no doubt be better on those unplanned late outback trips where dodging wildlife can be a treacherous part of the game. The 16-litre fuel tank now sits farther down in the frame to lower the centre of gravity, improving handling characteristics. BRAKES AND SUSPENSION One major element that owners of previous generation T7s were often unhappy about was the suspension. It wasn’t terrible – but certainly could have been better. As I mentioned earlier, Yamaha takes criticism very seriously from riders that push their bikes to the limit, not criticise sitting at a cafe. We aren’t just talking a spring rate or two here; they have basically revised the whole fork and shock set-up. They’ve developed suspension upgrades to the 2025 model that will no longer warrant any complaints in my opinion – either when ridden within and probably beyond its intended purpose. Suspension has had a major upgrade and is fully adjustable In short, it’s brilliant. From fast tar roads to technical single tracks and big erosion mound jumps, the T7 exceeded my expectations on all fronts. Not once over two days of riding did it do anything I thought it shouldn’t have. Other riders on the test who had ridden the last model were blown away by just how much better it was. Now fully adjustable, including preload on the front fork, the KYB componentry left nothing to be desired. In fact, it’s now so good that some of the staff from RideADV said it’s better than their heavily modified previous-gen T7s. Good level of crankcase protection And that’s just the front; the rear shock was every bit as good. High praise indeed, considering how hard these blokes ride – heavily laden on some of the roughest tracks in Australia and the world. The Brembo brakes were superb, providing all the power and feel you could ask for. The anti-lock system can be turned off to allow sliding but when left on they were very good as well and I never had a problem bringing the wet weight of 206kg plus me onboard to a rapid predictable stop. In slippery creek crossings, it’s reassuring to have a middleweight adventure bike with good tyres JUST ENOUGH TECH The new 6.3-inch TFT dash is a welcome addition, providing all the info you need and can also be linked to Google Maps for turn-by-turn navigation. It’s easy to read and the interface has a couple of different layouts to suit your personal preference. A small joystick on the left-hand switch block makes it easy to scroll through the menu. One drawback, initially, was the indicator switch – and I wasn’t alone in this. Easy to turn on but frustrating to turn off; it was funny following other riders after a corner was made as most of us looked like a semi driver doing that thank you flash they do when you let them in. We all got used to it by the end of day two. There’s a huge range of factory accessories for this model What has made the T7 appealing to riders is its simplicity, and that remains. I think there is just the right amount of tech to bring it up to speed with its competitors. More tech can mean more problems; just ask some other manufacturers. But Yamaha, to an extent, has kept it relatively simple, true to the roots of those first Teneres. SAME SAME, BUT VERY DIFFERENT While from a distance it looks very similar to the last model, it is vastly different. Get up close and you will see changes everywhere. This is a ride that I, like so many others, would jump on and ride around Australia or the world tomorrow. There are also hundreds of genuine or aftermarket options to customise your T7. That rock-solid proven reliability is a huge tick for me. Spending two days on the Tenere made me realise why it’s the top-selling adventure bike in Australia. Sometimes less is more and there is no better example of this than the T7. Less tech but enough, less price than direct class competitors, less power but more than enough. And it’s a great-looking bike in any of the three colours. The T7 has a cult following for a reason. And although you don’t see that many around urban areas, get out in the bush and off the beaten track and you will come across plenty, with a rider likely to have a big smile on their face. PROS – Grunty, tractable engine, brilliant new suspension and all-day comfort. A true adventure standout CONS – Fiddly indicator switch, only moderate power for those (admittedly rare) overtakes The Competition KTM 890 Adventure 889cc parallel twin, 78kW (105hp) – $25,390 Aprilia Tuareg 660 659cc parallel twin, 60kW (80hp) – $21,300 Honda Transalp XL750 755cc parallel twin, 67kW (90hp) – $17,899 SPECIFICATIONS ENGINE Type Liquid-cooled, 690cc, 4-stroke, DOHC, 4 valve, twin-cylinder Displacement 689.0cc Bore & stroke 80mm x 68.6mm Compression ratio 11.5 : 1 Lubrication Wet sump Fuel delivery Fuel injection Transmission Constant-mesh 6-speed Final drive Chain Fuel capacity 16L CHASSIS Frame type Double cradle steel tube Suspension Front Upside down telescopic fork, 210mm travel Rear Swingarm (link suspension), 200mm travel Brakes Front: Hydraulic dual discs, 282mm, ABS Rear: Hydraulic single disc, 245mm, ABS Tyres Front: 90/90 R21 M/C 54V Rear: 150/70 R18 M/C 70V DIMENSIONS L&W&H 2370mm, 935mm, 1455mm Seat height 875mm Wheelbase 1595mm Ground clearance 240mm Wet weight 208kg BUSINESS END Warranty 30 days (limited factory warranty) Price $21,299 ride away Contact www.yamaha-motor.com.au The post OFFROAD TEST | 2025 Yamaha T7 Tenere appeared first on Australian Motorcycle News.

With its Granturismo V4 engine, sculpted lines and cutting-edge electronics, the XDiavel V4 is Ducati’s high-speed answer to the cruiser category Back in February 2023, Ducati revealed the then-new Diavel V4. It was a big move for the Italian manufacturer as they ditched the bike’s V-twin powerplant in favour of the new Granturismo V4. That wasn’t the only shake-up either. There was a new chassis, now a monocoque design, uprated Brembo Stylema racing brakes and, as you would expect from Ducati, superbike levels of electronic rider aids. Faster, nimbler and more responsive than before, Ducati’s sports cruiser was morphing into a full-on naked streetbike. While all eyes turned to the new Diavel, the XDiavel, essentially a feet-forward cruiser sibling of the Diavel, slipped into the background somewhat. But now, for 2025, Ducati has reintroduced the XDiavel, using technology and components from the standard Diavel, as well as fresh and muscular new bodywork and styling. AMCN travelled to the south of France to test ride the new V4 XDiavel, which has more power than the outgoing 1260 model, is lighter and laden with state-of-the-art tech. TOTALLY AT HOME Is there anywhere better to ride a cruiser than the south of France? From Cannes to Nice to Monaco, the jaw-dropping coastline is littered with millionaire pads and celebrities looking to show off their trappings of success. And in the hills above the coast, the wonderful and winding Route De Napoleon awaits. Brembo Stylema brakes used to be cutting-edge Superbike tech just a few years ago In short, the new XDiavel V4 is in its perfect surroundings. Totally at home. Ducati doesn’t generally make ugly bikes and it looks right at home among the beautiful people. It’s immaculately styled and detailed, oozes muscle as well as class and, in the way it sits lightly on its wheels, is unmistakeably a Ducati. The only problem is all that beauty and desirability comes at a price: from $46,500 ride away in Australia. Cruisers are expensive, but even Triumph’s ginormous Rocket 3 is cheaper, while the competition from the US in the shape of Harley-Davidson and Indian are also less costly, even if you add a few extras. Upgraded rear suspension gets more travel, crucial on a performance cruiser The big talking point is the introduction of the counter-rotating-crank 1158cc Granturismo V4 engine in favour of the traditional 1260 twin. Smoother, with a more free-revving linear delivery, peak power increases to 124kW (168hp) at 10,750rpm, but peak torque is a fraction down at 126Nm at 7500rpm. The V4 has wider service intervals (15,000k or every two years) and is equipped with Ducati’s rear cylinder deactivation system. This cuts the two rear cylinders at low rpm to reduce heat transfer to the rider on warm days, and save fuel in the process. The powerhouse V4 engine is the talk of the town With the new engine comes a raft of new rider aids, four riding modes (Sport, Touring, Urban and Wet), along with three power modes (High, Medium and Low). Ducati Power Launch Control, Ducati Wheelie Control, Ducati Traction Control and Cruise Control are all present and valid on a hotrod like this, and operated by a new switchgear and a generously sized new 6.9-inch dash. As you’d expect, cornering ABS is standard to match those Brembo Stylema stoppers and 330mm discs. Seat is super comfortable but don’t leave it out in the rain But it’s not all about producing the most advanced and sporty cruiser on the market. Ducati has also looked at increasing comfort with improved ergonomics by moving the ‘bars closer to the rider and lower, while the seat foam is thicker but still just 770mm from the ground. Even the pillion seat is larger. The conventional suspension is fully adjustable, as you would expect from Ducati, while the rear gets 25mm more travel to improve tourability even further. That LED headlight is a Diavel signature feature PLAYING WITH THE POWER The first test for our XDiavel was to negotiate the crazy traffic of Grasse, trying our best to leave congestion behind as we headed to the calmer and far more fun Route de Napoleon. Aside from trying to look cool in the fashionable city streets, the ride through crawling traffic did give us a clear understanding of the rear cylinder deactivation system, and the XDiavel’s increased comfort. The former is nothing new but is now much more apparent. Below 4000rpm and under low load, the system still cuts the rear bank of cylinders, thus saving fuel and reducing engine heat to the rider, but now Ducati has deliberately made the transition between running on two cylinders and four cylinders more obvious – and you certainly feel this when riding. It might be built for the boulevard but Ducati has injected some of its V4 race tech into this feet-first cruiser Below 4000rpm, the twin-cylinder Granturismo sounds and feels different to when it’s firing on four. For starters, the exhaust has a lower pitch. Assuming the revs remain below 4000rpm and the torque request to the engine remains low, you can short shift up to around 90km/h on just two cylinders. The moment you turn the throttle with conviction, however, it reverts to a full-fat V4, no matter the rpm. It’s enjoyable playing with the power, feeling the extra kick as the cylinders chime back in. As for reducing the flow of unwelcome engine heat to my legs and lower body, I certainly didn’t feel uncomfortable in the city, but we did have unseasonably mild conditions in the south of France. There’s no mistaking this is a four-cylinder engine The small towns that pepper the hills above Cannes are policed by speed humps that are sometimes hard to see until the last moment. I missed one early on the test ride and braced for a significant jolt from the low seat and relatively short-stroke suspension, but my spine was thankful of the now longer, plusher travel and meatier new seat. I remember the old bike was a little firm, which was especially noticeable at low speed on poor roads, as cruisers with less suspension travel usually are. But the new XDiavel is noticeably improved over the previous bike. There were several occasions where I’d run over a pothole and was