The MOTUL FIM Superbike World Championship is one quarter down in 2025 and it’s been an incredible start to the season, with a title fight emerging between reigning Champion Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) and sophomore rider Nicolo Bulega (Aruba.it Racing – Ducati), but the field very close behind them and ready to take advantage of any mishaps that may befall the #1 and #11. With nine races done, three different winners already, plus eight riders standing on the rostrum, what have we learnt from the first three rounds of 2025?
BULEGA VS RAZGATLIOGLU SHAPING UP TO BE A TITLE FIGHT: little to separate the pair
Bulega claimed a hat-trick in Australia, and then Razgatlioglu responded with one of his own at Portimao to make it 3-3 heading to Assen. After the Dutch Round, it’s 4-4 – although perhaps not very reflective of their performances in Round 3. Bulega had the edge all weekend in terms of pace but two retirements on Sunday meant ‘El Turco’ was able to close the gap in the standings despite finishing off the podium in the long races; while Bulega won Race 1 and Razgatlioglu the Tissot Superpole Race. Portimao was close with three last-lap fights, showing both that Bulega has made a step and Razgatlioglu and BMW aren’t as clear at the front they were last year – so what will the rest of 2025 bring?
BAUTISTA CLOSER TO THE TOP: results perhaps not showing true performance
After a season of struggle in 2024, Alvaro Bautista (Aruba.it Racing – Ducati) looks closer to his best in 2025 – even if his points tally is almost 50 points down on 2024 after three rounds. In Tissot Superpole, the #19 was ninth, 11th and seventh in the first three rounds last year, compared to fourth, ninth and fifth this year, with his one-lap pace often holding him back in 2024. With the Spaniard closer to the front on the grid, he’s making his life easier and not having to pull off fight backs every weekend – now, it’s just a case of putting it together for a whole weekend. He’s got six podiums in nine races, but the three he’s not gotten rostrums in, he’s not scored at all thanks to various crashes. He’s stated himself that he’s not quite with Bulega and Razgatlioglu, but he’s on the right path.
LOCATELLI REVELS AS YAMAHA LEADER: race winner at last, only rider to score in all nine races
Andrea Locatelli (Pata Maxus Yamaha) may have waited 154 races before tasting glory in WorldSBK, but his path to that point – particularly in the last two years – has been evident to all. Since Razgatlioglu’s departure and Jonathan Rea’s arrival, the #55 has often been the lead Yamaha rider and it’s a role he appears to be revelling in. He’s the only rider to have scored points in all nine races this season and his worst result is a pair of P7s in Australia. In fact, since Portimao, he’s been in the top five in all races, which culminated in victory at Assen. Of course, it seems to be improvements across the board at Yamaha, which leaves one question unanswered: how will Rea fare on his return? It wouldn’t be a surprise if it took him a while to get back ‘bike fit’, but the Yamaha package looks good especially after the introduction of the superconcession chassis.
BIMOTA’S CONSISTENCY: a strong but unspectacular return
Bimota’s return has been marked by consistency so far in 2025 as they continue refining the KB998 Rimini machine. Axel Bassani (bimota by Kawasaki Racing Team) has the team’s best result so far with P5, in Race 2 at Assen, with him and teammate Alex Lowes often in the top eight – with the exception of Portimao, when Lowes lost his best Tissot Superpole time and had to start from the back in all three races. The wet Race 1 at Assen, the first time the bike was raced in the rain, also proved challenging but there’s been plenty of upsides for Bimota upon their return; not least, Bassani’s P4 on the timesheets in Superpole at Assen and their consistency with both riders. Expect more improvements as the season progresses.
