Check out our other racer tests here…

The 2011 season marked an exciting time for BMW Motorrad Motorsport WSBK team. After an encouraging debut season in 2009, where the team achieved 17 top 10 finishes, followed by a first pole position and podium in 2010, 2011 was going to be the year that the team could concentrate on racing for more podiums and perhaps an ambitious win…

Rainer Baumel, previously technical director, moved into the role of Head Of Race Operations, while Stephan Fischer became Head Of Development and logistics, personnel, finance and responsibility for the race factory was placed in the hands of alpha Racing Manager Josef Hofmann.

There were extensive changes to the machine for 2011. The engine specifications were dramatically altered to give more mid-range power, evident by the use of a new shorter exhaust pipe. But maximum power was increased to 220RWHP. The year began with specification engine number nine and spec 10 was introduced mid season. The goal was to increase top end without losing mid range. This was achieved and saw a 5hp increase.

However, maximum power is not the only criterion in WSBK, with throttle response being equally important. The BMW S 1000 RR throttle-bodies are controlled by a ride-by-wire system that was continually developed throughout the season. It is controlled by an RSM5 management system, developed in-house by BMW Motorrad Motorsport.

Chassis-wise, there was also a lot changed for 2011. The weight distribution of the bike was optimised with the seating position of the rider shifted back to increase weight over the rear of the bike. The fuel tank was also new, as was the rear sub-frame and new Ohlins TRSP25 forks were used. Also, interestingly, a cast rear swingarm replaced the previous fabricated swingarm. Lastly, new livery was added to the carbon-fibre fairings to make bike look more like the limited edition blue and white road version. Nice touch…

THE RIDE
By the time I rode the BMW of hero Troy Corser, I’d already sampled the Althea Ducati, Yamaha, Alitalia Aprilia and a few 600s. So I was well and truly back in the groove on the track and the nerves had settled. As much as they can when riding a World Superbike!

The BMW Motorrad Motorsport pit set up was the most professional of the lot. It was incredibly clean and the team were really friendly. Fellow Speed TV WSBK face Steve Martin was hanging around so I had a chat with Steve about the bike he played such a big role in developing. Troy Corser popped in to the pit garage however I was not able to get a chance to chat to the two-time WSBK champ sadly.

Looking over the bike, the attention to detail is incredible. From the stunning Akropovic shorty four-into-one to the amazing and huge handmade radiator, the bike is incredibly perfect to the eye. Not a mark or a scratch and nothing looks like its worth anything under a million bucks.

I’d overheard a few fellow journalists complaining that the electronics on the bike were too intrusive, perhaps set too conservatively for some of us, so as the team fired up the bike I was a little concerned the ride might be less than the real deal – so far on the day every other team had left the bikes as raced, and showed us the data to prove that – and the settings they used.

The bike was fired up and I jumped on. The first thing that blew me away was just how tiny the machine is and how compact Troy must be! He’s no Marco Melandri midget but I was more cramped on Troy’s bike than on Marco’s, Checa’s, Rea’s or Biaggi’s machines.

The ‘bars are very traditionally positioned – wide, pulled back with an angle downwards. The levers are tiny and only for two-fingers. And the footpegs very, very narrow. The seating position feels way back over the rear wheel and despite the ride height in the bike; it feels rear biased and low. Overall, tiny. I felt like I was on a 250!

The engine idled over at a fast pace as I clicked up into first gear and headed off down pit lane with a fist full of revs to get moving in the tall first gear. The pit lane limiter kept me at 40km/h then automatically switched off as I exited onto the end of Portimao’s fast chute.

I was lucky again as I had new tyres. So I put my head down and started to push from turn three onwards. The peaky nature of the bike was immediately noticeable and it did not have the punch and throttle response off the turns that the other fours enjoy and nowhere near the Ducati. However, the throttle could be opened really early without torque tying the bike in knots – and the top-end acceleration was incredible. Much more than the Castrol Honda or the Yamaha and similar in feeling to the Alitalia Aprilia.

It was about now that I got into a rhythm and the electronics started to spoil my fun. At anything but close to upright the bike would cut ignition and fuel and splutter off the turns slower than a 600 supersport bike. In fact, the bike felt slower than the street bike in some instances. Off any of the first or second gear corners, right on apex when I started to pickup the throttle and feed some power in, the traction control would cut in and sometimes it almost caused me to crash when the bike did not react to the throttle and pick itself up to drive off the corner. To adapt I had to basically park it turn, stand it up and fire it off the corners. It was a shame as most of us there were experienced racers and should have been given the opportunity to ride the bikes as raced.

The only other theory s that Troy is carrying more speed and higher rpm at that lean angle and the TC is set to be less intrusive there – so I was not riding in the same rpm range as him, therefore the TC was misbehaving. However, after speaking with the other test riders, the experience was a common one apart from for the really slow guys that were not opening the throttle hard enough.

The handling of the bike was different to the other four-cylinder machines. Firstly, Troy has the set-up very stiff compared to all of the other superbikes. And as mentioned, you really feel like you are riding the rear wheel everywhere – whereas looking at the bike in 2009 and 2010 it looked very forward biased and Troy was a weapon at running it into corners blindingly fast.

With the narrow footpegs and tiny levers, I felt like I was slipping off the bike and I could not get the hang of the thumb rear brake – but I did make a point of trying it. I reckon once you got used to the mental mechanical action it would be brilliant.

Initial turn-in on the bike is brilliant. The steering light and agile and I could get the turning process done more quickly than I could on the other fours. There is a mix of braking turns and non braking turns at Portimao and the bike was great in both situations, turning with accuracy and speed and not much effort. However, I found that I had to put quite a lot of effort into keeping the BMW on its side through a turn, really using my outside knee to hold the bike down. On picking up the throttle for exit, the bike would snap and try to stand up. So running a long, accelerating line off a corner was difficult. It was a shame, as the lack of torque made the bike easiest to open the throttle early on and the chassis should not get upset so much without torque there to tie it in knots…

I think it was a combination of me not fitting in the seating position and having my 90kg at the time weight over the rear wheel, plus the aggressive nature of the engine in the higher rpm in some situations, that caused the reaction in the faster corners. In the slow corners I can’t explain it…

On the brakes the bike was extremely stable and the slipper clutch and back-shift system was brilliant. But with the thumb rear brake and stubby levers on the handlebars, the experience was different and would take some getting used to.

Acceleration down the front chute was definitely a thrill on the 220hp S 1000 RR as the electronics battled to keep the front wheel on the ground coming over the crest at 200-odd km/h before accelerating to close to 300 before the braking area. And experiencing how the electronics work was great, although it would have been more interesting if it was raining for example.

Overall I really enjoyed the ride but left thinking that the ASBK winning S 1000 RR of Glenn Allerton is a better handling package and I wonder how Troy would go on that if it had another 20hp…

BMW Motorrad Motorsport 2011 Season
Team Partner: alpha Racing
BMW Motorrad Motorsport Director: Bernhard Gobmeier
Head of Race Operations: Rainer Bäumel
Head of Development: Stephan Fischer
Managing Director Stephanskirchen: Josef Hofmann
Riders: Troy Corser, Leon Haslam
Crew Chief Troy Corser: Tom Larsen
Crew Chief Leon Haslam: Giacomo Guidotti

TROY CORSER – active WSBK 1992 – 2011.
Date of birth: 27th November 1971 in Wollongong
Place of residence: Monte Carlo
Nationality: Australian
Marital status: Married to Sam, two children: Kalani and Kelisa
Height: 1.70m
Weight: 68kg
Hobbies: Golf, wakeboarding, karting, jet ski, motocross
Passion: Racing
Favourite circuits: Phillip Island, Valencia, Portimão
First bike: Yamaha TY80, Honda CR80
First race: 1989 Australian Production Series 250cc
Career highlights: 1996 Superbike World Champion, 2005 Superbike World Champion
World Superbike record: 377 race starts, 130 podiums
33 wins, 47 seconds and 50 third places, 43 pole positions, 45 fastest laps

Troy Corser’s WorldSBK BMW S 1000 RR Specifications

Power: Over 220hp
Wet weight: 162kg
Fuel capacity: 23L

Engine: Liquid-cooled, inline four-cylinder, DOHC, 16-valve, four-stroke, Bore and stroke 80 x 49.7mm, 999cc, compression ratio: 14:1, fuel delivery: Dell’Orto fuel management system with 48mm throttle-bodies, gearbox: Six-speed cassette-style, clutch: wet multi-plate slipper clutch

Frame type: Twin-spar alloy frame with adjustable geometry
Wheelbase: Adjustable
Rake: Adjustable
Trail: Adjustable
Front suspension: Ohlins forks
Rear suspension: Ohlins TTX shock
Front brakes: Dual 320mm Brembo rotors with Brembo four-piston radial-mount monoblock calipers and radial-pull master-cylinder
Rear brake: Brembo
Front wheel: OZ Racing
Rear wheel: OZ Racing
Front tyre: Pirelli Slick, 120/70 – 16.5
Rear tyre: Pirelli Slick, 190/50 – 16.5 or 200/55 – 16.5
Instruments: BMW Racing

The post Racer Test: Troy Corser’s WorldSBK BMW S 1000 RR appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Demand has been huge, with Suzuki confirming more than 1,300 online expressions of interest already lodged since the models were first teased. To manage the rush, Suzuki is launching a priority pre-order process designed to reward early fans who registered their interest online.

Customers who completed the “Register Your Interest” form will receive an email from Suzuki on August 12 inviting them to contact their preferred dealer to arrange pre-order contracts. Dealers and customers have until August 29 to lock in as many confirmed pre-orders as possible. The initial December shipment will then be allocated in the order registrations were received.

From September 1, orders will be processed on a first-come, first-served basis, matched to the earliest registration dates until stock is exhausted.

Both models will be offered in two colours:
DR-Z4S – Champion Yellow No.2 / Solid Special White No.2, or Solid Iron Grey.
DR-Z4SM – Solid Special White No.2, or Sky Grey.

Suzuki will also offer a range of Genuine Accessories for both bikes, including knuckle covers, brake disc covers, axle sliders, a rear carrier, aluminium skid plate, and a low seat.

Check out our video review from the World Launch… 

For more information, customers can contact their local Suzuki dealer or visit www.suzukimotorcycles.com.au.

The post Suzuki DR-Z4S and DR-Z4SM Pricing & Availability | Review Video appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

First launched in 2001, the GSX-R1000 has built a global reputation for its relentless speed, reliability and handling, claiming 15 FIM Endurance World Championship titles and becoming a firm favourite among racers and road riders alike. Now, for 2025, Suzuki commemorates that legacy with a modernised model featuring updated emissions compliance, refined electronics, and three stunning anniversary liveries.