expecting a kick to the rear, but instead the XDiavel delivered a smooth ride. It’s no Honda Goldwing but is an improvement over the previous model. Pillion grabrails are vital with this much grunt on tap It’s out in the countryside, though, that the Ducati plays its ace card and separates itself from all other cruisers. As the traffic thinned and the road began to twist and turn, I switched from Touring mode to Sports mode and settled in for the ride. With its sporting hat on, the Granturismo is as flexible as it is fast. There’s a broad spread of smooth-as-silk torque that drives the extra-wide 245-section Pirelli Diablo Rosso II into the road and, unlike a typical American V-twin, the Ducati also loves revs, and is fluid and frictionless as they escalate and you are thrust back into the seat. Fuelling is accurate whether you are riding the torque or piling on the revs, while Ducati’s Quick Shift 2.0, which pairs with the Granturismo for the first time, makes for virtually seamless gear changes. It may not be to everyone’s taste but there’s no denying a lot of work has gone into the finer details HIGH-SPEED CRUISER So your feet are out front, you’re feeling relaxed, but the bike is moving like a superbike of not so long ago. It’s feels a little crazy to be able to ride so briskly with such ease in the traditional cruiser riding position. The excellent rider aids give you the confidence to push a little harder than you would on any other cruiser and, should you wish, you can even remove the wheelie control. The XDiavel will happily oblige, despite the feet-forward position and a long wheelbase. Even with the rider aids removed, the XDiavel finds grip from that huge rear tyre and propels you forward to the next horizon. You can remove all the rider aids, aside from ABS, but you can remove the rear ABS. The TFT dashboard is loaded with information on an amazing array of rider tech for what is basically a cruiser Because you have confidence and feel inspired by the lightweight chassis and excellent rider aids, ground clearance limitations can be relatively easily found. Some might see this as a criticism, but the XDiavel would embarrass any other cruiser in this segment. If you want more clearance and sportier handling, you’re better to opt for the standard Diavel. Later in the day our test was hit by biblical rain and again I changed the bike’s set-up to match the conditions. Wet mode is similar to Urban, with precise fuelling to help in tricky conditions, although opening a closed throttle to about 10 per cent of its stroke wasn’t perfect and I was expecting something a little smoother. On slippery French roads, the lean-sensitive TC was a must, and I was also thankful for the soft touch of the ABS to offset the racy Brembo stoppers. After the rain, the poor XDiavel looked a little secondhand. Water and road grime had found their way into hard-to-reach places. Owners who love a pristine bike are not going to enjoy getting their XDiavels wet. And I should add that the seat acts like a large bowl and fills with water if left in the rain. VERDICT Ducati already had the excellent Diavel V4 as a base model, so transforming the V-twin XDiavel into the V4 was a no-brainer. It’s an interesting take on the cruiser market, which some traditionalists won’t like, but there’s no denying it’s leading the cruiser class in terms of speed, power, agility, stopping and rider aids. Looks and appeal are down to personal taste, but with the backdrop of the French Riviera (when it wasn’t raining) the XDiavel V4 looked stunning. The extra-large grey mammal in the room, like most of the bikes from Bologna, is the price; $46k or near as dammit is well up there, especially compared to the competition. But if you like your performance cruisers and put a value on having the latest technology and superb handling, you could argue it’s well worth it. PROS – Leads the cruiser segment in speed, power, handling, brakes and rider aids. CONS – Expensive, and Ducati’s take on the cruiser segment will not be to a traditionalist’s taste. XDIAVEL V4 vs THE STANDARD THE BASE XDiavel starts at $46,500, however, you can quickly start to add a few extras and personalise the Ducati to taste if money is no object. The optional Black Lava is an extra $400, but that’s just the start. The touring pack with semi-rigid panniers, passenger rear backrest and heated grips adds around $300. Cosmetically, coloured calipers are another $1500, and options for dashings of carbon are almost endless from clutch cover at $400 to a rear mudguard at $800. If you really want to stand out, the racing complete exhaust (track use only) is just over $10k, and lighter forged aluminium wheels around $4k. It all comes down to budget but it’s relatively easy to tick some boxes and have a $70k XDiavel should you want to. SPECIFICATIONS ENGINE Type Water-cooled, 4-valves-per-cylinder, 90-degree V-four Displacement 1158cc Bore & stroke 83mm x 53.5mm Compression ratio 14.0:1 Fuelling Fuel injected 46mm elliptical throttle bodies, ride-by-wire Transmission Six-speed with up/down quickshifter Clutch Hydraulically controlled slipper and self-servo multiplate Performance 124kw (168hp) @ 10,750rpm (claimed) 126Nm @ 7500 rpm (claimed) Top speed 272km (est) Fuel consumption 6.6L/100km ELECTRONICS Rider aids Riding modes (see below), power modes, cornering ABS, Ducati Traction Control, Ducati Wheelie Control Rider Modes Sport, Touring, Urban, Wet CHASSIS Frame Aluminium monocoque Rake 29° Trail 124mm Wheelbase 1620mm SUSPENSION Type Marzocchi Front 50mm, USD, fully adjustable,120mm travel Rear Single shock, fully adjustable 145mm travel. WHEELS & BRAKES Wheels Cast aluminium Front 3.5in x 17in Rear 8.0in x 17in Tyres Pirelli Diablo Rosso III Front 120/70 X 17 Rear 240/45 x17 Brakes Cornering ABS Front 2 x 330mm discs, radially mounted Brembo stylema calipers Rear 265mm disc, Brembo twin-piston caliper DIMENSIONS Weight 229kg (wet no fuel) Seat height 770mm Width 850mm Length 2310mm Fuel capacity 20L SERVICING & WARRANTY First service 15,000km, valve check at 60,000km Warranty 24 months unlimited mileage, country dependant BUSINESS END Price $46,500 (Burning Red), $46,900 (Black Lava) Contact www.ducati.com/au The post ROAD TEST | 2025 Ducati XDiavel V4 appeared first on Australian Motorcycle News.

TT legend Davo Johnson already put the Savic C-Series through its paces on a racetrack. Now it’s time to tackle the real world… Sitting at the traffic lights in dead silence, I could hear people talking as they pointed at my motorcycle. Some were going “What is that?”, some were saying “Wow, is that an electric bike?”, some were just smiling at the chance to see something different on the road after spending all day at the Adelaide Motorsport Festival that had featured everything from F1 racers to drift cars. The 7in touchscreen is easy to operate and connects to the cloud To demonstrate that this wasn’t some underpowered city bike, I gave it an extra tweak as I took off. On a bike with 200Nm of torque (some 50Nm more than a Suzuki Hayabusa) that goes from zero to 100km/h in around 3.5sec, it’s not hard to get off the line like you mean it. There’s no doubt that the Savic C-Series looks distinctive and different. It will cause people to take a second look anywhere you ride it. They should do anyway, just to check out the build quality and effort put into producing an Australian-designed and assembled motorcycle. The C-Series comes with a 10-amp charging cable. You can plug it into a public charge point or charge it up at home I’d spent the previous two days riding a C-Series around part of Adelaide’s old F1 car circuit as part of the annual Motorsport Festival (see AMCN Vol 74 No 16). Fellow Isle of Man TT racer Brian McCormack was on another C-Series and we’d done the obligatory burnouts (we had to, as 30 drift cars had been around before us) and chased each other across the circuit in several 15-minute sessions. I was impressed with the overall performance. However, there is a big difference between hammering around a racetrack on either full throttle or hard braking and riding around in the city or out in the hills. Savic Motorcycles founder Dennis Savic was so keen for me to get the full picture that he made a C-Series available for me straight after my last track session. So now here I was, riding it home for a couple of days of real-world testing. When AMCN last rode a Savic on the street (a pre-production version), the main complaints were its suspension that dived and wallowed under brakes, with the front cowl even hitting the ground under extreme braking, and the lack of acceleration compared to its rivals at the time (the LiveWire and Energica). Distinctive LED headlights compliment the C-Series’ unique styling My sessions on the track proved that the Savic team has fully sorted the suspension and power output. As I reported in my Quick Spin article, the handling was excellent, despite the 280kg weight. Under extreme braking, the suspension took up travel quickly without any hint of it bottoming out. On a 10 per cent lean angle going into a corner, I reckon I was at 90 per cent braking effort, then 100 per cent as I pulled it upright into the apex. Top-shelf Brembo brakes have a span-adjustable lever One issue I was keen to check out in street riding was the cooling system. On a 34°C day with a track temperature around 50°C, the C-Series went into a reduced-power mode to stop the inverter overheating. Would it do this in similar sunny weather on the road? PERFECT STREET CRUISER The plan was to meet photographer mate Mark Boxer mid-morning during the week and head up to the Adelaide Hills for a few hours before spending some time in the city’s trendy East End – which seemed like how a typical C-Series owner might spend a day. Let’s be clear: this bike is aimed at true riders, not posers, and as such has plenty of performance to match its stand-out styling. Before I set off from home, I sat on the bike for a couple of minutes to make sure I knew how everything worked and how I was going to ride it. I ride, test and race a lot of different motorcycles, so this is something I always do. I suggest everyone should do this to get into the zone of riding. There’s nothing particularly complicated about the C-Series, except that there is no clutch or gearbox, so you have to put that out of your mind. Some sportsbikes/superbikes have so many gizmos to work out but not the C-Series. Its 7-inch digital dashboard with a touchscreen gives you all the vital information, such as battery charge and what ride mode you have set (Normal, Sport, Eco or Rain). The four riding modes can be customised and include a cruise control option. Final drive is an Optibelt Delta belt with carbon cord that has an 8mm pitch and 36mm width The C-Series connects to the cloud via a 4G connection. This means you can receive alerts for maintenance and over-the-air electronic management updates. You can also track your bike’s location when parked, monitor the progress of its charging and read a log of your ride statistics (don’t show that to the cops though!). You enable keyless ignition via your smartphone. Riding through the suburbs to Gorge Road, which would take us deep into the Hills, I found the C-Series to be the perfect street cruiser. Its upright riding position and weight distribution make it easy to ride in the lower city speed zones. It hides its 280kg weight well – similar to big cruisers like Harley-Davidson’s Softail range. Front brakes are dual Brembo M4 radial-mounted Monoblocks with 320mm discs. Savic worked with Bosch on the ABS system It