INDEPENDENT RIDERS IN THE MIX: incredibly tight midfield
A plethora of Independent riders have shown their prowess in the first three rounds, with three riders – Sam Lowes (ELF Marc VDS Racing Team), Andrea Iannone (Team Pata GoEleven) and Danilo Petrucci (Barni Spark Racing Team) – claiming podiums (it’s worth noting that GYTR GRT Yamaha WorldSBK Team are a ‘referent’ team so Remy Gardner’s podium doesn’t count for Independent riders), while the #14 also took pole at Assen. Rookies have been strong up and down the field, with Bahattin Sofuoglu (Yamaha Motoxracing WorldSBK Team) able to score points in four of his nine races so far, and Yari Montella (Barni Spark Racing Team) scoring in five races so far. Tarran Mackenzie (PETRONAS MIE Racing Honda) had his best WorldSBK weekend at Assen as he finished P9 in the Tissot Superpole Race but was also able to score points in the two long races as he edges closer to a consistent run of points.
HONDA AND KAWASAKI: contrasting starts for the two brands
Honda have seemingly started 2025 how they ended 2024, which will give the Japanese manufacturer hope that they can end the year even stronger. Despite a tricky Australia, Honda have had representation in the top ten in every race since the season-opener, with a best of P5 in Race 1 at the TT Circuit Assen courtesy of Xavi Vierge (Honda HRC). At Kawasaki, Garrett Gerloff (Kawasaki WorldSBK Team) showed good pace in testing but that’s yet to convert into results for the #31 with 14 points from nine races. The good news for the Texan is his race times have not been far away from Alex Lowes’ 2024 efforts when races are comparable, so perhaps regular points and top tens aren’t far away for Gerloff and Kawasaki.
After the first three rounds of the 2025 MOTUL FIM Superbike World Championship season, the top three riders in the all-time winners’ list are now comprised of the ‘Titanic Trio’. Jonathan Rea (Pata Maxus Yamaha) leads the way on 119 victories while Alvaro Bautista (Aruba.it Racing – Ducati) and Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) are close behind for second, with 63 and 61 wins respectively. Now with the top-three wins in WorldSBK and a combined 243 victories between them, let’s take a look at their history-making World Superbike careers.
TASTING VICTORY: the first wins for the Titanic Trio
The first place to look at the trio is their first wins and how long it took them until they stood on the top step of the rostrum, with Bautista claiming his first win in his debut race, at Phillip Island in 2019 as he dominated the first part of the season. Rea’s first win came at Misano in 2009 when he won Race 2 by just 0.063s ahead of Ducati’s Michel Fabrizio, while Razgatlioglu claimed his first win in the same year as Bautista – winning from 16th on the grid in Race 1 at Magny-Cours.
First win stats:
Bautista: Phillip Island 2019, Race 1 – 1st race in WorldSBK
Rea: Misano 2009, Race 2 – 18th race in WorldSBK
Razgatlioglu: Magny-Cours 2019, Race 1 – 53rd race in WorldSBK
THE NEXT MILESTONE: reaching 10 wins
As Bautista did with his first win, he racked up his tenth win after just ten races with victory in Race 1 at Assen in 2019 after winning the first 11 races of the 2019 campaign. Rea’s tenth win came on home soil as he won for Honda at Donington Park in 2012, fending off Max Biaggi by around half-a-second. Razgatlioglu also had to wait a while for his tenth victory, coming in the Tissot Superpole Race at the Autodrom Most in 2021.
Tenth win stats:
Bautista: Assen 2019, Race 1 – 10th race in WorldSBK
Rea: Donington Park 2012, Race 2 – 80th race in WorldSBK
Razgatlioglu: Most 2021, Superpole Race – 100th race in WorldSBK
HALF-A-CENTURY UP: all three reach 50 wins
The first of the trio to reach 50 victories was Rea, when he claimed a win in Race 1 at Magny-Cours in 2017, the scene of so many of his successes including titles. Bautista’s 50th came at the Autodrom Most in 2023, with the Spanish star making up for lost time after two win-less seasons with Honda, while Razgatlioglu’s came in the midst of a record-breaking run of 13 consecutive wins following his shock switch from Yamaha to BMW.