Meeting Euro 5+ regulations without sacrificing performance, the updated GSX-R1000R is as capable on the street as it is on the racetrack. It retains the core GSX-R philosophy: “Designed to Perform, Built to Thrill.” Riders can expect the same aggressive character and razor-sharp handling that has defined the nameplate for four decades.

Suzuki engineers faced the dual challenge of maintaining performance while meeting modern emissions and noise standards. Thanks to detailed internal revisions and advanced tuning, the 2025 GSX-R1000R remains true to its roots – a pure sportbike built for speed, precision and control.

The new GSX-R1000R comes in three striking 40th Anniversary colour schemes, inspired by iconic liveries from the model’s rich racing past. Each special edition features exclusive 40th Anniversary graphics on the fuel tank, fairings, muffler, seat and even the key, giving fans a genuine collector’s piece with everyday usability.

Performance remains a top priority, with revised electronics enhancing control and rider confidence. Optimised for both the road and the racetrack, the GSX-R1000R delivers the perfect balance of power, braking and cornering performance – a combination that has seen the GSX-R remain a competitive force in world endurance and superbike racing for over 20 years.

With this anniversary model, Suzuki not only honours the legacy of the GSX-R family, but also looks to the future, keeping its crown as “The King of Sportbikes”. Stay tuned for local availability (Mid 2026) and pricing from Suzuki Motorcycles Australia.

DETAILS AT A GLANCE

Engine Features
High-performance 999.8cm³ four-stroke liquid-cooled DOHC inline-four engine.
Simple, compact SR-VVT (Suzuki Racing Variable Valve Timing) system enhances top-end performance.
Suzuki Racing Finger Follower valve train improves valve control and allows higher rpm.
Suzuki Clutch Assist System (SCAS) supports smooth shifting and lighter clutch operation.
REVISED Primary fuel injectors now have eight holes (reduced from ten), and fuel pump pressure increased for better atomisation.
REVISED Cylinder head design as well as both intake and exhaust ports modified for higher efficiency.

REVISED Head gasket redesigned to improve sealing and durability.
REVISED Piston crowns reshaped to raise compression ratio from 13.2:1 to 13.8:1 and accommodate larger valves. The rib shape beneath the pistons was modified to reduce weight and improve durability. Stronger piston circlips improve reliability under high load.
NEW Wider cam chain reduces friction power loss.
NEW Intermittent camshaft lubrication improves oil flow efficiency.
NEW Single-stage funnel design (#1 & #4 cylinders) enhances top-end performance.
NEW Thicker crankshaft journals and revised crankcase handle increased engine loads.
NEW Slimmer muffler design in updated exhaust system improves aesthetics and sound tuning.

Chassis Features
NEW (Optional Accessory) Winglets on the front cowling are available to generate aerodynamic downforce.
Front brake lever tip is slotted to reduce wind drag at high speed.
Compact, lightweight chassis offers agile handling and confident control.
Twin-spar aluminium frame delivers race-proven rigidity and performance.
Rigid, race-inspired aluminium swingarm improves high-speed cornering stability.
Bolt-on aluminium rear subframe ensures strength with minimal weight.
Lightweight 6-spoke cast aluminium wheels improve handling response.
Bridgestone BATTLAX Racing Street RS11 tyres provide superior grip and durability.
Brembo radial-mount mono-block front callipers with 320mm Brembo T-Drive discs and 220mm rear disc offer strong, stable braking.

Suzuki Intelligent Ride System (S.I.R.S.)
Suzuki Drive Mode Selector (SDMS) offers three throttle response modes for different riding conditions.
NEW Smart TLR Control integrates Traction Control and now includes Lift Limiter, and Roll Torque Control for added safety and precision.
UPDATED Launch control has also been updated to further improve its control scheme.
Ride-by-wire throttle enables refined control and response.
Racing-style bi-directional quick shifter allows clutch-less up/down gear changes. Reverse pattern setup compatible.
Motion Track Brake System helps maintain line stability during corner braking.
Slope Dependent Control adjusts ABS for downhill braking stability.
Suzuki Easy Start System enables engine start with a single button press (no clutch pull required in neutral).
Low RPM Assist improves smooth starts in stop-and-go riding.

Electric Equipment
NEW Lightweight lithium-ion battery (HYbattEliiy P-series) improves voltage stability and reduces overall weight. Developed and manufactured by Eliiy Power in Japan.
LCD multifunction display provides a clear, race-style information layout.
Compact LED headlight contributes to sleek front-end styling.
LED tail/brake light features a sharp vertical design.
Bright LED indicators complete the premium lighting package.

Styling
Aerodynamically efficient, narrow bodywork improves top-speed stability.
Sculpted fuel tank enables an easy rider tuck position for racing.
Central SRAD intakes maximise airflow to the engine.
REVISED Titanium muffler features a shot-blasted finish for a more refined appearance.
NEW 40th Anniversary Edition comes in three retro-inspired liveries.
NEW Anniversary logos appear on the tank.
NEW Anniversary logos appear on the fairing.
NEW Anniversary logos appear on the muffler.
NEW Anniversary logos appear on the seat.
NEW Anniversary logos appear on the key mascot.
NEW Heritage-style stripes and decals celebrate the GSX-R’s iconic racing lineage.

2026 Suzuki GSX-R1000R Specifications

suzukimotorcycles.com.au

Price: TBC
Colours: 40th Anniversary Blue, Yellow or Red
Claimed power: 143.5kW@13,200rpm
Claimed torque: 110Nm@11,000rpm
Wet weight: 203kg
Fuel capacity: 16L
Fuel Consumption (Claimed): 14.7km/L

Engine: Euro5, four-stroke, four-cylinder, liquid-cooled, DOHC VVT, 999.8cc
Bore x Stroke: 76 x 55.1mm Compression Ratio: 13.8:1, Fuel Injected, RidebyWire throttle,
Gearbox: Six speed with bi-directional quick-shifter, Clutch: Wet multiplate slipper

Chassis: Twin-spar aluminium frame, braced alloy swingarm
Rake: 23 degrees, Trail: 95mm
Suspension: SHOWA SFF USD forks, SHOWA link-type rear suspension, 150mm travel each end.
Brakes: four-piston Brembo mono-block front brake calipers 310mm floating-mount dual rotors, single rear rotor Wheels & Tyres: 17in cast six-spoke aluminium wheels, 120/70-17 – 190/50-17 Bridgestone BATTLAX RACING STREET RS11 tyres.

Dimensions:
Wheelbase: 1470mm
Seat height: 845mm
Overall length: 2150mm
Height: 1350mm
Width: 925mm

Instruments & Electronics: LCD dash, LED Lights, two-way quick-shifter, Suzuki easy start system, Suzuki Intelligent Ride System (S.I.R.S.), Suzuki Traction Control System (STCS), SDMS, ABS.

2026 Suzuki GSX-R1000R 40th Anniversary Gallery

The post 2025 GSX-R1000R 40th Anniversary Edition | Info & Gallery appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

I very clearly remember the first time I rode the MT-09 back when it launched at The Farm. I pulled back into the pits, laughing at how much fun the bike was, and thought to myself, “This engine belongs in a proper sportsbike.” Its punchy torque, linear pull, and that characteristic crossplane triple sound felt like it was just begging for clip-ons and fairings. Yamaha teased us for years…

Yamaha gave us the MT-09SP with its high-spec suspension and electronics, a wicked nakedbike. Then the XSR900 and XSR900GP with retro styling, and while they were brilliant street bikes, they never quite scratched that supersport itch for me. But now, with the R9, Yamaha has finally delivered on what so many riders, including myself, have wanted – a fully fledged YZF-R sportsbike powered by that magnificent CP3 engine, but friendly for the road.

A friendly YZF-R6, (which is still available as the YZF-R6 RACE for $20,249 ready for the track, on slicks), the R9 joins Yamaha’s huge YZF street legal sports lineup of the YZF-R15M, YZF-R3, YZF-R1, YZF-R1M, YZF-R7LA and YZF-R7HO (click on any of those to read our test on that bike) … But the R9 is the first sports triple. Bring it on, baby! We headed to SMSP for the Aussie launch, the day was run for Yamaha Motor Australia by MotoSchool, and they were fantastic, highly recommended…

THE RIDE
The first thing that struck me as I rolled out onto the track was just how different the R9 felt compared to the MT-09 or XSR900GP. This isn’t just an MT-09 with fairings bolted on. The R9 feels like its own model entirely, with a purpose and attitude far removed from its naked sibling. The chassis tuning, geometry changes, electronics calibration, and ergonomics come together to make it feel like a genuine supersport machine, not quite razor sharp and stiff, but very good on track and easier to ride…

Where the XSR900 GP is a retro street sportsbike with a fairing slapped on for styling cred, the R9 is a thoroughbred track-day ready contender. It’s a proper step up from the R7 and fills the void left by the legendary R6, offering something different – more midrange punch, easier rideability, and real-world versatility while still retaining that racetrack soul, and after testing it, I reckon it would be easy to set it up as a serious track bike, given that some small suspension changes really moved it forward that way.

At 187cm tall, I usually fold up awkwardly on supersport bikes, but the R9’s ergonomics surprised me. The footpegs in their lowest position offered plenty of room, and the ‘bars are slightly higher and flatter than a traditional supersport, giving it a neutral yet committed stance. Everything just fits. The seat is comfortable, the tank sculpted perfectly for knee grip, and the overall riding position felt more relaxed than an R6 yet still aggressive enough for serious track work. The bike should fit a broad range of shapes, there is plenty of room there to move around, and it definitely has that YZF familiarity.

I managed a solid 40 laps spread over four sessions, and despite a few injury limitations on my part these days – too many busted wrists over the years and too many hamburgers lately – I settled into a consistent 1:03 lap pace, with my quickest lap a flat 1:02. That’s about a second off my usual testing pace here, but considering I was nursing my wrists and dealing with occasional whiskey throttle moments, the R9’s forgiving nature really let me get away with it. I’ll pop a video on YouTube soon.

I found myself grinning inside my helmet lap after lap. The best way I can describe it is that it felt like riding a bigger R3, with grunt. That same nimble, flickable feel, but with the torque-rich triple engine launching you out of corners with authority. Unlike the old R6 engine, which is a true race motor so needs to be kept screaming at high revs to stay in the performance window, the R9 pulls cleanly from lower in the rev range thanks to its broad, linear power delivery. You can short shift it, ride it lazily, or wind it out and attack – it’s flexible and confidence inspiring, but it does reach that limiter early.

Underneath lies the proven 890cc CP3 engine, essentially the MT-09’s unit but retuned via mapping and ignition changes to suit the R9’s sporting intentions. Internally it remains unchanged, but the difference in feel is noticeable. It’s snappier, livelier, and more exhilarating than the current MT-09, almost reminiscent of the raw, aggressive original MT-09 from a decade ago.