was comfortable and easy to ride but if I owned one I’d put clip-on ‘bars and rear-set race footpegs to take more advantage of its sports performance. This would make it even more of a sports bike in the Hills. I chose Gorge Road because it’s one of South Australia’s most famous “motorcycle roads”. Dating back to 1920, it winds from the suburbs along part of the Torrens River with overhanging rock outcrops and up past one of the city’s water reservoirs into orchards and small farms. It has a mix of road conditions, from hairpins with some gravel on them, bumpy sections and then smooth, flowing sweepers near the reservoir – which was part of an elevation upgrade in the 1960s. It’s best to ride this road during the week and outside commuting hours, when traffic is less busy. Fan is part of cooling system At first it felt a bit weird not having to change gear but I soon worked it out after a few corners. You just wind the throttle on and off according to the conditions. The torque, which feels endless, pushes you on. The C-Series actually felt pretty much like a conventional sports bike and its weight seemed to help with “engine braking” into the hairpins. This so-called regenerative braking uses the electric motor to feed current back into the battery to help it recharge what you’ve used under acceleration. The process creates torque in the opposite direction of rear-wheel travel, which slows the bike. The level of retardation can be set on the touchscreen. Proudly designed and assembled in Australia Front brakes are dual Brembo M4 radial-mounted Monoblocks with 320mm discs. They work as well as you’d expect. Savic has developed the ABS in conjunction with Bosch Australia. Gorge Road’s changing surfaces certainly put the C-Series to the test but, like on the racetrack, it soaked up all the dips and bumps with not a hint of suspension wallow or twitch in the steering. Single rear shock has been developed especially for this model Since 2022, the Savic team has worked with ex-racer Jed Metcher to develop the suspension from bought-in components to an in-house designed system that has involved over 100,000km of testing, mostly at the Lang Lang test track southeast of Melbourne. The result is an increase in ground clearance, compliance and handling that hasn’t compromised the seat height. The C-Series has evolved over seven years and six prototypes to get to where it is now. HEATING UP One area of concern was the possibility of power being reduced as the day got hotter. This had happened on the racetrack but all was fine on the open road, even though I was riding the C-Series in full-power Sport mode. But I wasn’t using full throttle like I did on the racetrack. The C-Series motor and inverter is liquid-cooled by a single-loop system that pumps coolant through a radiator (like an electric car) with a fan extracting heat when the bike is stopped or being charged. Re-gen braking system puts power back into battery to extend the riding range Back in the city I parked up for a break in Rundle Street’s coffee strip. As I started to explain to Mark Boxer how well the C-Series handled despite its weight, I thought the best thing to do was a 360° turn across this fairly narrow road. You can see how easy it was on the video at amcn.com.au/video/. A feet-up circle with no need to drag the rear brake like you might on a heavyweight cruiser. I think a lot of this has to do with the 1440mm wheelbase (which is similar to a Ducati Panigale V2). No doubt this was another factor in its ability to turn quickly and easily in the hairpins on Gorge Road. Regarding battery usage, I rode the C-Series from 10am to 5pm with a few breaks along the way. The battery level dropped but not to a critical level. This particular bike didn’t have the latest customer monitoring software so I don’t think it’s fair to make a judgment. I never used full throttle, as there’s so much torque, and the re-gen system was helping top up the battery in the corners. Carbon fibre bodywork looks beaut but adds $3000 to the base price When I got home I used reverse gear to help manoeuvre the C-Series into my garage. A very handy feature. Next day, when the solar panels were powering my swimming pool filter pump, they were also putting charge back into the C-Series. It isn’t compatible with a DC fast-charger, so the best way to describe the system is to say that anywhere you can charge your smartphone you can charge a C-Series. Savic claims four hours 0-80 per cent charging through a 15-amp outlet or at a public charging station. If you charge at home, expect it to take seven hours 0-80 per cent. The C-Series comes with a 10-amp charging cable. Davo’s ridden and raced a huge cross-section of bikes over the years, as well as building several performance customs. He gives the C-Series the thumbs-up So what’s my verdict on the Savic C-Series? I like the styling and its obviously built to a high standard and has had heaps of development put into it. I’ll never be a full electric convert as I love my two-stroke and four-stroke engines too much. But, styled more as a track-day bike, I’d certainly have one in my shed of motorcycles. PROS – An Aussie designed and assembled motorcycle with the feel and appeal of a petrol sportsbike. Worth a test ride CONS – It’s electric, so get ready for cheap jibes from the cynics about range anxiety and a lack of emotion The Comp How do the vital statistics of the C-Series compare with two ICE sportsbikes? Savic C-Series: Torque 200Nm, Weight 280kg (kerb), Wheelbase 1440mm, 100km/h in 3.5sec, Price $29,990 plus ORC Suzuki Hayabusa: Torque 150Nm, Weight 264kg (kerb), Wheelbase 1480mm, 100km/h in 3.2sec, Price $28,490 rideaway Ducati Panigale V2: Torque 93.3Nm, Weight 179kg (wet/no fuel), Wheelbase 1465mm, 100km/h in 3.2sec, Price $24,500 ride away SPECIFICATIONS MOTOR Type SM1 3-phase AC IPM Peak Power 60kW (80hp) Peak Torque 200Nm Cooling Liquid for motor, cold plates for inverter, charger and AC/DC converter Transmission Clutchless direct drive with Reverse Mode for slow-speed manoeuvring and parking Final Drive Optibelt Delta with carbon cord (8mm pitch, 36mm width) POWER SYSTEM Battery Li-Ion Maximum Capacity 16.2kWh Charging Level 1 1.8kW/8A from wall Charging Level 2 3.3kW/15A from wall or Level 2 public AC EV Charge time 4 hrs to 80 per cent at 3.3kW, 7 hours to 80 per cent at 1.8kW (DC fast charge not compatible) PERFORMANCE Top Speed 180km/h-plus Acceleration 3.5sec 0–100km/h Combined range (city and highway) 200km-plus ELECTRONICS Regenerative braking Deceleration and braking (both customisable) Rider aids ABS, regenerative braking Ride modes Normal, Sport, Eco and Rain pre-programmed and three customisable options Screen 7in touchscreen Connectivity Built-in cloud connectivity allows for system updates and security location as wel as keyless smart phone ignition activation CHASSIS Frame Cast-aluminum backbone with 144V battery pack incorporated as structural member Swingarm Cast-aluminum single-sided Wheelbase 1440mm Rake 24° Trail 103.5mm Lean angle 40° SUSPENSION Front Savic-developed telescopic fork, 160mm travel Rear Savic-developed monoshock, adjustable preload, 49mm travel WHEELS & BRAKES Wheels Cast aluminium, three-spoke Front 17 x 3.5in Rear 17 x 5.5in Tyres Pirelli Diablo Rosso III Front R5 120/70ZR17 Rear 180/55ZR17 Brakes Front Dual 4-piston Brembo M4 Monoblock, twin 320mm discs Rear 2-piston Brembo, 260mm disc DIMENSIONS Weight 280kg (Kerb) Seat Height 780mm SERVICE AND WARRANTY First service 1000km Minor 12,000km Major 24,000km Motorcycle warranty Two years (components other than Energy Storage System) Battery warranty 5 years (Energy Storage System) BUSINESS END Price from $29,990 plus ORC Colour Options Carbon Fibre, Atomic Silver, Dark Matter Black, or the owner’s personal colour Contact savicmotorcycles.com The post ROAD TEST | SAVIC C-Series appeared first on Australian Motorcycle News.

The only way to truly experience the new S 1000 RR beast is at the track Don’t get me wrong, riding superbikes on the street is fun, but riding them on the track is a whole different ballgame. You can literally ride as fast as you want. With this is mind, BMW let us cut loose on the 2025 S 1000 RR range at Sydney Motorsport Park – and it was the perfect way to experience these bikes in their natural habitat. BMW is no stranger to the idea of letting punters cut loose on their bikes either. Hell, the fleet of hire bikes available at Sydney Motorsport Park Ride Days are BMW S 1000 RR weapons. For good reason, too; they are reliable, fast and very easy to ride if they are in the right mode thanks to their top shelf electronics. The 2025 model update is a minor one, but don’t be perturbed by that. There was nothing wrong with the 2024 model. Hell, it won the WorldSBK championship with breathing room thanks to Toprak Razgatlioglu. I also spent a bit of time on the 2024 S 1000 RR Race on the road last year and it was an absolute missile. So, if it ain’t broke, don’t fix it, yeah? The updates are limited to an improved aero package, a shorter throttle rotation and the inclusion of Race Pro modes as standard across the whole range. The wings and side fairings are carried over from the 2024 M 1000 RR and tweaked further again. BMW quote a 37 per cent increase in downforce from these new wings, bringing the numbers up to 23.1kg of force at 300km/h. The front guard is also new. It’s shaped to increase front stability, protect the fork legs from stone chips and, most importantly, direct cool air straight into the brake calipers. These cooling ducts will make no difference to road riding, but as the S 1000 RR is aimed at track performance, it is an extra bit of security against brake fade on braking-heavy tracks, or when you want to ride like Stoprak. BMW-branded brakes are part of a Brembo-based system The shorter, 58-degree-throw throttle adds zero performance but a heap of comfort on the track. If you’ve ever been on the track thinking you’re Toprak tucked in on the gas and then realised you haven’t even got full throttle yet, you will appreciate the 12-degree reduction. I can’t say I ever had to give the old one an extra twist to get full beans, but now it’s much easier, especially on corner entry where you can go from full throttle to grabbing the brake without having to relax your grip on the throttle tube. On the 2024 model, I chose to run the throttle map in the most aggressive setting to get maximum effect. I can still use the same setting without the throttle feeling twitchy on the 2025 model. Rarest of the rare: The M version takes the performance game to a new level Lastly, the Race Pro modes. Race Pro lets you fine-tune the electronic settings within three fully customised ride modes and unlock features like the pit lane speed limiter and launch control. I feel the Pro modes are a must-have if you like to tweak your settings, so to have them as standard even on the base model is a massive bonus. It was my first time doing laps at Sydney Motorsport Park at night, so for the first session I grabbed the only bike with scrubbed-in tyres, dialled up Dynamic mode and headed out into the fast group. It just so happened to be the blinged-out M-Sport model, complete with carbon wheels. Take the mirrors off and you’ve got a racebike I know Dynamic mode isn’t the right setting for the track, but when I rode the 2024 model on the road, Dynamic was a great all-round mode to be in. After a lap or so the tyres were warm and I felt at home on the bike. The S 1000 RR is one of the most comfortable sport bikes I’ve ridden. The ‘bars are wide, they aren’t too far away