50th win stats:
Rea: Magny-Cours Race 1, 2017 – 213th race in WorldSBK
Bautista: Most Race 2, 2023 – 157th race in WorldSBK
Razgatlioglu: Most Superpole Race, 2024 – 209th race in WorldSBK
A CENTURY OF WINS: only one rider…
Out of the ‘Titanic Trio’, and every rider in WorldSBK history, only one has racked up 100 wins: Rea. After so much success with Kawasaki following his move in 2015, the #65 claimed six titles in green between 2015 and 2020 but the wins started to dry up in 2021, 2022 and 2023 with the emergence of Razgatlioglu and Bautista as regular winners, though the Ulsterman was pretty much always in contention. However, Rea’s century came at Aragon in 2021 in Race 1 as he started that campaign off with victory, becoming the first – and so far, only – rider to have 100 wins, achieving it in his 305th race.
THE LEGENDS THEY OVERTOOK: Fogarty, Bayliss, Haga…
As the trio continue to add wins to their name, they started surpassing WorldSBK legends. Two-time Champion James Toseland recorded 16 wins in his career, while Doug Polen had 27. Other double Champions include Fred Merkel (8 wins), Colin Edwards (31 wins), Troy Corser (33 wins) and Max Biaggi (21 wins). Troy Bayliss took 52 wins as he won three titles, while Carl Fogarty was, for so long, the benchmark with 59 wins – Razgatlioglu became the third member of the ‘Titanic Trio’ to pass his tally in Race 2 at Portimao in 2025. Noriyuki Haga didn’t secure any titles in his career, but 43 victories meant he was a rider to beat, too.
TITANIC TRIO STATS: most wins, starts, podiums…
Races: Rea – 444, most in WorldSBK; Razgatlioglu – 231, 11th most; Bautista – 213; 18th most
Wins: Rea – 199, most in WorldSBK; Bautista – 63, second most; Razgatlioglu – 61, third most
Podiums: Rea – 264, most in WorldSBK; Razgatlioglu – 147, second most; Bautista – 113, sixth most
Poles: Rea – 44, second most in WorldSBK; Razgatlioglu – 19, sixth most; Bautista – 10, 11th most
Fastest laps: Rea – 104, most in WorldSBK; Bautista – 57, third most; Razgatlioglu – 49, fourth most
Titles: Rea – 6, most in WorldSBK; Razgatlioglu, Bautista – 2 each, only Rea, Fogarty and Bayliss have more
Longest win streaks: Razgatlioglu – 13, longest in WorldSBK history; Rea, Bautista – 11, second longest in WorldSBK history
2025 Harley-Davidson Low Rider S (Photo by Brian J. Nelson and Kevin Wing)
Harley-Davidson has made significant updates to its Softail cruiser lineup, even though they look almost identical to the previous versions. They’ve got more power, more tech, and fresh colorways. The six Softails in the current lineup are the Heritage Classic, Street Bob, Fat Boy, Breakout, Low Rider S, and Low Rider ST. They’re powered by three variants of updated 117ci Milwaukee-Eight V-Twins: Classic, Custom, and High Output.
We took them for spins around Austin, Texas, diving into the myriad changes to find out which Softail we like most. Each model has its purpose and its own character, but a couple stood out from the rest.
2025 Harley-Davidson Low Rider ST (Photos by Brian J. Nelson and Kevin Wing)
Harley-Davidson has made significant updates to its Softail cruiser lineup, even though they look almost identical to the previous versions. They’ve got more power, more tech, and fresh colorways. We took them for spins around Austin, Texas, diving into the myriad changes to find out which Softail we like most.
There are now six Softails – the Fat Bob was pruned from the lineup – and what remains are the Heritage Classic, Street Bob, Fat Boy, Breakout, Low Rider S, and Low Rider ST. They’re powered by three variants of updated 117ci Milwaukee-Eight V-Twins: Classic, Custom, and High Output.