The torque is broad, pulling cleanly from second, third, or fourth gear exits. On Sydney South’s shorter straight, the gearing felt ideal. Top speed? Hard to say without a proper long straight, but with gearing 15 per cent taller than the MT-09, I’d guess around 240km/h. On track, you do hit the rev limiter fairly quickly, but it’s not an issue once you get a feel for the engine.

It’s an engine with character, a triple that spins up with urgency yet remains composed and easy to modulate. The traction control was working hard out of a few corners, but that is because I was just holding it wide open and relying on the TC. Feeding the power in progressively revealed a very nice tractable delivery and good rear tyre control.

The chassis is an aluminium Deltabox frame paired with fully adjustable KYB suspension front and rear. The front runs USD 43mm forks, while the rear is a KYB monoshock with remote preload adjustment, handy for quick changes trackside. Out of the crate, the suspension is on the softer side, making it less tiring to ride compared to a rock-hard supersport machine. The negative is it does get a bit loose when up near the limit, and as grip and speed increases, so too will the need to stiffen up the suspension at both ends, but you would need to be pretty serious, as it is, it will do for track days and club level racing I reckon…

We only went up a little in preload front and rear to suit my 100kg with gear, and that small change made the bike livelier and more responsive. The R9 carries more frame flex than an R6, which makes it forgiving and comfortable, yet retains enough stiffness to attack turns with confidence. Despite chilly track temperatures limiting front-end feel early on, it was communicative enough to push hard. In warmer conditions with hot sticky rubber and dialled suspension, it will reveal its full potential.

Speaking of electronics, Yamaha has kitted the R9 out with a trickle-down of the first-gen R1M package…

On upshifts at full throttle, there were a few times the front got wild, near tank-slapping, so I would be fitting a high-quality steering damper if I owned an R9. The Bridgestone Battlax RS11 tyres warmed up well despite cool conditions and offered confidence on corner entry, edge grip and drive out, these are awesome tyres and I’ve raced on them in the past. The SpinForged wheels keep unsprung weight down, look great and come straight from the YZF-R6 RACE.

Braking is handled by Brembo Stylema calipers up front with a Brembo radial master-cylinder. Braking performance is decent, but not as jaw-dropping as some Stylema setups I’ve used. The initial bite requires a firmer squeeze, and there’s a hint of ABS valving sponginess, but the six-axis IMU-based ABS system never intruded harshly. We ran with rear ABS switched off, which I’d recommend for track use, but front ABS intervention was minimal. I also noticed the clutch take-up was abrupt and right at the end of the lever travel, making pit exits a little tricky, but on track it didn’t matter thanks to the flawless up and down quick-shifter.

Speaking of electronics, Yamaha has kitted the R9 out with a trickle-down of the first-gen R1M package from a decade ago. It has a six-axis IMU enabling 9 level traction control (TCS), 3 level slide control (SCS), 3 level lift control (LSS), brake control (BC), engine brake management (EBM) plus cruise control, variable speed limiter, and multiple ride modes – Sport, Street, Rain, and two Custom plus four Track modes. It has it all, and a new style switchblock pair to help navigate it, and the Y-Connect app.

I tried a mix today, see the settings in the dash photos above. In full attack mode, it’s lively and urgent without being intimidating, but I preferred Power 2 rather than 1, as the throttle was nicer on initial opening, allowing me to keep the bike more balanced and retain rear grip off turns… One awesome feature is the Y-TRAC race setting complemented by a virtual pitboard feature that displays instructions and information from pit crew to rider in real time! You can also drop a pin on a GPS location on the track you are on, and the dash will do your lap times and display it on the dash each lap!

“The 2025 YZF-R9 is a friendly R6 with a broader power curve, stronger midrange, and easier ergonomics for real-world riding”…

The TFT dash is clear and intuitive, with four street themes and one track layout. Switchgear is typical Yamaha – functional and logical – although I struggled to change ride modes on the move, even with throttle shut. I’ll dig deeper when we test it on the road next month. The triple-clamp looks straight off the R1, with neat M1 MotoGP-style grooves, and there’s a GYTR race triple available for trackday warriors.

The R9 looks like a bigger R7 or smaller R1, slotting perfectly into the YZF-R family. The fairings are sharp and aggressive, the LED headlight compact and menacing. It looks every bit the middleweight supersport weapon Yamaha needed to fill the void left by the discontinued (road anyway) R6.

CONCLUSION
Overall, the 2025 YZF-R9 is a friendly R6 with a broader power curve, stronger midrange, and easier ergonomics for real-world riding. On track, it’s fast, confidence inspiring, and fun. On the road, it promises to be practical enough for commuting yet thrilling on your favourite twisties, we will find out soon. At $23,199 ride away, it’s not cheap, three grand more than the R6 (but ten grand less than an R1), but you’re getting a bike with true supersport handling, a punchy triple engine, and electronics that rival litre bikes from just a few years ago. For track days, weekend scratching, and even daily duties, it’s a winner. We’ll have a full road test coming in August after our street ride in July…

2025 Yamaha YZF-R9 Specifications

yamaha-motor.com.au

Price: $23,199 R/A
Warranty: Three-years unlimited km
Colours: Team Yamaha Blue, Matt Black, Intensity White/Redline
Claimed Power: 87.5kW@10,000rpm
Claimed Torque: 93Nm@7000rpm
Wet Weight: 195kg
Fuel capacity: 14L
Fuel Consumption (Claimed): N/A
Fuel Consumption (Tested): N/A
Range (Claimed): N/A

Engine: Liquid-cooled, four-stroke, DOHC, Crossplane triple, 78.0mm x 62.1mm bore x stroke, 890cc, 11.5:1 compression, three-into-one exhaust Gearbox: Six speed Clutch: Assist & Slipper Clutch with Quick Shift System (up & down), EFI, three-into-one exhaust.

Chassis: Aluminium Deltabox frame
Rake: 24.7° Trail: 109.2mm
Front Suspension: USD 43mm KYB forks, fully adjustable, 120mm travel, KYB monoshock, fully adjustable with low-speed valve, 117mm travel.
Brakes: Twin 320mm discs with Brembo Stylema four-piston radial calipers, Brembo radial master-cylinder, stainless braided lines, cornering ABS (f), Single 220mm disc with single-piston caliper, ABS (r), rear ABS disconnect for track
Wheels & Tyres: 10-spoke cast alloy wheels, Bridgestone RS11 120/70 – 17 (f), 180/55 – 17 (r) tyres

Dimensions:
Wheelbase: 1420mm
Seat height: 831mm
Ground clearance: 140mm
Overall width: 706mm
Overall length: 2070mm
Overall height: 1181mm

Instruments & Electronics: 5in full-colour TFT dash with four street and one track theme, Y-Connect app compatibility, Garmin StreetCross Nav support, 6-Axis IMU, Traction Control (TCS), Slide Control (SCS), Lift Control (LIF), Brake Control (BCS), Engine Brake Management (EBM), Back Slip Regulator (BSR), Launch Control, Cruise Control, Quick Shifter, Ride Modes (Sport, Street, Rain, Custom x 2), Virtual Pitboard, Variable Speed Limiter, Immobiliser, LED lighting.

The post Track Test | 2025 Yamaha YZF-R9 Review appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Available in just 100 units worldwide, the URBAN WOLF comes in two versions—UW-MX1 for riders aged 3–7 and UW-MX2 for those aged 6–10. Both models feature a striking digital camo livery with carbon-fibre look highlights, swingarm protectors, and fork decals, giving them a sleek, aggressive look while adding extra durability for trail and track use.

Read our Torrot Motocross Two series of articles and tests here…

As part of the limited deal, both versions come with an extra battery included, making longer ride sessions easy with quick swaps. From experience, we have always got 40-minutes of racing from a fully charged battery. We use two, and get 8 x 10min motos in a day.

Torrot CEO Mark Franklin says the URBAN WOLF was developed in direct response to customer feedback. “This limited series responds to the demands of our customers and today’s market, offering a refreshed version that stands out for its bold, adventurous design”.

Both bikes are equipped with Torrot’s proprietary KIDS App, available on iOS and Android. This app allows parents to adjust parameters such as speed, power, throttle response, and engine braking, and even includes an emergency stop function to remotely cut the motor—ensuring safety while letting kids progress at their own pace.

Built in Spain using quality materials, the URBAN WOLF continues Torrot’s mission of creating safe, fun and reliable electric bikes for the next generation. With top speeds of 42km/h (MX1) and 44km/h (MX2), lightweight chassis, and low seat heights, these bikes are ideal stepping stones for future champions.

We’ve put the Torrot Motocross Two to the test over several years of junior MX racing, pushing it to the limit—and it has proven to be 100 per cent reliable throughout. If you’re considering an electric MX bike for your young rider, the URBAN WOLF series is a solid step up with fresh style and trusted performance, and limited edition graphics look fantastic in our opinion!

You can check out our series of articles and long-term reviews on the Torrot Motocross Two via the link above. We compare owning and running the Torrot against our PW50 Yamaha and two KTM two-stroke motocross bikes our kids have used over the years. The savings are significant with the Torrot…

The URBAN WOLF limited edition is available now via official Torrot dealers in Europe, with pricing and availability in Australia TBA. To locate your nearest dealership, visit Torrot Australia

2025 TORROT MX2 SPECIFICATIONS

Price: MX2 $4,990, MX1 $4,890 R/A.
Engine: 1500W electric, 48V LiNiCoMn 8,8Ah with BMS integrated (Battery Management System) portable, 48V, programmable top speed, power, throttle sensitivity and regeneration, 54.6V 2A battery charger (4 hours). Top speed approx 44km/h+
Chassis: Tubular CrMo steel frame, hydraulic forks non adjustable 95mm travel, DNM gas shock, preload adjustable, 125mm travel, steel swingarm, front and rear hydraulic disc brakes (hand operated both ends), 14 x 1.60in x 12 x 1.85in alloy rims, Michelin Starcross 60/100 – 14(f) and 80/100 – 12(r) tyres, 640mm seat height, 32kg weight, 40kg max rider weight, ABS plastic bodywork.
Performance: 1500w, 48V, 44+km/h

The post Model Update | Torrot Limited Edition URBAN WOLF appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

This marks the third collaboration between the two icons of Italian engineering and style, following the Diavel 1260 Lamborghini and the wild Streetfighter V4 Lamborghini. With shared roots in the heart of Italy’s legendary Motor Valley, Ducati and Lamborghini have blended their passions for high-performance, precision engineering, and unmistakable design to create something truly special.

“With the Panigale V4 Lamborghini, we continue our mission to craft the most beautiful and exclusive motorcycles for the road,” said Ducati CEO Claudio Domenicali. “We’ve taken inspiration from the Lamborghini Revuelto and applied it to our most advanced superbike to date.”