from the seat and it just feels ‘right’ to me. I could ride this bike for hours on end. Everything is where it needs to be, the gear shifts are primo and the brakes are amazing. Obviously when you take one of the fastest bikes in production onto the track and rev the hell out of it through every gear, it’s not slow, but it feels so manageable and planted thanks to the electronics and the aero package. Those wings really do make a difference, on the racetrack at least The bike turns like nothing; you simply think of heading for an apex and it goes there. The carbon wheels make it turn like a 250cc two-stroke. As my confidence increased, I could feel the electronics holding the bike back. There wasn’t even a hint of a wheelie coming onto the straight or out of Turn 3 or even as much as a twitch from the rear end across the few bumps scattered around the circuit. Then there was the glaring lack of acceleration out of Turn 1 when I wound the throttle open while still leant over, almost as if the throttle wasn’t even attached to the engine. I ditched Dynamic mode for something a bit more track suitable and moved up to Race mode. This involves two clicks of the mode button while the throttle is closed… and away we went again. Now things would get a bit more interesting. There was plenty of help on hand from BMW’s experts The S 1000 RR now felt very much alive. The bike still felt stable and planted at speed and on the brakes, but on corner exit with the throttle tapped, the BMW was now protesting against my instructions in a different way. The rear end pumped, the whole bike shimmied. Not in a dangerous way, but I felt it was telling me we’re crossing a line I wasn’t ready for. With a more gentle approach to the throttle it drove hard off the corners, wheelied a little and the speedo spun numbers like a brickie’s laptop as I ran it all the way to the redline. Sadly, the chequered flag came out and it was time for a pitlane debrief. Riding under lights at SMSP was a whole new experience for our tester but he soon shone in the conditions! Next, I would ride the S 1000 RR Race, but after a chat with the BMW tech guys we established that Race mode may be detecting slides and wheel spinning and cutting in too aggressively in the previous session, causing my stability issue. For this session we switched to Race Pro mode and began customising the setting to my liking. First off, we switched the throttle mode to full torque and linear delivery, which is the most aggressive but responsive mode. Then we switched off wheelie control to see how much work the aero really does. The traction control could now be dialled up and down with my left thumb during the session, and we allowed some more slide as the S 1000 RR has a steering angle sensor to detect slides rather than just wheel spin. Spoilt for choice on a perfect evening at a world-class track We set the ABS to allow ‘backing in’, and the rear wheel to lift slightly also. These are the sorts of settings we don’t get to experiment with on the road as the surface changes so much and, you know, police and traffic… So, getting your BMW out onto a racetrack is simply a must-do. Out we went for another session. I immediately noticed the shifting felt different on my foot. Not bad, just different, as the M-Sport has different rear-sets. Never mind, on the show must go on. The Race model also wears forged aluminium wheels. These would be my choice if I were purchasing an S 1000 RR; I could not handle the stress of someone changing the tyres on my carbon wheels and damaging them. Their extra weight is marginal and doesn’t seem to affect the razor-sharp handling, same as with the carbon wheels – I could put the bike where I wanted it without so much as thinking about it, but it felt a little less lively underneath me. Don’t look it directly in the eye or it might bite The twitchy feeling was gone too. The bike was now lifting the front wheel gently over the crest behind the pits and out of the old Turn 9, now 8, and onto the main straight. If you short shift and let the engine fall into the meatier part of the torque curve, it will hoist the front wheel to the heavens. I’ve ridden bikes with 40 horsepower less that wheelie more than this bike. The wings are functional, not just aesthetic. I remember the circa 2013 S 1000 RR was horrendous at keeping the front wheel down, even with electronics. I was feeling more and more comfortable now, pushing the limits a bit more each lap while still playing it safe. Before I knew it, the session was over. I wasn’t even feeling worn out after swinging off a 200+ HP missile, it’s almost too easy. Wattie said the M felt utterly composed while being an absolute rocketship, thanks to its electronics package Now for something a bit special. BMW Australia lifted the covers off their first and only 2025 M 1000 RR, hot off homologation. Full details are scarce, but it now features titanium valves, oval intake and exhaust ports, higher compression, new engine mounts and boasts 160kW (215hp). When the opportunity knocks to throw your leg over a $60k+ monster dripping in carbon fibre, you don’t pass it up – even if it is essentially a one-of-a-kind at this stage. This is the base bike that Toprak is currently sending in the WorldSBK championship. I got the BMW guys to load up the same settings as the previous session, so I could see what it was like back-to-back… and out I went. Life doesn’t get much better than this The M 1000 RR felt very similar to the S 1000 RR but the aero package is bigger; the wings look as wide as an R18 engine. The windscreen is taller and the fairings are smoother and slipperier. While not obvious as first, I did find that there’s a few extra revs available on the M model. The tacho starts to redline 500rpm later than the S. That’s not huge, but it’s still singing right through. There was definitely less turbulent air around me and getting under the bubble and tucked in was easier. I begin upping the pace a bit and reduced the traction control down to minus 1. It goes to minus 7, I believe, but I was on road tyres with mirrors, blinkers and a numberplate, so we didn’t need to get carried away. Talk about wearing your heart on your sleeve The electronics feel very similar if not the same as the standard S models and unless you look down at the dash, you would hardly know the traction control was doing anything. But I could see it wa working hard, so I upped the ante to minus 2. This awakened the beast some more. It now hung the rear out slightly and the revs rose even faster off the turns, but it didn’t lose its composure while doing so. It is so planted and smooth it’s criminal. Tweaking the electronics transformed the S 1000 RR The extra revs and power were welcome, but I can’t say they made a difference at my pace. I was still clocking similar 275km/h top speeds down the chute. It was very clear that the gearing was a long way away from ideal for this track. I didn’t even get into sixth gear on the straight and I was way down in the rev range on the slower corners. Trackdays are weird; you never know everyone’s skill level, head space or bike spec, but I was making mincemeat of almost every bike on the track – even race bikes. No doubt if there was a race meeting coming up and some ASBK riders showed up I would look like a gumby doing 1.38 laps. But the M 1000 RR felt so natural and composed while being an absolute rocket. I was hardly scratching the surface of its capabilities, or the S 1000 RR for that matter. You could be Toprak, just for one day, on the ultra-rare M version After four sessions, I had a smile from ear to ear, the bikes were in one piece and it was time to reflect. I didn’t even feel tired. I felt I could have done another four sessions, the BMWs are that easy to ride, even at speed. Rather than jumping from bike to bike, an owner would spend days just getting through all the different settings and the effects they have. The settings menu feels like a Pandora’s Box, but there’s so much to fiddle with. We didn’t even get involved in suspension set-up; we just left it in the Race setting. There is so much more adjustment to play with. I know I could have used some extra preload, but with shared bikes it’s hard to change them to suit one person. I’ve always been a fan of trackdays. It’s so much fun to push your bike’s limits in the safest possible environment while learning new skills and making new friends. The BMW S 1000 RR is the perfect tool for the job. With a few clicks of the mode button, you tame the beast from a racetrack slayer back into a perfectly capable commuter or weekend thrasher. The base model without the Dynamic Damping Control might just be the best value Superbike on the market. PROS – A rocketship but can be a big pussy cat, composed at speed, huge range of tech options CONS – I’d say price, but it’s in line with the competition. Carbon wheels give me nightmares. We don’t have a long termer… Meet the family They say “three’s a crowd”, but what about four? It’s a case of pick your poison or know your budget here. There are four S 1000 RR models to choose from. Starting with the value-for-money base model all the way to the bling-king M-Sport. S 1000 RR ($29,053 ride away) standard equipment: ABS Pro, Dynamic traction control, lightweight battery, riding modes Pro, launch control, slip and slide control, brake slide assist and Bluetooth connectivity. S 1000 RR SPORT ($31,711 ride away) Additions from the S 1000 RR: Dynamic damping control, heated grips, cruise control, passenger kit, tyre pressure monitoring S 1000 RR RACE ($36,150 ride away) Additions from S 1000 RR Sport: M endurance chain, Akrapovic silencer, forged alloy wheels S 1000 RR M-SPORT ($41,423 ride away) Additions from S 1000 RR Race M carbon wheels, M endurance seat, M blue brake calipers, black fuel cap, M Billet pack SPECIFICATIONS ENGINE Capacity 999cc Type Inline four-cylinder, 16 valves, Shiftcam Bore & stroke 80mm x 49.7mm Compression ratio 13.3:1 Cooling Liquid Fueling EFI, variable intake Transmission Six-speed Clutch Wet, multi-plate, slip, self reinforcement. Final drive Chain PERFORMANCE Power 154kW (207hp) @ 13,750rpm (claimed) Torque 113Nm @ 11,000rpm (claimed) Top speed 303km/h (claimed) Fuel consumption 6.4L/100km (claimed) ELECTRONICS Type BMW Motorrad ABS Rider aids ABS Pro, Traction Control, brake slide control, slide control, wheelie control, launch control, pit lane speed control, Dynamic Damping control, shift assist, hill hold assist, Modes: Road, Dynamic, Rain, Race, Race Pro 1, 2 and 3. CHASSIS Frame material Cast aluminium Frame type Bridge type, co-supporting engine. Rake 23.6° Trail 99.8mm Wheelbase 1457mm SUSPENSION Type Marzocchi Front: 45mm telescopic fork, Dynamic Damping, manual preload, 120mm travel Rear: Monoshock, Dynamic Damping control, manual preload adjustment, 117mm travel WHEELS & BRAKES Wheels Forged aluminium Front: 17 x 3.5in Rear: 17 x 6in Tyres Metzeler K3 Front: 120/70 ZR17 (M/C 58W) Rear: 200/55 ZR17 (M/C 78W) Brakes Brembo, BMW Front: Twin 320mm floating discs, BMW four-piston calipers. Rear: Single 220mm disc, Brembo single-piston caliper. DIMENSIONS Weight 197kg (wet, claimed) Seat height 832mm Width 848mm Height 1151mm Length 2073mm Fuel capacity 16.5L SERVICING & WARRANTY Servicing First: 1000km Minor: 10000km Major: 30,000km Warranty 5 years, unlimited km BUSINESS END Price $29,053 (ride away) Base mode Colour options Black Storm Metallic, Bluestone Metallic, Light White (M-Sport only) Contact bmw-motorrad.com.au The post TRACK TEST | 2025 BMW S 1000 RR appeared first on Australian Motorcycle News.