Softail prices range from $17,199 to $24,199. Seen in this lineup are (left to right) the Low Rider ST, Fat Boy, Low Rider S, Street Bob, Breakout, and Heritage Classic.
Cylinder heads borrowed from the recent 117/121 CVO and Grand American Touring bikes are the main reason for the increase in power across the Softail line. Designed for improved performance and efficiency, they also use the updated oil-routing passages for the oil-cooled heads, which is purported to reduce heat during low-speed operation.
Also new is a contoured aluminum intake manifold that creates a smoother transition from the round throttle body to the oval intake ports. Exhaust systems were redesigned to minimize high frequencies so that the bass volume from a pair of 961.5cc cylinders could be emphasized.
All Softails are now fitted with a 6-axis Inertial Measurement Unit that tracks lean angles, g-forces, and speeds to enable cornering ABS and lean-sensitive traction control. The Softails also now include selectable ride modes that affect throttle response, power delivery, and the parameters for cornering ABS and traction control.
To test the efficacy of the Softails’ new IMU-based traction control, Harley sent us out on an outrigger-equipped Street Bob to ride through a gravel-laced corner on a test course. It was interesting to feel the early TC intervention in Rain mode, then feel it loosen up in Road and Sport modes.
Also new to the standard-equipment list across all Softails are cruise control, tire-pressure monitoring, and USB-C charging points. New gauges feature analog speedometers above multifunction LCD panels that display ride modes and other information. New switchgear on the handlebars offers higher-quality tactile responses, and the front brake lever is now adjustable for reach.
Suspension has straight-rate springs replacing progressive coils for “a better balance between the springs and damping,” says H-D, adding that the straight-rate fork springs provide more predictable performance and feel.
Getting the opportunity to ride six bikes over two days was an unusual situation, allowing us to hone in on which Softail is our favorite. We’ll save the best for the last.
2025 Harley-Davidson Fat Boy
All Softail lighting is now LED, including the turnsignal lamps that formerly were incandescent.
The combination of wide tires on disc-style wheels gives the Fat Boy (starting at $22,599) a commanding presence, and its appearance in 1991’s Terminator 2: Judgement Day earned it a place in pop-culture history. The Fat Boy and its steamroller stance remains one of Harley’s most iconic models, but it’s my least favorite Softail.
The Fat Boy is powered by the Custom variant of the new 117 M-8s, which boasts 11% more horsepower and 6% more torque than the 114ci powerplant in the previous Fat Boy. Harley says it cranks out 104 hp and 126 lb-ft.
2025 Harley-Davidson Fatboy in Blue Burst
You can identify the Custom engine by its Touring-style airbox (claimed to offer 50% more volume than the Ventilator used on the previous Fat Boy) and 2-into-2 exhaust – the only Softail motor not fitted with a 2-into-1.
This Boy hits the road with 6.3 inches of rubber up front and 9.4 at the rear: 160/60-18, 240/40-18 Michelin Scorcher radials. Lakester cast-aluminum wheels feature a machined inner section that mimics the solid discs of the original Fat Boy. The wide theme continues with the “beer can” covers over the 49mm Showa fork held by aluminum triple clamps.
To me, fat tires are like platform shoes – what is gained by a badass appearance is lost from its dynamic performance. Wider tires make any motorcycle feel less agile and heavier, simple as that. And with 25.6 degrees of lean angle before its footboards scuff the road, it digs in sooner than all the other Softails.
2025 Harley-Davidson Breakout
2025 Harley-Davidson Breakout
The Breakout (starting at $23,099) is essentially a Fat Boy with a skinnier front end. The 240mm rear tire remains, but up front is a narrower and taller 130/60-21 Scorcher to give it a raked-out chopper stance. The lighter wheels and tires help trim 13 lb from the Fat Boy’s 694-lb curb weight. It shares the Custom engine with its Boy brother, which feels and sounds burly and has smooth but reactive throttle responses.