Revuelto-Inspired Design Meets Panigale Performance
The new Panigale V4 Lamborghini is based on the latest-generation Panigale V4 S platform but features extensive aesthetic and component upgrades designed in collaboration with Lamborghini’s Centro Stile. The result? A stunning machine limited to just 630 numbered units, each dripping with supercar-inspired styling and materials.

Read our 2025 Ducati Panigale V4 S review here…

Visually, the bike features exposed carbon-fibre bodywork finished in a bespoke livery drawn directly from the Revuelto’s colour palette: a mix of Verde Scandal, Grigio Telesto, and Grigio Acheso. The forged aluminium wheels mimic the style of the Revuelto, while the aerodynamic wings and tail unit have been reworked by Ducati’s design team to better mirror the aggressive lines of the Lamborghini hypercar.

Everywhere you look, the bike is a tribute to Lamborghini. From the custom saddle inspired by the Revuelto’s interior, to the carbon-fibre heat shields, heel guards, and mudguards, attention to detail is off the charts. The carbon weave follows Lamborghini’s signature herringbone layout—perfectly symmetrical down the centreline.

Performance: Lighter, Faster, Sharper
Under the skin, this is still a thoroughbred Ducati. Power comes from the Desmosedici Stradale 1103cc V4, putting out a monstrous 218.5hp thanks to a dedicated engine calibration and a full Akrapovič titanium exhaust with carbon end caps. The Panigale V4 Lamborghini weighs in at just 185kg, nearly 2kg lighter than the standard V4 S, giving it a ferocious 1.18 hp/kg power-to-weight ratio.

The bike features all the tech Ducati can throw at it, including the Ducati Vehicle Observer (DVO) predictive electronics suite, Race eCBS, Öhlins Smart EC 2.0 suspension, and a dry clutch. Billet aluminium levers, footrests, and counterweights add to the premium feel, while extras like a racing tank cap, carbon clutch cover, open license plate delete kit, and brake cooling ducts are also included in the crate for track-day addicts. And yes, each bike is delivered in a customised wooden crate with a matching paddock stand, certificate of authenticity, and fitted bike cover.

Speciale Clienti: Lamborghini Owners Only
For those lucky enough to own a Lamborghini Revuelto, Ducati is offering an even more exclusive version: the Panigale V4 Lamborghini Speciale Clienti. Limited to just 63 units, this variant allows Lamborghini customers to work directly with Ducati’s Centro Stile to colour-match their Panigale to their supercar—or select from a curated palette of options. Even the triple clamp engraving and rear stand are customisable. It’s the ultimate flex—a matching Ducati and Lamborghini pairing, designed down to the last bolt.

Full Racing Look Available
Completing the package, Ducati is offering an exclusive line of matching gear, including a helmet, leather suit, and jacket in the same colour scheme as the bike. Buyers of the Speciale Clienti variant can even customise the leather suit to match their unique livery.

Availability
Deliveries of the Ducati Panigale V4 Lamborghini are scheduled to begin in September 2025, and with just 630 examples globally (plus 63 Speciale Clienti bikes), this latest collector’s edition is expected to sell out faster than a Desmosedici on a straight.

Stay tuned for local availability and pricing as it’s confirmed—and if you’re lucky enough to secure one, we want to feature it!

The post New Model: 2025 Ducati Panigale V4 Lamborghini Unveiled in Milan appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

With a short one hour flight from Melbourne to Canberra, I arrived at the Vibe Hotel in time for the 2025 Yamaha WR250F presentation. That is where I got to lay eyes on the brand new WR250F for the first time. After the presentation we had a bite to eat while discussing some of the features of the WR with the team, before heading to bed. After testing the latest YZ250F, I was keen to try the WR.

The following day was a nice early start as we had a good couple hours drive up to Lyndon Heffernan’s Academy of Off Road Riding property at Bateman’s Bay to put the WR250F through its paces. Arriving at Heffo’s property, we were met with a fleet of 13 brand new 2025 yamaha WR205F’s just waiting for us to throw our legs over and have some fun.

Tech Highlights

Starting off with the updates to the chassis, the new bilateral beam chassis is identical to that of the YZ250F but with new enduro tuned engine mounts, making the WR250F more agile and able handle the different terrains you would find on any enduro course with ease. New aluminium footpeg brackets not only save weight but are also 10mm lower, creating a lower centre of gravity to optimise handling and open up the rider position.

The WR250F comes with a slimmer body thanks to its new slim 7.4 litre fuel tank and its slim radiator shrouds, which offer a comfier rider position and allow more for movement towards the front of the bike, making the WR250F easier to throw around in those tight and twisty sections out in the bush. The new seat is flatter with rounded edges, which increases the degree of freedom for the rider, allowing better movement and comfort during the ride.

The rear guard is redesigned stronger and with a hand held section giving you the perfect spot to pick the rear of the WR250F up if you’re in a sticky situation on a trail.

Fitted with revised 48mm KYB front suspension with 300mm of travel the forks are identical to the YZ250F suspension but tuned for enduro. There is also with a tool-free compression damping adjustment knob on the top of the fork for quick and easy adjustment to suit any terrain.

A revised KYB shock pairs with the front-end of the WR250F for precise control over the varied terrains that you will encounter. This also assists in increasing the traction on the front and rear for a more planted feel and to optimise handling. The 2025 WR250F also has a new lightweight rear wheel with a three-spoke lacing pattern and longer spokes for more flex, with a blue anodized 18 inch Excel rim laced to a 262G lighter reduced width hub.

The upgraded Power Tuner app now comes with a user-friendly interface, with intuitive tuning using a scroll bar to adjust between smooth and aggressive options. Traction control now has three levels of adjustment, there’s also a built in lap timer function and suspension and power tuning set-up advice.

The new multifunction mode switch comes with integrated engine stop and mode selection switch, making it easy to switch between two customisable power modes whilst out on your ride. The second power mode when the blue light controls traction control, making it easier to switch between modes with or without traction control during a ride.

The engine definitely wasn’t left untouched. Revised with a new reduced friction camchain paired with new camshaft sprockets, new camchain guide and new camchain guide stopper all helping to reduce the load and prolong the life of the engine.

The airbox and filter system has been modified allowing more airflow with air coming in from different directions. A curved filter element and optimised case increasing the volume of air flow by 30 per cent. Inside the airbox under the filter, the WR250F has a new funnel shaped design to create a smooth and longer air draw to increase torque.

The WR250F comes with a model specific ECU with optimised fuel and ignition settings. The ECU maps are similar to the YZ250F yet made to suit enduro competition riding and various terrains. Other components changed for light weight include the sub-frame, lightweight throttle cable, a new compact bar pad and a new shorter muffler.

The ride

After being told the WR250F offers more power while being lighter and with a lower centre of gravity, creating a more agile bike, I was eager to put the WR250F through its paces. And as soon as I sat on the WR250F it was clear how slim it is compared to previous models. Heffo’s property was the perfect place to test out the WR250F, with a motocross track, a linked enduro loop, and a flat track all surrounded by an uncountable amount of enduro trails leading in every direction!

After starting the WR250F my first thought was that it is much quieter than anticipated due to its new shorter muffler. At first this put a doubt in my mind, to which I am glad the WR250F changed very quickly. As I twisted the throttle I realised that a quieter exhaust doesn’t mean a less powerful bike.

The 270mm front brake disc and 240mm rear disc are paired with Nissin calipers, providing a strong and even braking power that is easy to control…

After a couple laps warming up on the flat track to familiarise myself with the WR250F it was time to open up the throttle and see what the 2025 WR250F has to offer. I was not disappointed, with plenty of torque and smooth linear power deliverance paired with the new slim body, made attacking the flat track feel as if I was on a motocross bike, the WR handling the soft loamy corners with ease and putting the power to the ground effortlessly on the straights.

The 270mm front brake disc and 240mm rear disc are paired with Nissin calipers, providing a strong and even braking power that is easy to control whether you need to come to a quick stop or to wash off a little bit of speed before entering a corner.

After a few laps on the flat track we headed to a small river crossing, where I really noticed the lower centre of gravity. This made the WR250F easy to control through the rough and rocky uneven terrains.

The WR250F comes with a cable operated clutch. Going through the rocky terrains I noticed the clutch engagement point felt a little off for my riding style, to which the cable made it easy to simply adjust on the fly to change the feel and suit my riding style with ease.

Although there is a larger preference of the hydraulic clutch over a cable, the WR250F’s cable clutch definitely holds its own feeling very light and smooth throughout the entire ride. The smooth and light clutch paired with easy to operate shift cam and six-speed gearbox made changing gears a breeze.

I was able to really put the clutch and gearbox to the test on Heffo’s property on the many hills of various terrains we tackled throughout the day. The 2025 WR250F has plenty of torque and down low power allowing you to ride in a taller gear even uphill under load with minimal clutch slips. Being a 450 rider myself I was very impressed as normally on a 250 I find myself jumping through the gears.

Being a 450 rider myself I was very impressed as normally on a 250 I find myself jumping through the gears…

The KYB front and rear suspension worked hand in hand with the chassis and engine of the WR250F allowing me to tackle anything thrown at me throughout the day. With the easy to adjust compression damper on the forks I was able to tune the forks to suit the terrain in front of me. This also came in handy on our long trail ride at the end of the day. As I started to get a little fatigued, I simply turned down the compression by a couple of clicks making the forks a little softer and less intense to provide a smoother ride.

Unfortunately I didn’t change any of the maps using the Power Tuner app but I did swap through the two standard maps that come stock on the WR250F. The maps that are equipped suited the terrains perfectly. Giving you the option to switch between traction control on with map two and traction control off with map one. I had fun trying out both in the wet and dry sections on the property, finding I was able to tackle any terrain without hesitation.

After having lunch we set out on a trail ride for a couple of hours, during which we tackled many different terrains consisting of rock beds, river crossings, long and tall hills and some single trail twisty sections. The 2025 WR250F tackled all of these obstacles with ease.

Overall, I enjoyed riding the 2025 Yamaha WR250F. With handling that felt like I was riding a motocross bike on a single trail enduro track. I did feel that the 2025 WR250F inspires confidence in its rider with its linear power delivery and wide range six-speed gearbox making it easy to tackle any obstacle in front of you.

Whether you’re a beginner or an advanced rider the WR250F will put a smile on your face with its user-friendly Power Tuner app, you can easily change the map settings to suit you and push your limits. The comfortable riding position, new slim feeling, lower centre of gravity, plus KYB front and rear suspension make riding effortless and will leave you with a smile on your face.