Soft power – There’s something for everyone in Harley-Davidson 2025 Softail range “Nothing soft”, said the iconic sportswear brand Everlast advertisement, “comes out of the Bronx”, superimposed on a photo of a teenage punk with a cigarette hanging from his mouth. You could be forgiven for substituting “Milwaukee”, world-famous for beer and motorcycles, in that slogan. And yet something “soft” but very significant came out of Milwaukee in 1984. The Softail range for 2025 about to be put to the test in Australian conditions This was in the heyday of motorcycle customising. While no brand was safe from the cutting torch, Harley-Davidson was usually the first choice. One of the few common design elements in the explosion of custom styles was the hardtail, a fixed rear frame without suspension. Those of us who built choppers for more than milk bar posing did come to regret that loss. Attempts to overcome it – I built a chopper with a BSA jampot frame – were notoriously unsuccessful. The Milwaukee-Eight engine is all about torque for effortless cruising on the open road Fortunately, Willie G. Davidson, in charge of the Motor Company’s design department, had our back (so to speak). He remembered the work of another motorcycle designer, Bill Davis. Davis had begun working on the design of a frame in 1974 that looked like a hardtail but incorporated hidden shock absorbers. The frame had a cantilever swingarm that pivoted at the bottom and connected to the suspension at the top, with the springs and shock absorber tucked away out of sight under the seat. The Heritage Classic brings Harley’s styling history alive In 1976, Davis contacted Willie G. and arranged a meeting, where he presented a prototype based on his 1972 Super Glide. It took six months before he got his answer: the Motor Company would not be using his concept. Davis was not discouraged and upgraded his design. He placed the pivot point at the top of the triangular swing arm and the shock absorbers under the frame. In January 1982, after a failed attempt to go into business independently as Road Worx, Bill Davis sold his patents, prototype and tooling to Harley-Davidson. In June 1983, Harley introduced a new model with a frame based on Davis’ design as the FXST – the first Softail. The Bear reckons the Softail Low Rider S is just plain fun to ride The concept was heartily welcomed, not least in Australia with its notoriously weather-beaten roads. It was not perfect; the newly horizontal suspension units had a tendency to leak. French-made Fournales air shocks fixed that. Harley introduced a completely redesigned Softail frame in 2018. This frame used a different shaped swingarm suspended by a single rear shock absorber mounted underneath the seat. The Motor Company announced that the new chassis was both stiffer and lighter than the previous Softail. At the same time the Milwaukee Eight engine replaced the Twin Cam. Lastly, the Dyna range was discontinued but some of its models were carried over to the new Softail chassis. Traditional looks conceal up-to-date electronics In the years since, Softails have remained a vital part of the Motor Company’s range. Grouped as ‘cruisers’, the range has nevertheless offered quite a variety of riding experiences. While the bikes have received various improvements since 2018, the six-bike 2025 range that H-D introduced recently in Kiama on the NSW south coast, with its bumpy roads, offers a whole new story. Engines, suspension, lighting, controls, instruments and sound quality have all been improved, along with much else. Six bikes, three tunes The Softails are the cruisers of the H-D line-up. “Each model has distinct appeal to specific subsets of riders,” says the Motor Company, quite correctly. But there’s more to it than that: with these six bikes, they have tried to produce something for everybody – always within the limits of a cruiser, but very effectively. The six bikes form three groups of two, each of which gets its own variant of the new Milwaukee-Eight 117 cubic inch (1917cc) powertrains. Each has different intake and exhaust tuning, as well as ride mode programming, to match performance to personality. Handlebar switchgear operates the cruise control All have new instruments; the Low Rider S, Low Rider ST, Breakout and Street Bob have 4-inch diameter instruments, while the Heritage Classic and Fat Boy have 5-inch ones. Hand controls have been redesigned and both look and perform nicely. The brake lever distance is adjustable. Lights are LED. Power up The 2025 Softails offer a substantial upgrade over previous models with improved performance across the range. The engine impresses, especially with its torque, even more especially between 1800rpm and 2500rpm. Equally impressive are the smooth, easy gear changes with a relatively light clutch action. The Low Rider ST features the most powerful engine in the range New four-valve cylinder heads are designed to improve performance and fuel economy. The air/oil cooled version of the engine weighs less than the Grand American Touring/CVO versions and does not require coolant system maintenance. It further optimises thermal comfort for the rider, especially at low speed and in hot weather. The Breakout channels the old chopper culture Sound quality has been improved and advanced lightweight material trims high frequencies and emphasises low ones for a powerful sound. Intakes are selected to add to the specific character of each engine variant – Classic, Custom and H.O. All engine variants offer Road, Sport and Rain modes. Proof of the pudding The bikes all feature Cornering ABS, Cornering Traction Control, Cornering Drag Torque Slip Control and Tyre Pressure Monitoring. Just a personal note: I love tyre pressure monitoring! This switch can turn off the traction control system The multi-rate springs in the front and rear suspension have been replaced with straight rate springs which enable better balance between springs and damping. Under hard braking, the front fork springs respond more predictably. Effective braking requires a bit of squeezing, but the brakes have plenty of feel. Seat height is unchanged and handling has been improved. Trad Jazz: Heritage Classic & Street Bob The Milwaukee-Eight 117 “classic” engine which equips these two bikes offers a flat torque curve for street performance. Peak torque is 163Nm and peak horsepower is 73kW (98hp). The single muffler allows for symmetrical saddle bags. It is easy to identify the engine by the round air cleaner cover. With its obvious bow to the 1950s, the Heritage is my favourite in this range. It has lockable saddlebags and a detachable windscreen, and wire-spoke wheels are optional. It is also particularly comfortable. The Street Bob, on the other hand, is an almost playful bobber with spot-on styling – but also a small fuel tank. It’s the cheapest in the range. Lookin’ Good: Breakout & Fat Boy The “custom” engine that powers these two bikes provides peak torque of 170.8Nm and 77.5kW (104hp) peak horsepower. That’s a significant power increase of 11 per cent. Intake noise has been controlled to allow a rumbling exhaust note. The Breakout is a proper chopper with a 21-inch front wheel, 240mm rear tyre, and pull-back handlebar. As such I find it terrific to look at but probably not suitable for my sedate style. Both it and the Fat Boy offer nostalgia plus with their picture-perfect historic styling – and that fat rear tyre. Getting going: Low Rider S & ST The most powerful engine in the range is the H.O. fitted to these bikes with peak torque of 173.5Nm and peak power of 75kW (114hp). The two-into-one exhaust allows symmetrical saddle bags. It’s a shame that these bikes do not get a slipper clutch function. The ST is a highly practical bike with its frame-mounted fairing and saddlebags, while the S is just plain fun to ride quickly. The stripped-down style of the Lowrider S includes a 2-1 exhaust Getting personal I have been riding Harleys, on and off, since 1968. When I tell you that my first (and second and third) Harleys were all WLAs with the famous tractor seats, you’ll understand why I hold Milwaukee bikes to a high standard for seating. The new seats on the Softails meet my requirements: they are especially comfortable, and the riding positions make sense for long days in the saddle. My one objection would be to the high-set footpegs on the sportier Low Riders – a touch too high for my 180cm frame and 78-year-old body – but there was good cornering clearance when I got enthusiastic. Keyed lockable leather panniers are a feature of the Heritage Classic The extra power of the big engine was very welcome and completes the versatility and usability of the Softail range. And they sound nicer. While I like the Heritage – especially for its nostalgic appeal and practicality – I could see myself owning any of these bikes, with the only reservations being the high pegs on some of them. There really is a bike for every taste here. PROS – A model that underpins H-D sales Down Under, the new Softail range has an option for every cruiser buyer. CONS – High-set footpegs on Low Rider variants sacrifice comfort for cornering clearance. Slipper clutch would be good. The post QUICK SPIN | Harley-Davidson 2025 Softail range appeared first on Australian Motorcycle News.

New Öhlins Smart EC3 suspension is the icing on the cake for Triumph’s most powerful bike ever Can you believe it’s been over 30 years since Triumph launched the first Speed Triple back in 1994? Countless bikes have come and gone over those three decades but the Speed Triple story continues with this heavily revised and fully naked 134.6kW (180.5hp) Street Triple RS – Triumph’s most powerful bike to date. It’s also arguably the Hinckley factory’s most advanced bike to date, with Öhlins Smart EC3 electronic suspension and even more advanced rider aids than ever before, including a very clever front wheel lift control and a new engine brake strategy. You can’t get much better than this awesome suspension on a production motorcycle The Öhlins Smart EC3 suspension is the very latest electronic system from the famous Swedish company, only seen before on the considerably more expensive Ducati Panigale V4 S and Honda Fireblade SP. The system uses Objective Based Tuning Interface (OBTi), which allows the rider to electronically tune the behaviour and characteristics of the semi-active suspension, which itself constantly changes compression and rebound damping on the move. The optional Akrapovic muffler really transforms the swingarm area. Factor it in to the price Triumph has also taken the opportunity to play with the styling, with a new seat cowl and exhaust and lighter wheels lending a more agile look. The one-piece handlebar is slightly wider and higher, and there’s a new adjustable steering damper, but now from Marzocchi. An updated 5-inch TFT dash with Bluetooth connectivity controls the new rider and suspension aids via five riding modes. Cruise control, backlit switchgear, fully keyless ignition and racy Pirelli Diablo Supercorsa SP V3 tyres come as standard, along with a new Emergency Deceleration Warning system that flashes the rear brake light under hard braking. The dashboard is understated but comes with the My Triumph Connectivity System At first glance, the RS appears very similar to the previous model, but underneath there is a vast amount of changes, which is why Triumph laid on two days of testing to make sure we could experience the new Speed Triple on both the road and track. The plan was relatively simple: a full day on the road in southern Portugal, which should allow us to evaluate the new Smart EC3 suspension on challenging roads. Then to the famous and demanding Portimao racetrack, where we could safely push the suspension to the limit and try the new rider aids. However, Mother Nature had the final say. British bulldog? Triumph are quoting 180.5hp for the Speed Triple 1200 RS, making it the Brit manufacturer’s most powerful bike to date. But with dodgy weather conditions and a ride on some challenging Portuguese roads scheduled for day one of its launch test, the idea was to experience the real-world aspects of the RS first and then sample all those horses, along with the handling limits, new wheelie control and track modes, in relative safety on the closed track on day two. This engine uses tricks learned from Triumph’s Moto2 project As we left the hotel, conditions were cold but dry (with the RS’s optional heated grips set to maximum). Instantly, I noticed the difference in the riding position – with the flat, one-piece handlebar 10mm wider and 7mm higher, it’s roomier but still poised and brimming with attitude. As soon as the lighter cast-aluminium wheels were rolling, the quality EC3 Öhlins suspension came alive, too, giving a sumptuously plush ride on poorly surfaced roads. By contrast, the older RS model’s manually adjustable Öhlins suspension feels a tad harsh on dodgy roads. The new EC3 systems can still be manually adjusted if you prefer, electronically changing compression and rebound, and pre-load is mechanical, not electronic. Marzocchi steering damper is really just a back-up to what is a state-of-the-art suspension Initially, I opted for the standard Road mode, which, like Rain mode, automatically selects a comfort setting for the semi-active suspension, and at slow speed and around town it was supremely forgiving. The fuelling was also noticeably soft, the standard Shift Assist quick-shifter was smooth, and those huge 320mm Brembo discs