2025 Harley-Davidson Breakout in Brilliant Red
While the Fat Boy uses a console-mounted 5-inch gauge, the Breakout has a 4-inch display mounted to its handlebar. The forward-canted position of the handgrips makes a rider feel engaged, and the forward-mount footpegs are able to accommodate longer legs.
2025 Harley-Davidson Breakout
The Breakout’s narrower front tire sends clearer messages through the bars than the duller feedback from the Fat Boy’s chunky rubber, and it steers more neutrally too. Still, the 240mm rear tire isn’t ideal for unwinding twisty roads, and a rider can feel the bike want to run wide when accelerating out of corners.
The Breakout’s meaty 240mm rear tire adds style but affects handling.
Brakes are shared with the Fat Boy, a 4-piston front caliper paired with a 300mm disc and a 2-piston rear caliper with a 292mm disc. They’re plenty adequate, but they pale in comparison to the dual-disc front end on the Low Riders.
2025 Harley-Davidson Street Bob
Wire-spoke wheels add timeless appeal to the Street Bob, now in a tubeless design.
For a bar-hopping scoot, the Street Bob (starting at $17,199) could be the best Softail of them all. Its narrower and lighter wheels/tires offer better suspension compliance than its fat-tired brethren, helping the 646-lb Bob feel 100 lb lighter than the Boy, even if the difference is only 48 lb.
2025 Harley-Davidson Street Bob in Centerline
The Street Bob shares the Classic engine tuning with the Heritage Classic, which can be identified by their round air cleaners. Rated at 98 hp and 120 lb-ft, the Classic variant is the least powerful 117 of the group, but it offers 4% more hp and 1% more torque than the Bob’s previous 114ci M-8, which was anything but sluggish.
2025 Harley-Davidson Street Bob
As the most stripped-down Softail, the Street Bob has elemental beauty and a raw bobber attitude, with chopped fenders and the smallest fuel tank in the lineup: 3.5 gallons compared to the 5-gallon tanks on the other Softails. It’s also the least expensive of the bunch.
The Street Bob has the Classic variant of the Milwaukee-Eight 117.
Straddling the low 26.8-inch seat (H-D prefers stating seat heights with riders aboard, i.e. “laden,” which is listed at 25.8 inches), a rider’s hands have a long reach up to the handlebar. The mini-apes made it difficult for me to keep my hands on the grips when the steering sweep was at full lock, and the tall handlebar adds leverage that a rider can feel flexing in its rubber mounts when shoving the grips at a standstill or when hard on the brakes.
Agility is the greatest asset of the Street Bob, feeling nearly as nimble as the old Sportsters (R.I.P.) but with a massive dose of extra power. And with 28.5 degrees of available lean angle, it’s behind only the Low Riders for maximum tilt when leaned over in corners.
2025 Harley-Davidson Street Bob
The Street Bob’s most contentious aspect is its mid-mount footpegs. They are positioned fine for my body size, but long-legged riders complain they feel cramped. Adding a set of forward controls might be a simple solution for tall riders.
For some, the mid pegs and the small fuel tank might be dealbreakers. For an American-made bar-hopper, it doesn’t get better than this.
2025 Harley-Davidson Low Rider S
2025 Harley-Davidson Low Rider S
If you’ve got a sportbiker attitude, the Low Rider S (starting at $20,499) is the best Softail for you. It’s spritely and engaging, ready to romp at a moment’s notice with its performance-oriented components and the most powerful Softail motor.
2025 Harley-Davidson Low Rider S in Brilliant Red
The Low Riders are fitted with the High Output version of the 117s, with 11% more horses than last year’s 117. Key to the newfound grunt are the cams used in the CVO Road Glide ST that shift the powerband higher. Torque hits hardest all the way up at 4,000 rpm with 128 lb-ft, while power peaks at 5,000 rpm with 114 hp.
Braking power from the Low Riders is in a different league than the single front discs on other Softails.