Read our in-depth tech look and see the video of the new WR250F here…

2025 Yamaha WR250F Specifications 

Yamaha-Motor.com.au

Price: $16,799 Ride Away
Warranty: N/A
Colours: Team Yamaha Blue
Claimed Power: N/A
Claimed Torque: N/A
Wet Weight: 113kg
Fuel capacity: 7.4L
Fuel Consumption Claimed: N/A
Fuel Consumption (measured): N/A

Engine: Liquid-cooled four-stroke, DOHC, four-valve, 77 x 53.6mm bore x stroke, 250cc, 13.8:1 compression, wet sump, EFI, electric start, TCI ignition, five-speed gearbox, cable clutch actuation

Chassis: Frame: Bilateral alloy beam frame.
Rake: N/A Trail: N/A
Suspension: Fully adjustable inverted KYB fork, 300mm travel (f) Fully adjustable KYB shock, 306mm travel. Aluminum swingarm (r).
Brakes: 270mm disc, Nissin two-piston caliper (f), 240mm disc, Nissin single piston caliper (r), Nissin master-cylinders.
Tyres: 90/90 – 21in Dunlop 54R EN91F (f), 140/80 – 18in Dunlop 70R EN91 (r).

Dimensions:
Seat height: 955mm
Ground clearance: 330mm
Overall width: 825mm
Overall Length: 2170mm
Overall height: 1265mm
Wheelbase: 1470mm

Instruments & Electronics: Digital ODO/Speedo instruments, Engine Mapping, Traction Control, Launch Control, Lap timer via Yamaha Power Tuner app.

Editor’s Note: If you are reading this article on any website other than BikeReview.com.au, please report it to BikeReview via our contact page, as it has been stolen or re-published without authority.

The post Yamaha WR250F | 2025 Model Full Test appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

The derivation from the Panigale V4 is now more direct than ever: the engine is in the same configuration – the difference of two horsepower is due to differences in the intake – and so are the chassis and electronics. For the first time, Ducati has chosen to transfer the technology and performance of the Panigale V4 to a nakedbike without sparing anything, creating a bike that combines the best of both worlds. Track handling like a supersport bike, and road enjoyment like a true naked.

Read our BR Ducati Streetfighter reviews and articles here…

Its impressive power/weight ratio of 1.13hp/Kg, obtained from a lighter and more powerful engine (+6 hp), Euro5+ homologated, combined with electronic and chassis developments such as DVO, Öhlins Smart EC3.0 suspension and the new Race eCBS braking system, make the Streetfighter V4 even more effective on the track.

At the same time, it is capable of guaranteeing great fun on the road with superior comfort in everyday riding. This is thanks to the wider calibration range guaranteed by the suspensions to a more rigorous chassis that gives the rider greater feeling and ease of riding and to a more contained exhaust noise but at the same time capable of giving great character to the bike.

Desmosedici Stradale engine

The Streetfighter V4 engine derives from that of the Panigale V4, with an even more direct link than the previous model. The Desmosedici Stradale is closely derived from that of the Ducati MotoGP bikes, with which it shares numerous technical solutions, starting with the architecture. It is a 90° V4 with desmodromic distribution, counter-rotating crankshaft and Twin Pulse timing, which gives the Streetfighter V4 a sound very similar to that of the Desmosedici GP.

The Desmosedici Stradale of the new Streetfighter V4 has had its distribution diagram revised compared to the version of the previous model, with cams with a different profile and a higher lift value. The alternator and oil pump are the same as those mounted on the Panigale V4 R, while the gear drum is the one used on the Superleggera V4. And for the first time, the Streetfighter V4 also features variable-length intake trumpets, with a value of 25mm in the short configuration and 80mm in the long one, thus simultaneously increasing maximum power and rideability.

Adopting the Ducati Performance by Akrapovic racing exhaust, the maximum power increases to 226hp…

The Desmosedici Stradale engine, Euro5+ homologated, delivers 214hp at 13,500rpm and a maximum torque of 12.2Kgm at 11,250rpm. Values ​​that can be higher in track configuration: by adopting the Ducati Performance by Akrapovič racing exhaust, the maximum power increases to 226hp. The Streetfighter V4 has never been so powerful.

Design

A completely new full-LED headlight enhances the aggressive face of the new Streetfighter, maintaining its iconic light signature. At the rear, the full-LED light cluster is functionally divided into two parts, generating that double C that characterizes the sportiest Ducatis.

The 16-litre tank, particularly narrow in fit and characterised by a very distinct shoulder, is reflected in the greater presence of the tail, more elongated towards the rear, with a shorter license plate holder and the passenger seat positioned lower than the 2024 Streetfighter V4. Both components have been designed to combine style and functionality, improving ergonomics in sportbike riding.

Finally, the forward-slanting biplane wings, a distinctive element of the Streetfighter V4 since its first version, could not be missing. Compared to the previous model, they are more effective (+17kg of downforce at 270km/h) and integrated into the line in a more refined and sophisticated way. The wings allow for a bike with very nimble chassis qualities but at the same time stable and rigorous at high speeds. Finally, the exhaust placed under the engine maintains the stylistic imprint of Ducati sportbikes, keeping the centre of gravity low and leaving a clear view of the new double-sided Hollow Symmetrical Swingarm, also visually lightened by the large exhaust openings on both sides.

Ergonomics

The riding position of the new Streetfighter V4 is derived from that of the Panigale V4, but has been defined with the dual objective of improving control of the vehicle and increasing comfort, especially for taller riders. The seat-tank unit, thanks to greater roominess, offers more freedom of longitudinal movement and makes it more natural to reach and maintain the aerodynamic posture. A deep recess in the upper part avoids interference with the helmet chin guard.

At the same time, the rear area of ​​the tank, combined with the side covers and the shape of the saddle, better supports the rider during braking, corner entry and cornering. The rider finds it easier to anchor himself with his knees to counteract deceleration and leaning out of the saddle once the bike is in a curve, thus reducing the effort on the arms and therefore fatigue.

Compared to the previous Streetfighter V4, the bend of the handlebar has been moved back, now closer to the rider by 10 mm, and the footpegs are lower and more forward, and positioned 10 mm further inward. This increases comfort for the rider without compromising ground clearance. Finally, the two conveyors located inside the side panels move hot air away from the rider’s legs.

MotoGP-derived chassis

The Streetfighter V4 has never been so close to the Panigale V4. Thanks to the very rigorous chassis of the new superbike from Borgo Panigale, on this model it was not necessary to lengthen the swingarm to give stability to the bike, but it was only sufficient to work on the front chassis dimensions (+0.5° steering angle, +1mm on the trail) to find the synthesis between agility and stability.

Deriving directly from the new Panigale, the chassis of the Streetfighter V4 is completely new. The Front Frame is therefore lighter (3.47kg in weight compared to the previous 4.42) and remodulated in stiffness compared to the previous model (-39% in lateral) to offer greater confidence when leaning and greater effectiveness in taking the apex and maintaining the trajectory.

Furthermore, the double-sided Ducati Hollow Symmetrical Swingarm improves traction when exiting corners and the rider’s feeling in acceleration, with a reduction in lateral stiffness (-43% compared to the single-sided swingarm of the previous model) and an overall lightening of the swingarm-forged rear wheel assembly equal to 2.9kg. On the Streetfighter V4 S, the forged aluminium alloy wheels with five tangential spokes, inspired by those of the DesmosediciGP, weigh only 2.95 and 4.15kg, respectively for the front and rear.

The third-generation electronically controlled Öhlins NIX/TTX suspension of the Streetfighter V4 S expands its adjustment spectrum, allowing the use of more comfortable calibrations for road use and more sustained and effective when riding between the kerbs of a circuit. At the same time, the increased speed of the hydraulic valves offers a more precise and accurate response in every riding situation. Furthermore, compared to the Panigale V4, the rear suspension link has been revised in progressivity to offer greater comfort on the road, which is further increased thanks to the “Cruise Detection” strategy. The latter softens the suspension when it detects a constant pace, such as on motorway transfers, significantly increasing rider comfort.

Like the new Ducati Panigale V4, the Streetfighter V4 also mounts Brembo Hypure front brake calipers. Lighter (-60 grams per pair compared to the Stylema of the previous model) and higher-performance, the Brembo Hypure calipers disperse the heat generated by braking more effectively, offering more consistent performance and greater effectiveness for riders in seeking out their limits.

The Race eCBS system with Cornering functionality, developed by Ducati in collaboration with Bosch, is able to activate and modulate the rear brake, limiting load transfers and improving the stability of the bike in the braking phase both in road and track use, even when the rider only applies the front brake. The system, which offers five levels against the three of the previous Streetfighter model, intervenes in a similar way to what is done by professional riders at the lowest levels, reserved for track use, while improving safety and stability at the higher levels, designed for road use.

Ducati Vehicle Observer

The Ducati Vehicle Observer, an algorithm developed by Ducati Corse in MotoGP, simulates the input of over 70 sensors, thus refining the electronic control strategies, which can achieve unprecedented effectiveness in series production. The precision of this functionality allows the controls to intervene in an almost predictive way to promptly accommodate the needs of the rider in the search for maximum performance.

The 2025 Streetfighter V4 is in fact equipped with a complete package of electronic controls: Ducati Traction Control DVO, Ducati Slide Control, Ducati Wheelie Control DVO, Ducati Power Launch DVO, Engine Brake Control and Ducati Quick Shift 2.0. The DQS 2.0 system uses a strategy based solely on the gear drum angular position sensor, thus being able to use a gearshift rod without microswitches and therefore offering the rider a more direct feeling with reduced travel.

New 8:3 dashboard

The new 6.9” dashboard with 8:3 “aspect ratio” offers maximum readability and is perfectly integrated into the line of the new Streetfighter. The protective glass uses Optical Bonding technology, to guarantee optimal readability on a black background even during the day. The interface offers differentiated views (Infomode) for use on the road or on the track, combining completeness and readability of the information in the first case, or instead supporting the rider in the search for maximum performance in the second.

The dashboard dynamically changes its layout, moving the columns and redistributing the spaces, to offer maximum visibility to the functions that are being used at the moment, such as the navigator. Similarly, by selecting the Views mode, the left column gains space by moving the rev counter to the right and compressing the right column, to display the different functions available, including the TPMS, instantaneous torque and power delivered, lateral and longitudinal acceleration values, instantaneous lean angles and action on the throttle and brake.

The Road Infomode has very clean graphics, with great emphasis on the circular rev counter, placed in the centre and with the indication of the engaged gear inside. The left side of the screen is reserved for the settings, the navigator, if installed, the music player, the management of the smartphone and accessory heated grips, and the different functions available for each of these features. On the right side are the indications of speed, time, water temperature and cruise control, if enabled.