could be brushed with finesse and ease. What, I wondered, became of the angry British bulldog we used to know? Once into the mountains, the suspension continued to deliver an unflustered ride on crumbling and potholed roads. I knew I was riding a 180hp streetfighter – or hyper naked, if you prefer – but it’s so forgiving and relaxed it feels like you could fit a small screen and some equally small luggage to the minimalist new tail section and go touring. The riding position has room for the tall rider as well as the short; cruise control, operated from the left cluster, is standard… There’s even classy backlit switchgear to ease your brain through the day. Chin fairing is a Speed Triple signature feature You can certainly ride briskly in the standard Road mode, despite the suspension set to prioritise comfort, as the compression and rebound damping rates are continuously changing in response to the inputs from the rider, the road, plus myriad other parameters. Ride a little more aggressively and the suspension reacts and firms up. No wallow or dive – just understated control when the pace hots up. With better roads ahead, a quick shift into Sport mode sharpened the throttle map somewhat as rider aids intervention levels reduced. There isn’t a drastic change to throttle response or power (select Rain mode, though, and peak output drops to 100hp) but, with the suspension now in Normal mode, the overall ride isn’t as soft, and there’s less suspension travel, notably when you brake deep. Lightweight wheels help with more agile handling In the dry conditions and with some heat in the Pirelli Diablo Supercorsa SP V3 rubber, I was having some real fun in what felt like relative safety. The power delivery isn’t aggressive, while the triple’s broad spread of torque is strong without being overpowering. The chassis takes everything in its stride but, crucially, also transmits what the sporty rubber is doing. That wider handlebar and lighter wheels make the RS feel more chuckable. At a claimed 199kg, it’s no lightweight but is easy to throw around and have fun. We pretty much take radial-mounted brakes for granted these days, don’t we? Fun is the key word here. Historically, the Speed Triple has always been a fun bike, and this continues with the 2025 model, but now its class-leading smart suspension and suite of electronic rider aids make its sporting performance more accessible. There’s so much more refinement compared to just a few years ago, and the new suspension especially gives you the confidence to have fun. As the pace quickened, I had to trim the rider aids slightly. With lift control on setting one of four, it’s a little too low for experienced hands. It works well, hovering the front wheel above the road, but level four is more entertaining, particularly over crests, as it holds the wheel below the balance point but impressively high. I also experimented with the new engine braking rider aid but before I could create my own idiot-stunts mode… it started to rain. Be warned. This suspension is keeping a watchful eye on you A blend of 180hp, track-focused Supercorsa rubber and slippery Portuguese roads would normally appeal to me as much as listening to a two-hour Donald Trump address. But again, this potentially angry beast was easy to tame, thanks mostly to its new SmartEC3 suspension. Back into the standard Road mode, the suspension reverted to its softer base setting and the lean-sensitive rider aids increased. The RS somehow conjured up grip on the glassy surface and gave all the feedback my confidence needed. In fact, I was enjoying the ride so much that I soon switched back to the Sport mode – despite the damp road conditions. When rear-wheel traction eventually breaks, the traction control (TC) softly takes over and then, equally softly, reintroduces the power. There are no bangs and no misfires; it’s all calm and measured despite the fact you lost grip. The different riding modes appear to catch a slide at about the same moment but the reintroduction of power is quicker and more abrupt in the sportier modes. Tail unit has been subtly restyled I enjoyed playing with the modes and changing the rider aids on the fly, but the dash is still a little slow in operational speed and not perfectly clear or intuitive. I’ve noted this about previous Triumphs that share the same display: accessing the large quantity of information available or changing the modes is like operating an old laptop with not enough storage. It’s too slow to respond. By the end of the day, however, I was full of praise for the new Speed Triple RS. It is incredibly easy to ride and enjoy in all conditions, while the new Öhlins Smart EC3 suspension is truly next level in terms of comfort and ease of use. The wheelie-control system means you can do this in the wet, no worries at all TO THE TRACK! Cooking in tyre warmers in the famous Portimao pitlane, the new Speed Triple 1200 RS looked like it meant business. Triumph removed the rear number plate and mirrors for the track and, despite its swept-back look and naked state, it looked race-ready. The new styling looks great in the flesh but I do wish they’d not hidden the lovely single-sided swingarm with a rather ugly exhaust (a factory-commissioned Akrapovic silencer is an option). The only other blemish on the landscape was underneath those warmers: instead of the scheduled Pirelli slicks were race wets, as the weather was against us yet again. The ultimate test of Triumph’s most powerful model took place in sketchy conditions, perfect for a real-world experience. And our experienced tester didn’t bin it! Yes, the Triumph has Rain mode, but that limits power to 100hp and automatically increases the rider aids to maximum. Fine for those who’ve never ridden a track before, but I know Portimao well and therefore opted for the much less restricted Road mode. Conditions were slippery and far from ideal, but again the sheer rider-friendliness and ease of use of the Triumph came to the fore. From the off, I could push a little harder and rely on its rider aids, including cornering ABS, which despite the wet I couldn’t feel intervening during those early laps. Portimao has huge and spectacular undulations and gradient changes, and with the suspension set to comfort it was a little too soft. Back in the pits I changed the set-up to Normal and then added a little firmness to the rear and acceleration support, again all done electronically. Spring pre-load is still manually adjustable but you can use the recommended settings from the dash to get it spot on. Simply add your – and be honest on this one – weight, and the dash clearly shows the recommended pre-load settings for that weight. The standard setting is 85kg, which is close-ish to my honest weight, and was therefore left alone. It’s a cool feature (and the same as the system used on the new Honda Fireblade SP). You can see evidence of the original Speed Triple’s DNA in the twin headlight system With the new settings plugged in, I felt confident to push a little harder. As the track started to dry, I could now make full use of those 180 ponies. The Triumph may not have the 200hp bragging rights of the competition, but it still feels outrageously quick. It regularly hit 250-260km/h at the end of the straight, punishing my neck and arms as only a big naked can. At the heart of the Speed Triple experience is that surging glut of torque that makes it as satisfying to drive hard through the midrange, short-shifting as you go, as it is to rev. At Portimao, I became addicted to short-shifting from fourth to fifth as the RS exited the long final turn of the lap, before bracing for a wheelie over the crest and just holding on over the start and finish – exhaust barking as only a Hinckley triple can. Span-adjustable levers are a nice touch The conditions were changing almost every lap. Some corners were close to dry, while farther around the track the line was soaking wet. Each session was different and as difficult as any track-riding test I can remember, but the RS was my helpful and friendly companion. On days like this, you need to be perfectly in tune with the chassis and tyres. Despite its semi-active suspension, I could forensically feel the grip levels through its wets. I could also feel the ABS working on track in the standard mode, which gives reassurance and allows you to push and generate heat in the wets. Conditions may have been horrendous, but I was having fun behind that black visor. My only on-track criticism, which probably applies more to the specific nature of Portimao than most circuits, is that you can’t have the front wheel lift (wheelie) control turned off and the TC on. To remove it, you have to turn off the TC too, yet in the wet conditions I wanted some TC (just in case) but also wanted to control the wheelies over the track’s blind crests and undulations. On other bikes in the class you can have TC active and wheelie control deactivated at the same time – but not on the Triumph. With the track never fully dry, I can’t say for sure what the ground clearance is like, or whether the very strong Brembo stoppers will in any way fade, or even how the suspension reacts on the limit. But if a bike gives this much confidence in the wet, it should translate to the dry. Verdict We still have a few unanswered questions as we never got to push the Speed Triple RS’s chassis on track. But we can categorically confirm that Triumph has made a significant improvement over the previous model, and the meat of that improvement is down to the Smart EC3 Öhlins suspension. On the road, it can be friendly, plush to the point of soft and as accommodating as that of a very good sports-tourer. Then head to the track, change the mode, and it transforms the triple into a track-ready streetfighter. It’s like having three bikes in one. The suspension is so good it somewhat overshadows the other advancements, including the excellent front wheel lift control, which is perfect for those who haven’t perfected wheelies. Neat touches like backlit switchgear, cruise control as standard, keyless ignition and Triumph’s usual high standard of finish only add to its appeal, while seriously strong Brembo Stylema stoppers add edge to an already sharp package. The handful of added hp isn’t overly noticeable, but the engine still has bags of character and sounds fantastic, even though the exhaust might not be the prettiest. Hugely impressive on both the road and a damp track, the new Speed Triple RS is far more accessible, versatile and easier to ride than before, which is progress indeed, given the quality of its predecessor. But the true test will come in better weather against its high-class competition. PROS – This long-running super-naked keeps its original DNA but is far more accessible and versatile for a new generation CONS – Slightly annoying not to be able to keep TC active when you turn off wheelie control. Stock muffler is a bit ugly rider aids Triumph has vastly improved the tech on the new Speed Triple 1200 RS. First up is the very latest EC3 Smart Suspension from Öhlins, which reacts faster and has more adjustment than the EC2 system used on the cafe racer-style 1200 RR. We can now change front firmness, rear firmness, brake support, acceleration support, cornering support, and for 2025 initial acceleration and cruising support. The four-level front wheel lift control and four-level engine brake control are both new for 2025. Triumph has also added Brake Slide Assist for 2025, and ABS for the track, allowing more front wheel slip and more rear wheel lift. Four standard rider modes, plus two personal modes, two levels of cornering ABS, four levels of TC and off are the same as before, but reconfigured to work with the new power, chassis and semi-active suspension. SPECIFICATIONS ENGINE Capacity 1160cc Type Water-cooled, 4v per cylinder 3-cylinder four-stroke Bore/stroke 90mmx60.8mm Compression ratio 13.2:1 Fuelling Electronic Multipoint sequential electronic fuel injection with electronic throttle control Transmission Six-speed with up/down quickshift Clutch Wet multiplate slip and assist Power 134.6kW (180.5hp) @ 10,750rpm (claimed) Torque 128Nm @ 8750 rpm (claimed) Top speed 275km/h (est) Fuel consumption 5.5l/100km ELECTRONICS Rider aids Cornering ABS, 4 x throttle maps, 5 x TC, 4 x engine brake control, 4 x front wheel lift control Rider Modes Rain, Road, Sport, Track plus two rider modes Frame Aluminium twin spar frame, bolt-on aluminium rear subframe Rake 23.9° Trail 104.7mm Wheelbase 1445mm SUSPENSION Type Öhlins Smart EC3 Front 43mm, USD fork, fully adjustable,120mm travel Rear Single rear shock, fully adjustable, 120mm travel WHEELS & BRAKES Wheels Cast aluminium Front 3.5 x 17 Rear 6.0 x 17 Tyres Pirelli Diablo Supercorsa SP V3 Front 120/70 X 17 Rear 190/55 x17 Brakes Cornering ABS Front 2 x 320mm discs, radially mounted Brembo stylema caliper Rear 220mm disc, Brembo twin-piston caliper DIMENSIONS Weight 199kg (wet, 90% fuel) Seat height 830mm Width 810mm Height 1085mm (no mirrors) Length 2090mm Fuel capacity 15.5L SERVICING & WARRANTY First servicing 16,000km Warranty 24 months unlimited kilometres BUSINESS END Price From $31,490 rideaway Colour options Jet black, Granite/Diablo Red, Granite/Triumph performance Contact Triumphmotorcycles.com.au The post ROAD & TRACK TEST | Triumph Speed Triple 1200 RS appeared first on Australian Motorcycle News.

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.

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.