Low Rider ergonomics put riders in a sporty crouch, with forward-mount handlebars and mid-mount footpegs. The 4-inch gauge sitting front and center is minimalistic but functional.
As befitting a West Coast-style performance cruiser, the Low Riders have the best front ends of the bunch. A 43mm inverted fork offers well-damped suspension action, and dual 4-piston calipers bite firmly on 300mm discs. A longer rear shock yields an extra inch of rear-wheel travel, a relatively generous 4.4 inches, along with 5.1 inches up front.
The Heavy Breather intake is found only on the Low Riders.
A curvy road without traffic is the Low Riders’ preferred playground, able to be leaned over 31.3 degrees before scuffing footpegs. The High Output motor doesn’t feel deficient at lower revs, but it really comes alive when ridden at the other end of the tachometer. Happily, H-D extended the Low Riders’ rev limit from 5,600 rpm to 5,900 rpm, providing a few extra furious revs to play with.
2025 Harley-Davidson Low Rider S
The Low Rider S is the sportiest Softail, but it’s not my favorite.
2025 Harley-Davidson Heritage Classic
This Softail (starting at $22,999) is perfectly named, as it provides classic styling that leans on H-D’s heritage with similar bikes that stretch back to the 1950s. Nostalgia is the play here. What surprised me was how well this retro machine performs in contemporary terms.
The Heritage Classic is fitted with cast-aluminum wheels as standard equipment, while the tubeless laced wheels on our test bikes are optional.
Brad Richards, H-D’s VP of design, told us that customers now want bolder colors and designs, adding that chrome finishes are making a comeback. On the Heritage, a mix of black and chrome finishes is used throughout, and new colorways are slightly more daring.
Like the Fat Boy, the Heritage uses a 5-inch instrument panel mounted on the tank console. Riders enjoy a cushy seat with the largest pillion perch in this lineup, and hands have a natural reach to the grips. Footboards offer a variety of leg positions to alleviate cramping.
2025 Harley-Davidson Heritage Classic in White Onyx Pearl
The Classic tuning of its M-8 has the lope-for-days cadence that makes a rider feel like going farther than whatever destination is on your itinerary. Like all M-8s, the gearbox is a bit clunky but has positive engagement, feeling more appropriate on the Heritage than the Low Riders.
The Heritage Classic is the most lovable Harley. Change my mind…
The quick-release windshield provides excellent protection and allows riders to cruise with helmet faceshields open, and the new 2-into-1 exhaust enables symmetrical saddlebags that marginally increase storage capacity.
The Heritage Classic and the Fat Boy both the Heritage have a 5-inch instrument panel on the tank console.
For its versatility and easy-going nature, the Heritage Classic nearly nabbed my top spot in Softails, but the next bike speaks to me most directly.
2025 Harley-Davidson Low Rider ST
2025 Harley-Davidson Low Rider ST
I’m a fan of H-D’s baggers, and I appreciate how the Pan America has expanded the definition of the MoCo, but the Low Rider ST (starting at $24,199) might be my favorite current Harley. It combines a hot-rodded air-cooled V-Twin with performance-oriented brakes and suspension, topping it off with a reasonable amount of wind protection and the road-trip ability of locking saddlebags.
2025 Harley-Davidson Low Rider ST in Blue Burst
The stylish Low Rider ST tips confidently into corners.
Pretty much everything said about the Low Rider S applies to the LRST. The differences are only the addition of that cool FXRT-inspired fairing and color-matched hardshell saddlebags. The new 2-into-1 exhaust allows the right saddlebag to be symmetrical with the left and increase storage volume.
The sculpted shape of the Low Rider ST’s saddlebags follows the line of the rear fender.
The West Coast club-style appearance isn’t for everyone, but the versatility provided by the fairing and bags – along with the natural beauty of an air-cooled engine – hits a sweet spot in my heart. Harley describes the LRST as “a weekend escape machine,” a PR claim I can’t refute.