The Track mode, combined by default with the Race Riding Mode, is designed to give maximum emphasis to the most relevant information in circuit riding. The rev counter is positioned at the top of the screen, with a scale compressed up to 9,000 rpm, while in the centre the rider finds the indication of the gear engaged, and on the right the levels set for the electronic controls (modifiable via the right rocker) and their activation. In the left column we find the stopwatch, which by mounting the DDL accessory or via the GPS module is able to show lap time with different split times, lap number and the indication of the improvement in absolute terms or in reference to the session using the same colour codes – white, grey, orange, red – used in MotoGP.

Both models arrive Down Under in April
Streetfighter V4 AU Ride Away: $38,400
Streetfighter V4 S AU Ride Away: $43,100
Streetfighter V4 NZ Ride Away: $41,693
Streetfighter V4 S NZ Ride Away: $46,893

The post Model Update | 2025 Ducati Streetfighter V4, 189kg, 214hp naked! appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Most 250s were boring, with the exception of the Kawasaki KR-1S, Aprilia RS250 and Suzuki RGV250, but you needed a full licence to ride those. Roll on a few decades later and the choice for what is an entry-level motorcycle is phenomenal. In a range of capacities, both old and new, new riders can choose from adventure bikes, maxi scooters, cruisers, nakedbikes, tourers, sports-tourers, motards, trailbikes and, of course, sportsbikes. Enter the Aprilia RS457.

Check out our LAMS motorcycle reviews here...

Looking very much like the entry-level, race-replica version of the marque RSV4 superbike, the new RS 457 isn’t just a lookalike sportsbike for those that don’t have the experience or perhaps money to afford the production road racer. Just as with the bigger capacity bikes in the range, Aprilia has put a concerted effort into making this new twin-cylinder sportsbike go as good as it looks.

Fresh off the back of the launch of the RS 660 (read our RS 660 review here), Aprilia has bookended their sportsbike range with the parallel-twin, 457cc RS 457. Every much looking like the racer-inspired small capacity machine, this isn’t of the ilk of the two-stroke RS 250 – an out-and-out production racer, but more so an evolution of the timid four-stroke RS4 125. But unlike the RS4, Aprilia hasn’t left one aspect of this machine’s performance unfettered.

“The engine is a 270-degree firing order, 457cc parallel-twin that puts out 35kW and 44Nm – with most of that delivered by 3000rpm”…

This is a ground-up, new machine for Aprilia. The engine is a 270-degree firing order, 457cc parallel-twin that puts out 35kW and 44Nm – with most of that delivered by 3000rpm with the design centring around minimising friction (see technical breakout) across various engine components and gearbox. The architecture of the cylinder-heads isn’t too far removed from the RSV4 Aprilia claims, and at a glance it certainly looks that way.

Although the twin revs out to a 10,500rpm redline, most of the torque is at hand low in the rev range. On the road, it gets away quickly from a standstill with no need for riding the clutch to get the revs up. It pulls through the rev range strongly and the good spread through the six-speed gearbox won’t see you frantically working through the ’box. Out on the open road, the strong bottom-end power means the tight and twisty stuff is fun and at freeway speeds you don’t feel like you are wringing its neck.

We also rode at Beckley Park International Raceway – a neat little go-kart track just behind the clubhouse turn of the Geelong Horse Racing venue. With a load of first and second gear corners, with a hard-braking first-gear hairpin, we got a great opportunity to ask the most of the 457’s engine. Just as it was on the road, the power delivery is user friendly with loads of strong low rpm torque the highlight of the package.

Here at the track is where the host of electronic goodies, led by the mode selectors, stood out. The three different riding modes – Eco, Sport and Rain – give a pronounced difference in power delivery via the ride-by-wire throttle. The ABS has two settings – both wheels, or front only – allowing riders who can to slide the rear end into corners. While a bi-directional quickshifter is optional, most riders won’t need one.

Traction control is standard fitment on the RS 457 and while I never used it on the track, I got to feel it work doing u-turns on a dirty country back road for the obligatory bike launch photoshoot. Being part of a Bosch system – just like the ABS – it’ll no doubt work well on wet and slippery roads. Like the riding modes, the traction control is switched simply from the switchgear and can be done on the fly. What mode and settings you have is displayed on the big 5-inch TFT dash that looks like it’s straight off a superbike.

You can tell a lot of refinement has gone into getting the handling characteristics of the RS 457 just right. With preload adjustment at both ends, rolling on 110 and 150-section tyres (just like the RS250 did) and with rake, trail and wheelbase dimensions similar to the rest of the class, the twin-spar aluminium alloy frame is the biggest point of difference. The marketing blurb says Aprilia has used its experience gained through this chassis design in racing to get the RS 457 handling as it is, and it’s hard to argue with.

On the track the RS 457 is nimble, compliant and controlled under hard cornering and braking. Acceleration doesn’t challenge the relatively basic suspension’s compliance nor the standard fitment rubber. On the more bumpy and unpredictable conditions on the road, the suspension is just as good, and light and precise handling did not give a hint of instability, with a more comprehensive ride needed to make that a given.

The riding position is spacious. Riders of all shapes and sizes – especially those over six-foot – found it roomy in the saddle, the reach to the handlebars not cramped and the footpegs not crampingly high nor so low that they cause ground clearance issues. Pillion comfort may not be as welcoming, but the reach from the back saddle to the footpegs is adult-sized. All in all, the ride triangle is a balance of comfort and sportiness and one that best suits the intended usage of most RS 457s.

Check out our other Aprilia reviews and content here…

The brakes look every part like top of the line sportsbike kit. A radial mounted four-piston caliper up front looks MotoGP and while it doesn’t say Brembo, it is made by their small motorcycle division ByBre – By Brembo. Braking power is exceptional both front and rear and mated with the switchable Bosch ABS a safe and high-performing package on the road and the track. There is span adjustment available on the brake lever, but not on the clutch which is cable-actuated and light as a feather.

The racer-inspired styling cues don’t stop with the radial-mounted front brake either. The exhaust exiting the bellypan, sleek top triple-clamp design, indicators integrated within the headlight unit, a double-skin look to the fairing, GP-inspired aerodynamic features and the tiny rear tail unit all mimic the big boy racer as it was intended to. Throw in an extra $400 for the MotoGP-inspired Replica colour scheme and you really have a true race replica.

Conclusion

Best thing of all about the RS 457 is that this new machine isn’t all show and no go. With a concerted effort on creating a learner-legal machine that muscles its way to the top of the new entry-level sportsbike pack with the most power and best power-to-weight ratio allowed, Aprilia has also built a machine with the handling and engine performance that will keep experienced riders coming back for more. Check out the Rs 457 in your local Aprilia shop now, and test ride one while you are there…

2024 Aprilia RS457 Tech Talk
Engine

The Aprilia RS 457 is powered by two-cylinder, 457cc, 270-degree, liquid-cooled engine with Double Overhead Camshafts (DOHC) with four valves per cylinder. The engine, that shares a lot of its architecture with the RSV4 superbike, has 35kW of peak power at 9400rpm and peak torque of 44Nm at 6700rpm with 82 per cent of that figure on hand from 3000rpm. Teamed with a wet weight of 175kg, the power-to-weight ratio of the RS is hard to beat in the LAMS class.

Unlike the mid-sized RS 660, the 457 engine differs in that a coolant by-pass circuit and blow-by circuit are fully integrated into the engine, with no external piping like the bigger machine has. The gearbox features roller cages like the V4 engines, instead of bushings, to reduce friction while the gearbox lubrication system is integrated into the shifting dropout shafts.

Reciprocating friction is reduced in the engine by using a cylinder offset 6.5mm from the crankshaft, roller bearings instead of bushings for the water pump and countershaft, and piston pins and timing cups with DLC coating. Fracture-split conrods are used with circular bushings and a servo clutch reduces effort at the lever along with a slipper function.

Big service intervals are another attractive point on the twin-cylinder engine while as a function of Euro 5 + emissions compliance, the RSV457 engine shuts down one cylinder on deceleration to both conserve fuel and reduce noise somewhat.

Chassis

The new twin-cylinder RS 457 engine is mounted in a dual-beam cast aluminium frame with the crankcase functioning as a load-bearing element, similarly to the way it is on the RS 660. Up front, the 41mm upside-down forks are preload adjustable, with 120mm of travel, while at the rear, the monoshock is adjustable for preload and has 130mm of travel. The swingarm is made in steel.

The braking system is made by ByBre – a Brembo brand specifically dedicated to small-to-medium displacement motorcycles and scooters – and features a 320mm front disc with a radial-mounted four-piston caliper at the front and a single piston caliper on 220mm disc at the rear. The braking system is aided by a two-channel ABS system with switchable modes – for either both wheels or front wheel only. The 17-inch aluminium alloy wheels mount to a 110/70 front and 150/60 rear tyres.

Electronics

The RS 457 is bustling with a range of tech goodies you don’t see standard on bikes in this class. The LED headlight echoes cues of the Aprilia sportsbike family while the front indicators are integrated into the headlight’s light signature. The dashboard is no less than a 5.0-inch TFT (Thin Film Transistor) colour instrument cluster, while the switchgear on the handlebars are elegantly backlit.

The Ride-by-Wire throttle system – which Aprilia was the first to introduce both in MotoGP and on production motorcycles – manages the engine with three riding modes that intervene on power, torque and traction control. They are adjustable to three levels on the fly – Eco, Sport and Rain – a can also be disabled. A bi-directional quickshifter is also available as an accessory. The Bosch ABS system has two settings: ABS on both wheels for road usage and ABS front on and rear off, suggested for racetrack use only. Turning off the rear ABS is done by a long press of the riding mode button only when the bike is stationary. Smartphone connectivity (Aprilia MIA) and navigation are also available

APRILIA RS 457 GENUINE ACCESSORIES

A host of genuine accessories are available for the RS457 ranging from bike covers and USB sockets through to racing brake pads and tyre pressure monitoring system. For more information visit www.aprilia.com/au.