Behold, a $313,500 hand-built masterpiece designed by a modern-day motorcycling Michelangelo Eleven years ago, at California’s annual uber-exclusive Pebble Beach Concours in Monterey, French engineer Olivier Midy unveiled a new limited-production motorcycle completely unlike anything else ever built for sale. The Midual Type 1 flat-twin roadster was the evolution of a prototype that Midy and his brother Francois had unveiled in 1999 at the Paris Salon. He then spent the next 15 years patiently developing it into a customer-ready model targeted at those high rollers who’ll regard the Midual’s current €170,000 ($A313,500) starting price (including French tax, or €141,000 tax free) as fair value for a hand-built work of two-wheeled art unlike anything else on planet Earth. The Midy brothers unveil their original design prototype at the 1999 Paris Salon It’s increasingly difficult nowadays to dream up any new way of building a four-stroke motorcycle engine without thinking outside the box, especially in terms of architecture. But Midy did precisely that, and his tenacious pursuit of sufficient funding to put the bike into hand-built construction at his Loire Valley factory led to the first of the 40 bikes that have so far been delivered since production finally began in mid-2021. Now, as a superlative version of an already exquisite mechanical masterpiece, Midy has unveiled the Midual Quintessence, a highly polished, superfinished version of the Type 1 of which just three examples will be built. Revealed at the Paris Retromobile show last January, that display bike itself found a new owner at a price of €300,000 ($A550,000). Hurry, hurry – only two remaining… It’s a flat twin, Jim, but not as we know it Finessing the flat-twin So the Midual has a flat-twin engine – but what’s new about that, you say? BMW’s been making them for the past century. Indeed so, except that the German company’s legendary boxer twins, originally derived from its aircraft engines, have always been built with horizontal cylinders sticking out into the airstream, originally for necessary cooling in the days before motorcycles wore radiators. That format has traditionally brought various issues in its wake, most notably the rocking couple that’s an inevitable spinoff from the lengthways positioning of the crankshaft, as anyone will confirm who’s ever experienced the rise and fall as you work the throttle of a boxer twin – or indeed a modern Moto Guzzi V-twin, which has the same essential layout, just with upswept 90° V-twin cylinders. While practical, the shaft final drive that’s a spinoff requirement of such a format also has its own dynamic drawbacks. The whole layout is full of compromise, which BMW’s engineers have worked more or less successfully for the past century to counter. Olivier Midy tries to break his all-consuming project into bite-sized pieces for Sir Al to digest However, long before BMW invented the cross-frame boxer twin layout, other manufacturers had used just such an engine architecture, but with the flat-twin cylinders positioned lengthways in the frame. This longitudinal format delivered the same smooth running and lack of vibration for which BMW flat twins are renowned today, which also led to improved reliability back in those early days of primitive, less resistant materials. Also, the low build of such bikes not only produced improved aerodynamics, but also better handling over the bumpy road surfaces back then, thanks to their low cee-of-gee. Harley-Davidson was only one of many companies to produce such a bike, the early-20s 600cc XF model of which only a handful were made – although Harley later copied the BMW format in producing the equally short-lived XA boxer twin in 1941 for the US Army, which had specified shaft final drive. But the success of the flat-twin Douglas in dominating 1920s sprint racing in the UK and elsewhere, as well as being the model of choice for the early days of Speedway racing, plus a successful grand prix-winning road racer, in turn led to its downfall. As engine performance increased, so did the problems of countering the extra heat this produced, especially in air-cooling the rear cylinder. The flat-twin motorcycle with lengthways cylinders died a death in the 1930s. That’s one hell of a frame, just ask the artisans who spent 7000 hours creating it Olivier Midy has brought the same format back to the marketplace with the Midual, but in a unique way. He’s done so by liquid-cooling the engine for the first time ever, to address the problem of the rear cylinder overheating, and also by rotating the front cylinder downwards and the rear upwards by 25 degrees. This holds down the wheelbase to a manageable 1500mm by placing the six-speed gearbox beneath the rear cylinder, which also delivers an evenly-balanced weight distribution. In doing so, Midy has built a bike that’s quite unlike anything else in today’s marketplace, which resolves BMW’s problems with the lengthways crank’s sideways rotation, as well as ground clearance issues with the sticking-out cylinders on today’s grippy tyres – one reason BMW aborted the prototype R1 desmo Superbike it built 30 years ago but never raced. A frame gets the five-axis machining treatment in the petit French factory DESIGN DEEP DIVE The Midual engine personally designed by Olivier Midy is a DOHC eight-valve flat-twin with vertically split crankcases, with an oil-bath, ramp-style slipper clutch and straight-cut primary gears. The dry sump format, with the oil tank positioned above the engine, is intended to counter potential blow-by cylinder lubrication issues, especially starting from cold with the tilted cylinders, as well as possible starvation under braking and acceleration with a wet sump design and lengthways engine layout. Uncompromising design in both chassis and engine The engine measures 100mmx66mm for a capacity of 1036cc, and its one-piece, 180° plain-bearing crankshaft runs on central plain main bearings and two outer ball bearings, with its bolted-up steel conrods carrying three-ring forged pistons delivering a 12:1 compression ratio. A layshaft is mounted above the crankshaft and driven directly off it, which in turn actuates the rear of the two high-pressure trochoidal oil pumps, whose pinion then drives its forward companion. That layshaft also drives the two camchains operating the twin overhead camshafts per cylinder, via hydraulic tensioners. These operate the four valves per cylinder – twin 36mm inlets set at a 21.5º included angle to the 31mm exhausts – via cylindrical tappets. A masterpiece slowly comes to life in the factory. When we say these are handbuilt, we are talking about thousands of hours of labour Twin 54mm Magneti Marelli throttle bodies each incorporate a single 12-hole Marelli injector positioned south of the butterfly, but the ECU is an Athena specially developed for Midual. The twin stainless steel exhausts have a balance pipe joining them beneath the engine, and each contains a catalyst inside the silencer, as well as a single lambda probe. The Midual engine produces exactly 100hp (74.57kW) at 8200rpm at the crankshaft, with peak torque of 102Nm on tap at 5500rpm, with a very flat curve. The passion of its creator is on full show as Sir Al gets a debrief after his ride on the finished product. He has ridden all versions of this passion project This nowadays unique engine, for which Midy holds five global patents relating to its design, contains 520 component parts, each of which was designed in-house, accounting on its own for 15,000 hours of collective work by his nine-person team. It’s mounted in an equally innovative chassis that’s the subject of two further patents. The result of 7000 hours of development work has resulted in an immensely stiff aluminium, double-wall monocoque frame sourced from an 84kg raw casting. This has been five-axis machined and manually polished to create the finished product weighing 24kg. It’s a process taking literally hundreds of hours of craftsmanship, knowing that one slip could render it valueless. It incorporates the integral 14-litre fuel tank – so it’s a true monocoque, which also incorporates the subframe for the dual seat, as well as ducts leading to the airbox feeding the twin throttle bodies, and it carries the Midual’s flat-twin engine as a semi-stressed member via twin boomerang-shaped cast aluminium spars bolted to it. At their upper ends, these support the radiator mounted above the front cylinder, thereby helping hold down the wheelbase to that acceptable 1500mm, and at the bottom contain the pivot point for the cast aluminium cantilever swingarm. This operates the fully adjustable Öhlins TTX36 cantilever monoshock directly, without a link, with the shock’s upper pivot incorporated in the monocoque frame casting. This also includes the steering head housing the front 43mm Öhlins FGRT upside down fork, which is again fully adjustable and delivers 120mm of travel, same as at the rear. Head angle may be varied half a degree either side of the default 24.5º rake, with 100mm of trail. The 17-inch Akront aluminium wire-wheel rims (cast wheels are one of the many options, and so far none of the 40 Miduals delivered to customers have been alike, with each one essentially built to order) carry Michelin Pilot Road 2 tyres – could a French bike wear anything else? These don’t have to carry tubes because of the design of the Spanish rims, the front 120/70 cover mounted on a 3.50in rim, with the 180/55 rear on a 5.50-incher. Twin 320mm Brembo floating front discs are gripped by four-piston four-pad Brembo Monobloc radial calipers, while there’s a fixed 245mm rear disc with two-piston caliper. Rear Öhlins TTX36 cantilever monoshock has no linkage The Midual’s 239kg dry weight is split 48.2/51.8 per cent for a slight rearwards weight bias to enhance traction. There’s no traction control, nor any other electronic riding aids. Because the weight of the 14-litre fuel load is centralised in the wheelbase via its location in the monocoque frame, there’s no change in the weight distribution as the fuel level lowers, nor therefore in the dynamics of the bike. Dashboard looks like something out of the Art Deco era The Midual has only its speedometer in the conventional location in front of the one-piece taper-section handlebar mounted on 35mm risers. All other components of the comprehensive dashboard are mounted in the upper face of the monocoque chassis, with the large tacho flanked by six smaller round dials, three each side: a clock, oil temp and oil pressure gauges on the left; fuel, water temp and voltmeter on the right, with four warning lights in the centre, above the large red starter button. Both the handlebar-mounted metal control units are made in-house – Olivier Midy is at pains to point out that the only visible plastic component is the rear numberplate furnished by the French state. Everything else is metal, including the alloy mudguards, radiator shrouds, and the housing for the purpose-built halogen headlamp. Super-trad Akront wheels run tubeless tyres “This is a scrupulously honest bike – what you see is what you get,” proclaims Olivier Midy with pride. “C’est logique! When you are providing a handmade work of mechanical art to a customer who appreciates the finer things in life, and has the resources to avail himself of them, you can’t cut corners, but must deliver what the eye tells you the material is, not a fake imitation.” This doesn’t happen every day! Sir Al is brought to his knees by this French fair maiden No doubt deemed equally logical, as well as nowadays unique, are the old-style BMW indicator buttons which the German marque has now replaced in its bikes with the same identikit format as every other manufacturer. So on the Midual you must push the button on the right to turn right, then press it again to stop it flashing, and the same thing on the left to turn left. You wouldn’t guess that Olivier Midy has been riding BMW boxer twins for the past 30 years, would you? But during that time, he has also been pursuing his dream of creating the Midual for discerning customers. In the past five years this dedicated artisan of motorcycle craftsmanship’s goal, which he’d been following for the previous two decades, has finally reached fruition. MIDUAL IN MOTION I’ve twice visited the Midual factory, to ride the Type 1 in two configurations. On my first visit I tested the distinctive but unlovely development prototype with 32,000 hard kilometres under its wheels, and on a return visit duly rode the production version. In the meantime, Olivier and his team had successfully addressed most of the criticisms I had expressed after riding the prototype, so this unique take on twin-cylinder motorcycling will live up to the high expectations of its demanding clientele. The Midual’s beautifully upholstered 820mm-high seat (there’s a lower 770mm option) was a good place to spend a full day riding hard and fast through the picturesque Loire Valley countryside, with the relatively low-set footrests delivering a comfortable stance. The whole aura of the bike is incredibly exclusive and upmarket. Fit and finish is superlative, with every single component from the monocoque frame down to the gearlever or handlebar controls exquisitely made and superlatively detailed. Out of all the uber-expensive hyperbikes I’ve been fortunate enough to ride down the years, only an Aston Martin AMB 001 – perhaps by no coincidence, also Made in France! – equals the Midual in terms of quality of construction. It simply reeks of exclusivity, even down to the hand-stitched tan leather side panels. I didn’t care much for the wide, flat handlebar. I’d have preferred something narrower and more pulled back, so I didn’t have to lean as far forward with my arms out wide. But that’s personal choice. The completely unique engine character has a syrupy, smooth power delivery that’s practically uncanny, because there is absolutely no vibration down low and in the midrange. That’s not to say it feels as characterless as an electric motor, just hyper smooth, and the absolutely