There are two downsides to choosing the Low Rider ST over the S version: Weight is bumped from 670 lb to 712 lb, and MSRPs jump by $3,700.
The updated Softails break no new ground, but they do advance the cruiser ball forward by incorporating the latest technology along with a welcome boost of power. The formula of an air-cooled motor in a low-slung chassis has enduring appeal.
The Softail lineup ranges from classic to kinda modern, all powered by new 117ci Milwaukee-Eights. From left to right: the Low Rider ST, Street Bob, Low Rider S, Breakout, Heritage Classic, and Fat Boy.
Spanish rider Daniel Mogeda (Pons Motosport Italika Racing) is back in the FIM Supersport 300 World Championship mix after his 2025 debut at Assen. He took home from Assen a P7 in Race 1, and later his first podium of the season from his Race 2 P3 finish. Assen has been good to Mogeda in the past, last season’s trip to the Netherlands brought with it a Dutch double, winning both races on the weekend.
The Catalan rider has experience beyond his years, despite being only 19 years old, this is Mogeda’s sixth season in WorldSSP300, although two of those were part-time campaigns in 2020 and 2021. He is coming off of one of his most successful campaigns of his career, earning an 11th place finish in the Riders’ Championship, spearheaded by his pair of wins at Assen last year. While lightning didn’t quite strike twice at Assen for the #88, in 2025 Mogeda brought the thunder and earned his first podium of the season. Despite starting back in P13, and hovering around P10 for most of the race, a rabid last lap dive launched him up the timesheet from P9 to P3.
On his Race 2 Assen exploits, Mogeda was happy, but already looking ahead for more: “It was a crazy race, like how they normally are in WorldSSP300, but it was good because I could finally put the bike into the last corner and finish in P3. I’m happy and I want to say thank you to my team because they have given me the opportunity to get here and hopefully stay here, to me this is the most important thing. Looking forward to next round in Most, it has been a good circuit for me in the past, so why not another podium there?”
Mogeda and the rest of the WorldSSP300 grid return May 16th-May 18th for the Motul Czech Round, but be sure to tune in for the upcoming Acerbis Italian Round on May 2nd to May 4th via the WorldSBK VideoPass!
FIM World Women’s Circuit Racing World Championship rookie Chloe Jones (GR Motorsport) distinguished herself in the 2025 season’s opening round. She exceeded already-lofty expectations placed on her based on her time in the British Junior Supersport championship; where in her last season in 2023, she earned a podium and was the top-performing female rider in the competition. At Assen, she earned a pair of top 10 finishes, landing P6 in Race 1 and P7 in Race 2. Jones however is not complacent with these results and wants to continue to take steps to put herself into the Championship conversation
“P4 wasn’t the race I wanted but I have to be happy with it and get ready for Cremona” – Jones hungry for the podium fight
After making a single-round appearance in the inaugural season of WorldWCR last year at Jerez – in which she impressed fans by netting a pair of P6 placements – Jones has hit the ground running in 2025 and looks eager to continue to showcase her talent. While P6 ad P7 are strong results, especially for a rookie, the rider from Northampton, UK, 22-year-old wants to compete farther towards the front.
Reviewing her weekend, she said: “It was a really good weekend to be honest, we’ve come in with a bit of an expectation and really just had a good time and enjoyed it and that’s the main thing. Finishing 0.5s off from P4 wasn’t the race I wanted but I have to be happy with it and get ready for Cremona in a few weeks’ time. Obviously, it’s their second year, and it’s my first year, I still have a lot to learn with the R7, but every step, every corner, every lap, I’m learning something new and I’m getting ready to take on Cremona in a few weeks’ time.”
“I’m learning quite a lot and I’m taking it forward for the rest of the season” – Jones on the different aspects of her progress
Her one-event appearance in 2024 took place at Jerez, giving her important time and familiarity with the competition’s bike, the Yamaha R7. Jones credits that experience in part to help her compete with the host of other riders who now are entering their second season. Cremona hosted WorldWCR’s pair of test days earlier in April, meaning the entire grid will likely be even further dialled in than the level we saw at Assen.