Passenger seat cover                                                              $155.85
Adjustable front brake lever                                               $242.20
Adjustable clutch lever                                                          $246.75
Rear brake Lever                                                                           $305.90
Gear lever                                                                                           $248.50
Brake lever protection                                                             $473.40
Aluminium plate holder                                                         $389
USB charging socket                                                                $38.50
Racing brake pads                                                                      $333.25
Rider footpegs                                                                                $364.15
Front axle protector                                                                   $138.50
Helmet lock                                                                                      $71
TPMS (Tyre Pressure Monitoring System)  RS457     $456
High windscreen                                                                          $125
Thermoformed side cases (with holders)              $1154.15
Tank bag                                                                                               $482.50
Lower rider comfort seat                                                      $275
Standard comfort seat                                                           $298
Passenger comfort handle                                                  $128
Outdoor bike cover                                                                    $267.70
Indoor bike cover                                                                         $458.20
Electronic anti-theft                                                                  $287.75
Electronic anti-theft assembly system                    $215.40
MIA device                                                                                         $208.20
MIA device assembly system                                           $73.75
Wheel stickers                                                                               $38.30
Side tank protection stickers                                            $163.85
Central tank protection stickers                                    $66.90
Bi-directional quickshifter                                                  $441.20

2024 Aprilia RS 457 Specifications

Aprilia.com

Price: $12,540 (Replica: $12,940) rideaway
Warranty: Two-years unlimited km
Colours: Prismatic Dark, Opalescent Light and Racing Stripes
Claimed Power: 35kW@9400rpm
Claimed Torque: 44Nm@6700rpm
Kerb Weight: 175kg
Fuel capacity: 13L
Fuel Consumption Claimed: N/A
Fuel Consumption (measured): N/A

Engine: Liquid-cooled, 270-degree parallel twin-cylinder, four-stroke engine with four valves per cylinder, 10.5:1 compression ratio, 69mm x 61.1mm bore x stroke, 457cc, 26mm EFI with Ride-By-Wire throttle Gearbox: Six speed, constant mesh Clutch: Multiplate in oil bath with slipper system

Chassis: Frame: Dual beam cast-aluminium frame
Rake: 24 degrees Trail: 102.4mm
Suspension: 41mm upside-down fork, preload adjustable, 120mm travel (f) steel swingarm, monoshock with adjustable preload, 130mm travel (r) Brakes: 320mm disc, four-piston radial-mounted By-Bre caliper (f), 220mm disc, single-piston By-Bre floating caliper (r) Wheels & Tyres: Aluminium-alloy wheels 3.0 x 17-inch (f) 4.5 x 17-inch (r), Tyres 110/70ZR17 (f) 150/60ZR17 (r)

Dimensions:
Seat height: 800mm
Ground clearance: N/A
Overall width: 760mm
Overall Length: 1983mm
Overall height: 1162mm
Wheelbase: 1349mm

Instruments & Electronics: LED headlight assembly. Engine maps (AEM), dual-channel ABS with anti roll-over system (two maps), traction control (ATC), three riding modes. 5-inch TFT instrument panel. Backlit handlebar controls.

2025 Aprilia RS 457 Gallery

The post Bike Review | 2024 Aprilia RS 457 Test appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Tyler’s teammate Jeremy McWilliams finished second in the championship both years for a 1-2 Indian blitz of the points table. The new streetbike was created in collaboration with Indian’s longtime partner Roland Sands, who indeed created the Super Hooligans series, first on the dirt ovals, then from 2021 onwards in road racing. I was fortunate to be the only non-American in a small group of seven journalists invited to test ride O’Hara’s title-winning FTR racebike at a sunny but chilly Chuckwalla Raceway in Southern California. This is the bike from which the new Super Hooligan streetbike is directly derived, making this an exclusive look at the background to its creation.

Read our other Racer Tests here…

The ongoing expansion of Super Hooligan racing makes this a series on the way up, with Harley’s Pan American ADV bike now in contention for the podium (it already finished third in one race last year) as well as the only category in which electric bikes compete on even terms with ICE motorcycles, with Energica’s Stefano Mesa fourth overall in the 2023 championship after finishing second in one of the rounds. Moreover, this year will see three-cylinder bikes up to 900cc in capacity from Yamaha, Triumph and MV Agusta join BMW, KTM, Indian, Energica, Zero and Harley in the class hosting more different brands on the grid than any other in US road racing.

Road racing in the USA at National level is currently enjoying a purple patch, with MotoAmerica’s stacked grids for a wide variety of contrasting classes delivering nail-bitingly close, handlebar-clashing, all-action competition – even between rival teammates! The result has been a sharp spike in racetrack attendance by paying spectators, as well as in logins by online race fans – and especially so now that the century-old warfare between Indian and Harley on dirt ovals has finally been transposed to what in America is still termed by many such followers as ‘pavement racing’.

Three-time Australian Superbike champion Troy Herfoss, 37, joining the same-aged O’Hara in the factory Indian team for both classes…

For this two-wheeled equivalent of NASCAR has sold heaps of seats at MotoAmerica events, something that would never have happened without the presence on the race card of the KOTB/King Of The Baggers class and its junior sidekick – well, in engine displacement terms, at least – SHNC/Super Hooligan National Championship racing. Between them, the two categories are generating hundreds of millions of online impressions every year, and on YouTube, together they’re fourth in terms of engagement behind Formula 1, MotoGP and NASCAR – they’re even ahead of Supercross!

Both categories were essentially the creation of the fusion king of Custom cool, former AMA 250GP road racing champion turned trend-setting designer Roland Sands. He’s justly acclaimed as the leading exponent of the crossover culture between choppers and racebikes which so many other designers have since picked up on, moving the two-wheeled Custom scene from a backstreet art form to a mainstream element of modern-day motorcycle culture, with bikes that steer and go and stop and handle better than OK in real world riding, besides being a blank canvas for designers to express themselves on.

“I like the idea of racing things that were never meant to be raced,” says Roland, 49. “Baggers and Hooligans came at MotoAmerica from different directions, but I guess RSD [Roland Sands Design] was involved in making them both happen, from building early days Bagger racers back in 2020 as a kind of Covid peace dividend, to getting the Super Hooligans up and running. In fact, the whole Super Hooligan thing came long before that out of dirt track, when we’d put a 21-inch front tyre on a Harley Softtail, and go ride the s**t out of it at Costa Mesa Speedway’s dirt oval. This was the most fun that I have personally ever had on two wheels, still to this day! So since 2017 we’ve had a Super Hooligan National Championship dirt series, but then we took what was originally this kind of low brow flat track theme, and with Indian’s support we turned it into a road racing category for bikes that would never normally see the inside of a race track.”

So starting in 2022 with a four-round Super Hooligan National Championship that led to an eight-race series in 2023, the Mission Foods-sponsored series expands this coming season to 10 rounds of SHNC road racing at five events staged across the USA. The season kicks off in March on Daytona Speedway’s high bankings, before heading on to The Ridge in Washington State, Laguna Seca in California, then Mid-Ohio, ending with a grand finale in September at COTT/Circuit of The Americas in Austin, Texas.

2024’s defending champion, Indian factory rider Tyler O’Hara, has won both the MotoAmerica Super Hooligan road race series run so far in 2022-23 on his S&S-tuned FTR, with former teammate and ex-GP great Jeremy McWilliams runner-up last year after the duo took lumps out of each other in the final turn at the COTA decider last September. Jezza has now decided that with his 60th birthday coming up on April 6th maybe it’s time to step back from full-time factory road racing.

But there’ll still be a major international element in both SHNC and KOTB racing this year, with reigning three-time Australian Superbike champion Troy Herfoss, 37, joining the same-aged O’Hara in the factory Indian team for both classes, and after winning the 2008 AMA Supermoto Championship, this particular Aussie is well versed in racing in the USA.

Indian Motorcycle’s involvement as the SHNC series’ title sponsor has extended to not only winning two championship crowns with race developed versions of its FTR1200 60° V-twin hotrod, but to marking those victories by teaming up with RSD/Roland Sands Design to make a limited-edition Super Hooligan streetbike inspired by the run-what-ya-brung race series. The so-called FTR x RSD Super Hooligan just unveiled for 2024 is built on the Indian FTR R Carbon platform, and will be limited to only 300 units for global sale, 150 of them in the USA with prices starting at $28,995 AUD, and each bike bearing an individually numbered commemorative tank console.

It features fully adjustable Ohlins suspension with an upside-down 43mm fork and rear cantilever shock. Also included are twin 320mm Brembo front brakes, a four-inch touchscreen display with Bluetooth connectivity, and an Akrapovič silencer and heat shield, plus Gilles Tooling adjustable rear sets, oil cap, radiator cap, and bar-end weights. The bike features Black Metallic bodywork with Super Hooligan race graphics, a red frame with matching wheels with gold accents, and Indian Motorcycle Racing’s No.1 Championship logo on the front and side number plates. There are more logos from team sponsors on the rear seat cowl, and additional graphics for the radiator shroud, front fender, and front forks are available as options.

Check out the Indian FTR x RSD Super Hooligan Video

“Super Hooligan has always been about more than just racing,” says Roland Sands “It’s about pushing boundaries and having a blast riding motorcycles with your friends. Far from the full-fairing machines you normally see on the racetrack, a Super Hooligan bike has effortless attitude and a custom aesthetic, with an exposed powertrain. So when Indian Motorcycle approached us to co-design an Indian FTR for consumers, it was a natural fit and something we’re very excited to be a part of.”

SHNC rules are deliberately kept vague, so as to open the class up to as wide a variety as possible of motorcycles that were never really meant to be raced, albeit may have sporty pretensions. They must use stock frames, have no bodywork and last season liquid-cooled bikes couldn’t weigh less than 397lb/180kg in the state they finished a race or qualifying, including all remaining liquids (350lb/159kg for air-cooled V-twins, which are also permitted to modify the frames). That’s now been lowered to 377lb/171kg for waterpumpers in 2023.

Minimum displacement is 750cc, there’s no upper limit, but maximum horsepower is 125bhp, and for added spice, electric motorcycles are also eligible with the same minimum weight limits as the liquid-cooled twins. Good luck in getting an e-bike to scale anywhere near that figure with sufficient battery capacity to be competitive at the end of even a seven-lap Laguna Seca race, let alone a six-lapper on the Daytona bankings! Now for 2024 to broaden the lineup even further, three-cylinder bikes with a maximum displacement of 900cc are also included. Welcome to Super Hooligan racing, Yamaha, MV Agusta and Triumph!

In fact, 2023 saw the lineup of bikes comprising the grid considerably more variegated than in 2022, with the so-far dominant Indian FTR’s supremacy now seriously threatened by the KTM 890, joined by the BMW RnineT, and various Ducati V-twin models. But a key player was the more competitive of the two electric motorcycles on the grid (a Zero was the other) – Stefano Mesa’s Italian Energica, which scored the first-ever e-podium in Open class racing against ICE rivals with second place in Race 1 at COTA, after McWilliams bit the dust in a last-corner confrontation with teammate O’Hara.

Mesa finished fourth in the final points table, while third overall with five rostrum finishes putting him just four points behind McWilliams at season’s end was Andy DiBrino on a self-sponsored KTM 890, with one of those a rare non-Indian race victory at The Ridge, when both O’Hara and McWilliams were disqualified for an illegal handlebar shape/height. Yes, really – Super Hooligan Technical Regulations state that “No clip-ons that have been converted to top-mounted handlebars are permitted. The end of the handlebar must sit above the top plane of the upper triple-clamp.”