unique exhaust note that’s the backbeat to your riding takes fine care of stirring the senses. It’s a blend of the offbeat lilt of a V-twin and a BMW boxer’s droning. The way the Midual builds power smoothly yet strongly from not far off the 1300rpm idle speed is pleasurable and rewarding, allowing you to cut down on gear-changing, even riding at 50km/h in top gear and pulling smoothly away with zero transmission snatch. Obsolete BMW handlebar buttons look right at home on this creation Though 100hp doesn’t sound like a lot these days, it’s how you deliver it that counts, and the Midual’s extremely broad spread of torque makes this a satisfying real-world ride. The Athena ECU is well mapped, with zero snatch off a closed throttle, just a smooth pickup that’s in keeping with the bike’s aspirations to be refined and classy. The gearbox’s shift action is excellent – light but positive, and for sure one of the best I’ve yet encountered riding a boxer twin. The handling of the Midual is also really outstanding. This would have to be one of the most neutral-steering bikes I’ve ever ridden, right up there with the original MotoCzysz, and for the same reason. So that’s how you get to the radiator cap On that American bike, its narrow-angle V4 engine’s twin contrarotating cranks completely eliminated all adverse forces created by the engine’s operation, leaving you to start dialling in your preferred chassis geometry and suspension set-up, unencumbered by external considerations such as crankshaft rotation and inertia. The Midual is the same, with its single crossways crank powering twin horizontally opposed pistons, the dynamics of whose operation all but cancel each other out in terms of their effect on the handling, leaving just the minimal effect of the very narrow forwards-rotating crank. So, blip the Midual’s throttle at rest and there’s no sign of the bike rock’n’rolling fore and aft beneath you. Out on the road, this makes for an ideally balanced engine package, allowing you to exploit the neutral handling of the lengthways engine layout to the max. Each unit is hand assembled by Midual’s technicians The Midual’s relatively low-down cee-of-gee thanks to its distinctive engine layout means it rides bumps very well at speed; I found a great fourth gear sweeper with some really wicked lumps right on the apex, and took several runs at it cranked right over, without once managing to get the Midual shaking its head, so high-speed stability is excellent. The Öhlins suspension is just icing on the cake, of course. Ditto the Brembo brakes, which haul the bike down hard from high speed, aided by the nicely dialled in slipper clutch – though I found it best to blip the throttle for downshifts to get a smoother change, not just because I wanted to hear that sweet-sounding exhaust sing a little harder. VERDICT It’s hard not to stand in awe of what Olivier Midy and his team have achieved in creating the Midual. In theory, such an exploit as developing a completely new engine of any kind – let alone a one-litre twin as individual as this – from the ground up should be out of reach of such a small company with minimal resources, beyond determination and self-belief. That’s usually reserved for large R&D departments driven by global enterprises with huge budgets. But after twice visiting the Midual factory, I have a full appreciation of the passionate commitment and countless hours of hard work that have been put into creating this bike, over so many years. And now they’ve created the Quintessence, just to rub it in! The more you look, the more there is to admire It takes a rare commitment to invest 30 years of your life developing and building your own completely new vision of what a motorcycle should be, but Olivier Midy is such a man, and the Midual the result. The personal sacrifice this modern-day motorcycling Michelangelo has invested in creating such an exquisitely detailed two-wheeled mechanical masterpiece powered by so completely innovative an engine design deserves to reap its just rewards. PROS – No stone has been left unturned in the pursuit of motorcycle design perfection CONS – Sadly, this uber-special piece of two-wheeled art is outside the reach of many aficionados The Quintessence “SEVERAL IDEAS led to the creation of the Midual Quintessence model, which is based on a Midual Type 1 Series 2,” says Olivier Midy. “For 10 years we’ve been constantly explaining how our motorcycles are made, all of which justifies their price, and we feel like we’re not always understood, even though a real respect for our work has now been established in France, at least. So, one way to showcase this is to show off the metal and the monocoque to best advantage. The Midual Quintessence receives over 1200 hours of additional polishing compared to a Type 1, but it’s very complicated and time-consuming to manufacture, which is why we will only make three examples of it.” SPECIFICATIONS ENGINE Liquid-cooled DOHC eight-valve 180° flat-twin dry-sump four-stroke with chain camshaft drive and vertically split crankcase, positioned lengthways in the frame and rotated forward by 25º, Bore & Stroke: 100mm x 66 mm Capacity: 1036 cc Compression ratio: 12:1 Fuel/ignition: Electronic fuel injection and engine management system, with single injector per cylinder, Athena ECU and 2 x 54mm Magneti Marelli throttle bodies Transmission: 6-speed. Chain final drive PERFORMANCE Output: 100hp (74.57kW) @ 8200rpm (at crankshaft) Maximum torque: 102Nm @ 5500rpm Chassis: Double-wall cast aluminium monocoque incorporating 14L fuel tank SUSPENSION Front: 43mm Öhlins FGRT fully adjustable inverted telescopic fork with 120mm of wheel travel Rear: Cast aluminium swingarm with fully adjustable Öhlins TTX36 cantilever monoshock with 120mm of wheel travel CHASSIS Head angle: 24.5° (variable 24-25°) Trail: 100mm variable Wheelbase: 1505mm variable Weight/distribution: 239kg dry, split 48.2/51.8 per cent WHEELS & BRAKES Brakes: Front: 2 x 320mm Brembo floating stainless steel discs with radially-mounted four-piston four-pad Brembo Monobloc calipers Rear: 1 x 245mm Brembo steel disc with two-piston Brembo caliper Wheels/tyres: Front: 120/70-17 Michelin Pilot Road 2 on 3.50in Akront wire-wheeled rim Rear: 180/55-17 Michelin Pilot Road 2 on 5.50in Akront wire-wheeled rim Seat height: 770mm to 820mm according to customer choice PRICES Midual Type 1 $A313,500 Midual Quintessence $A550,000 CONTRACT www.midual.com The post ROAD TEST | Midual Type 1 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.

If you thought the Versys 1000 was the sports tourer that topped the category, the Versys 1100 S will blow you away Are you a beer drinker? I am, and I once edited a beer magazine. Now stay with me for a moment. How do you feel about the explosion of craft brewing around the world? I used to think it was great; it opened up a whole new world of flavour. Gradually over the years, however, I have found myself returning to the products of the big breweries. Fortunately, I don’t live in the US, where the major brewers turn out mainly sugar-derived rubbish. There and in Canada I guess I would drink Molson; here in Australia I often reach for CUB’s Victoria Bitter or Tooheys New. The reason is very simple. While craft beers might be exciting, innovative and yada yada, they almost always lack the depth of quality and polish that’s offered by the good old standards. Lefthand switchblock has the vital tech controls Which brings me to the Versys 1100 S I recently collected from Kawasaki. This is a polished sports tourer in the established and highly developed form. It is not a gravel bike, although earlier and smaller Versys models did make concessions to adventure riding, it’s true. On the other hand, this bike provides just about everything we expect from a large Japanese model, plus some outstandingly effective technology. And it provides more: namely, a welcome feeling of familiarity. When I climbed aboard, I knew where everything was, I knew how it was going to work and feel and I knew that I could rely on it. As well, this bike just drips quality. The righthand switchblock is bare to allow the throttle hand to do its work The special, long-wearing Kawasaki paint is beautiful and deep, the black engine treatment looks permanent, the instruments are predictably laid out and everything (except the USB-C socket, which looks like a wobbly afterthought) looks right in a classy kinda way. The righthand switch block is totally uncluttered, while the left features only vital controls. Even the fog light switch (fog lights and luggage are standard) is on the facia, not the switch block. There’s a Bosch as well as a USB C power socket. Farther back, the panniers are convenient and easy to use, although they have an odd rear that robs space. The top box is huge but not entirely out of scale with what is, after all, a big bike. Accessories fitted to this test bike for me included the tank pad, panniers and top box with fitting kits, as well as the lowered seat. Prices of these are very reasonable. That big in-line-four engine has huge reserves of torque, perfect for sports touring As you’d expect, the 1099cc, inline four-cylinder engine, with its added capacity, fires up straight away and settles into an easy idle. The gearbox is terrific, and the wide torque range means you’re not changing gear more than necessary. Turn in is very predictable and easy, although it becomes a little too enthusiastic at very low revs. I liked the seat very much. Kawasaki had fitted the accessory low seat, which I found welcome even with my long inseam – I’m 180cm. At about 4000rpm you can feel a surprising amount of fine vibration if you touch the hand shields, but it doesn’t make it through to the hand grips. The quickshifter seems fine, but I’m not a fan of these things, so don’t take my word for it. The Bear liked the division between revs – analogue – and speed – digital – on the dashboard Range from the 21-litre tank should be more than 400km as, like many modern bikes the Versys has a fuel gauge that is seriously pessimistic, so I kept fuelling up at 300km when it showed near empty, although the tank only took 16 litres. The fairing and adjustable windscreen are outstanding and offer protection not only to head and torso but also the sides of the body, helped by the side air passages. All-LED lighting includes very clever cornering lights, which do not involve motors to move the main lights but simply a panel of lights that lights your way into a corner. Adjustable windscreen combines with side fairing panels to cocoon the rider in comfort The instruments include a full colour TFT screen, the assist and slipper clutch is terrific and suspension is not really terribly long travel, but it’s fine for potholes and mild gravel. Yes, I did take the Versys out on some dry dirt and gravel back roads, and as expected the limits were set by the tyres. No complaint about the brakes on any surface though. One strange exception to the comprehensive standard equipment is a tyre monitoring system. When I mentioned this at Kawasaki, my friendly contact thought they might add it to the accessory range. Check if they have – and fit it if they do. You can see from the list of the included accessories that pricing is very reasonable. The S model has the second highest level of equipment in the range. Going down the range, the cheaper Versys 1100 lacks a few bits and pieces. While going up, one major thing the SE has over this S is Skyhook suspension, along with a bluetooth chip that offers smartphone connectivity and voice actuation for several functions. Not that it matters because we don’t get the SE here in Australia. But our S model does not lack electronic goodies. It has Electronic Cruise Control, Kawasaki Traction Control (KTRC), Kawasaki Electronic Control Suspension (KECS), Power Modes, Kawasaki Cornering Management Function (KCMF), Kawasaki Quick Shifter (KQS), IMU-Enhanced Chassis Orientation Awareness, Integrated Riding Modes, and of course ABS. If you think you know quality and value, put down that glass of VB and take a look at the Versys 1100 S. I know you won’t be disappointed. PROS – The build is dripping with quality, excellent fit and finish, long-wearing paint, well-thought-out ergonomics. CONS – Minor (but noticeable) vibration at 4000rpm, particularly on the hand shields, lacks a built-in tire pressure monitor. Versys accessories fitted to this bike Check these MSRPs! That’s excellent value for high-quality accessories, folks. And the luggage is keyed together. Tank pad: $105.10 KQR 28L pannier set: $294 KQR 28L pannier fitting kit: $205.67 KQR 47L top box base plate: $125.99 KQR 47L top box: $399.99 Ergo-fit reduced reach seat: $577.78 The Competition Yamaha Tracer 9 GT Liquid-cooled, 4-stroke, DOHC, 3-cylinder $27,599 Honda NT1100 Liquid-cooled, 4-stroke, DOHC, 2-cylinder $23,640 Suzuki V-Strom 1050DE Liquid-cooled, 4-stroke, DOHC, 2-cylinder $21,990 SPECIFICATIONS ENGINE Capacity: 1099cc Type: 4-stroke, liquid-cooled, in-line four -cylinder, DOHC, 16 valves Bore x Stroke: 77mm x 59mm Compression Ratio 11.8:1 Transmission: 6-speed, multi-disc clutch Final drive: Chain Power: 99.0kW (132.7hp) @ 9000rpm Torque: 112.0Nm @ 7600rpm ELECTRONICS Digital ignition, fuel injection: 38mm throttle bodies CHASSIS Frame: Twin tube, aluminium Rake: 27° Trail: 106mm SUSPENSION Front: 43mm inverted fork with rebound damping (right-side) and spring preload adjustability Rear: Horizontal back-link, gas-charged rear shock with rebound damping and remote spring preload adjustability WHEELS & BRAKES Wheel travel: 150mm front, 152mm rear Tyres: Front 120/70ZR17M/C (58W). Rear 180/55ZR17M/C (73W) Brakes: Front, dual semi-floating 310mm discs, radial-mount, monobloc, 4-piston calipers. Rear, 260mm disc, single-piston DIMENSIONS Wheelbase: 1520mm Ground clearance: 150mm Seat height: 840mm Curb weight: 257kg Fuel capacity: 21L BUSINESS END Price: $21,499 plus ORC CONTACT www.kawasaki.com.au The post ROAD TEST | Kawasaki Versys 1100 S 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.