That protest was filed by H-D rider Cory West’s Team Saddlemen, entrant of the only Harley-Davidson on the grid, an eight-valve liquid-cooled Revolution Max-powered Pan America ADV which must adopt two velocity stacks and the more restrictive airbox of the Sportster S to keep a lid on its stock 150bhp output. “If there was one brand we wanted to add to the mix, it was Harley,” says series godfather Roland Sands. “Obviously, they bring a massive audience, and it’s also the one place where they can improve the Pan America platform in a serious way.

The only way to really expand what your platform is capable of is if you go racing, and we’re seeing that with Indian and the FTR, and on the Bagger side with Harley and the Road Glide, and Indian and the Challenger, and now Harley is trying to achieve than in Super Hooligan with the Pan America. Harley versus Indian, air-cooled versus water-cooled, electric versus ICE – I want to see all different styles of bikes racing together.” And that’s indeed what’s happening…..

THE RIDE
For an idea of what Troy Herfoss can likely expect to find awaiting him in contesting a catch-all category that doesn’t exist outside America, I was given the keys of Tyler O’Hara’s title-winning Indian FTR for what was supposed to be just five laps of Southern California’s 17-turn 2.68mi/4.31km Chuckwalla Raceway on the edge of the Mojave Desert, where on a bitterly cold but sunny February day I was invited to be the only non-Yank in a small group of journos invited to sample the bike. But I guess the flagman must have got distracted, since he forgot to wave me off until I’d done seven laps on the factory racer. Look, every little bit helps!

That came after 10 laps on a stock Indian FTR Sport, equipped with a flyscreen, a chin fairing, and a seat cowl, as well as 17-inch wheels front and rear rather than the 19/18-inch combo the FTR debuted with five years ago in 2019. This was the first time I’d ever ridden one of these dirt track-derived Indian V-twins on a tarmac racetrack, and besides providing ideal training wheels to learn Chuckwalla’s fast but featureless twists and turns, it also reminded me how much fun these Indians are to ride in something approaching anger, even if the lower-set pegs will readily drag in turns thanks to the good grip from the Dunlop tyres. But the sportier steering geometry provided by the smaller wheels helps provide added agility, helped by the high, wide handlebar, while the stock FTR’s relatively long 60in/1524mm wheelbase delivers good stability

“As a 20-year veteran of ProTwins competition, this is my kind of motorcycle”…

The footrests will touch down because the FTR’s riding position is relatively spacious as befits an all-statures streetbike, but switching swiftly to the RSD-built S&S-tuned factory race version of the same bike revealed that the already shorter Tyler O’Hara likes a super close-coupled riding position which was quite cramped for me in measuring 180cm/5’10” tall. Plus the super-flat Pro Taper handlebar stipulated by O’Hara for his bike meant I had to reach forward to grasp it, thus lowering my torso for a more aerodynamic stance which nevertheless felt pretty uncomfortable.

Ironically, the one thing I’d have liked to help me stay in place under acceleration would have been a bum pad at the rear of the long, flat, raised Saddlemen seat that could have stopped me having to hold on so tight to that low, flat handlebar under the pretty vivid acceleration delivered by the tuned 1203cc 60° V-twin motor.

For swapping the stock FTR Sport for the SH racer had meant going from a sporty streetlegal café racer hotrod to a full race Battle of the Twins bike which, despite its nominal 125bhp power ceiling, would surely give a good account of itself locked in battle with many more potent twin-cylinder racers. As a 20-year veteran of ProTwins competition, this is my kind of motorcycle. The blueprinted engine is otherwise stock, apart from race camshafts and a less restrictive airbox for better breathing.

But there’s a freer-flowing under-engine race exhaust concocted by RSD and S&S Cycle that’s seemingly devoid of any silencing properties other than those that deliver increased performance, resulting in a stirring cacophony of the sound of thunder, interspersed with relatively frequent pistol-cracking backfires on the overrun under braking into a turn. Some other Indian Super Hooligans were fitted with a much quieter Italian-made SC-Project pipe with a large titanium silencer, but not the test bike, which appears to be even skinnier and minimalist when you ride it without the bulk of a silencer.

Despite its tendency to run on into turns after you’ve closed the throttle, you soon come to terms with the backfiring, which is presumably caused by unburnt fuel in the combustion chamber on a motor too rich for ambient desert conditions. But on the other side of a given turn the motor’s huge eagerness to rev made it seem unlikely that the crank hasn’t been lightened compared to the stock FTR Sport I’d just been riding.

“Compared to its street-legal cousin, the Hooligan racer had a much more vivid pickup from a closed throttle”…

Which it hadn’t – but the free-breathing motor with a single injector per cylinder and twin 60mm Mikuni throttle-bodies makes the most of the extra hit of top end power seemingly delivered via the race cams to broaden the strongest part of the powerband, and the way Lloydz Garage has reflashed the stock Polaris ECU has surely also helped with this. It was all sufficient to propel Jeremy McWilliams on an identical bike through the Daytona speed trap at 166 mph/267km/h last year – some going for an unfaired 1203cc V-twin, and a strictly subversive turn of speed for a bike that was never conceived as being a road racer.

Yet that hasn’t been achieved at the cost of sacrificing the Indian motor’s wide spread of torque, which made it a forgiving ride as I completed my Chuckwalla learning cycle. It pulled well from as low as 3,000 revs before coming on strong at 7,000rpm in a punchy way which the standard FTR Sport hadn’t done nearly as emphatically, before hitting the soft-action rev-limiter at 9,500rpm.

Keeping it revving that high was easily done via the stock six-speed gearbox whose ratios suit the bike well – although the two-way IRC race-pattern powershifter was a disappointment, with a harsh change that needed refinement, plus the actual lever itself had a sort of kink in it which prevented me getting at the pedal, so I had to shift gear on the kink. Easily fixed if it were my bike, I’m sure. But compared to its street-legal cousin, the Hooligan racer had a much more vivid pickup from a closed throttle, sending the front wheel in the air exiting Chuckwalla’s slower turns in second gear – all accompanied by the raucous racket from that under-motor exhaust.

In compliance with SHNC rules, Indian has retained the stock FTR’s main frame and swingarm plates, but has fitted a 75mm shorter RSD-designed Trac Dynamics chrome-moly swingarm to reduce the wheelbase to 1450mm in pursuit of more agile handling. Coupled with the unchanged stock 25.7-degree head angle with a special set of triple-clamps delivering what bike-builder Roland Sands confirmed was 121mm of trail, that nimble yet stable steering was aided by the reduced rotational inertia and unsprung mass of the twin lightweight Dymag UP7X forged aluminium wheels which the Super Hooligan racer carries.

The rear wheel is a relatively narrow 5.50in item bearing a 180/60-17 Dunlop KR441 slick, so it’s not over-tyred at the rear, a common fault among those who think bigger is best, but don’t consider the reduced drag a fatter rear tyre brings in its wake, reducing top speed and also making it harder to shift the bike from side to side. That absolutely wasn’t a problem with the Indian Hooligan, which made nifty work of Chuckwalla’s tighter turns, thanks partly to the handlebar which even in fully legal form delivered a welcome degree of leverage in changing direction. It’s even sweeter-steering and sharper-handling than the FTR Sport streetbike.

Having moved weight rearwards via the shorter swingarm and the larger RSD aluminium fuel cell extending rearwards under the seat after Tyler O’Hara ran out of gas at Daytona in 2022, Indian had made every effort to increase front-end weight bias, from lengthening the cantilever Ohlins rear shock by 20mm to lifting the rider further up via the raised Saddlemen seat. This also provided extra clearance when cornering at extreme lean angles.

But even with fully adjustable Ohlins front suspension that’s supposedly sourced from the FTR R Carbon version of the model – though I’m sure the fork legs had heavily modified full-race internals – there was pronounced front-end chatter from the Indian racer at full lean in a couple of Chuckwalla’s faster turns. Unfortunately, with just seven laps allocated to me I couldn’t begin to try to resolve that, but for sure Messrs. O’Hara and McWilliams didn’t race the bike like that – though I’m sure they didn’t have to cope with the backfire, either. It would have been nice to have more time to spend getting the fuelling and suspension set up ideally on a bike that by winning seven of the eight 2023 Super Hooligan championship rounds was amply demonstrated to be the class paragon.

No complaints about the Indian’s braking, though, and there was much less weight transfer than on the stock FTR Sport under the super stopping power provided by the Brembo brake package, via twin 320mm steel discs with four-piston Stylema M4 Monoblock radial calipers, a Corsa Corta 17mm master cylinder and custom Spiegler metal brake lines. Braking hard for the tight second-gear hillside chicane while leaned over to the left saw the Indian hold a tight line leading into the crest-top entry, and it was forgiving, too, without insisting on sitting up and heading for Mexico if I miscalculated my entry speed when cranked over for a fast sweeper, and touched the front brake lever to lose a little momentum.

“The 300 owners of the streetlegal replicas of this racer have a treat in store”…

Weighing 429lb/196kg with oil/water, no fuel and bereft of street equipment, the Indian racer is about 90lb/40kg lighter than the FTR Sport, so there’s that much less to stop. But the way the Brembo package delivers such ferocious but usable stopping power is totally addictive – and effective. As indeed is the whole motorcycle. Indian has delivered a contradiction in terms – a well-behaved Hooligan of a motorcycle, that’s a thrilling real world ride. The 300 owners of the streetlegal replicas of this racer have a treat in store.

INDIAN FTR SUPER HOOLIGAN SPECIFICATIONS

Engine
Liquid-cooled 60º four-stroke liquid-cooled DOHC, four-valve per cylinder V-Twin, gear driven counterbalaner, 102 x 73.6mm bore x stroke, 12.5:1 compression, 1203cc (73ci), closed loop EFI with stock Polaris ECU reflashed by Lloydz Garage, single injector per cylinder, 2 x 60mm Mikuni throttle-bodies, six-speed gearbox with gear primary drive, wet multiplate slipper clutch.

Chassis
Tubular steel trellis frame with engine used as stressed member, fully adjustable 43mm Ohlins inverted forks, 120mm travel, Trac Dynamics chrome-moly steel swingarm with fully adjustable Ohlins TTX cantilever shock, 120mm travel, 1450mm wheelbase, 25.7º rake, 121mm trail, dual 320mm Brembo steel rotors, four-piston Brembo Stylema M4 calipers, Brembo Corsa Corta 17mm master-cylinder, Spiegler stainless-steel brake lines (f), single 254mm Brembo floating steel rear disc with two-piston Brembo caliper, Dymag UP7X forged alloy wheels (3.50 x 17in, 5.50 x 17in), Dunlop KR448/KR441 slick tyres.

Performance
Top Speed: 267km/h (McWilliams, Daytona 2023), Weight: 196kg oil/water no fuel, Power: 125hp@8250rpm, 120Nm@5900rpm.

The post Racer Test | MotoAmerica Indian FTR 1200 Super Hooligan appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....