Explaining how the Jerez weekend helped, Jones said: “I already did Jerez on the R7, and we have a practice bike now that we’re training and getting ready on for the season. It’s a completely different bike to what I’ve been riding so its there’s still a lot that I can learn on the bike. Every lap and every corner I’m learning something new. Riding the bike, handling it, just different ways if riding it; I’m learning quite a lot and I’m taking it forward for the rest of the season. I’m going to try to keep moving up the order, I like Cremona and I’ve had some laps there so I’m going to give it a good go and see where I end up!”
Don’t miss the second WorldWCR Championship round, set to play out at the Cremona Circuit in Italy over the weekend of 2-4 May and follow the Championship on X (formerly Twitter), Instagram and Facebook, and watch every race FREE on YouTube!
Thanks to an initiative promoted by the TT Circuit Assen, women and girls in the local area were invited to register for the opportunity to go behind the scenes at the opening round of the FIM Women’s Circuit Racing World Championship. Aged between 11 and 37, a group of twelve received an exclusive ‘backstage pass’, visiting Assen on the first day of WorldWCR action to see exactly what this ground-breaking women-only Championship is all about.
Arriving at the Dutch circuit bright and early on Friday 11 April, the women enjoyed a guided tour of the WorldWCR Village, watching on as teams worked to ready the riders’ Yamaha R7 bikes for the day’s track action. The group was thrilled to be able to meet with 2024 Championship runner-up Maria Herrera (Klint Forward Racing Team) and American rider Mallory Dobbs (Diva Racing). Two of the visitors even had the chance to interview Maria and Mallory and seized the opportunity to delve into the riders’ motivations, their training methods, riding style, and even what they eat before a race. An additional one-to-one saw Northern Talent Cup rider Anina Urlass interview fellow German and WorldWCR entry Lucy Michel.
The women then enjoyed a front-row seat as the track action got underway, watching Free Practice from the unique vantage point of the podium, right above pit lane! Now in its second season, the WorldWCR series provides a high-profile platform for women. Challenging existing norms and stereotypes, it aims to engage and inspire fans and future generations of female racers. Role models to so many, the WorldWCR riders recognise and value the impact they can have, particularly on younger enthusiasts, at a time when female interest in motorsport is at an all-time high.
The visiting women, many of whom are riders themselves, are driven by a similar energy and spirit, and jumped at the chance to spend time with like-minded women who are passionate about their sport. Young Daylin was particularly excited to meet with these trailblazing riders who clearly embody her own personal motto, “in a field of roses, be a wildflower”. Just 13 years of age, Daylin already competes and considers motorcycling a way of life, travelling to tracks most weekends with her family. Equally keen to pick up tips from the WorldWCR field were experienced riders Bo and Cindy and racer Mariska, who combine their passion for riding with careers in fields as diverse as healthcare and HR. The group also included Pleun, who has her own female-focused motorcycle business specializing in apparel and accessories for women riders. At the other end of the scale, nursing student Nikita does not ride a motorcycle but is nonetheless an avid fan, watching all the racing she can when not studying.
Connected by a shared passion for all that motorcycling represents, the twelve women gained real insight and inspiration during their time at the track, and their enthusiasm clearly proved infectious, spurring Spanish rider Maria Herrera on to a nail-biting Race 1 win at the Assen WorldWCR round!
Don’t miss the second WorldWCR Championship round, set to play out at the Cremona Circuit in Italy over the weekend of 2-4 May and follow the Championship on X (formerly Twitter), Instagram and Facebook, and watch every race FREE on YouTube!
Got rain? Cortech Apex RR Waterproof boots kept my feet dry, and Pirelli WSBK rain tires provided good grip. (Action photos by Kingdom Creative)
In March, I flew to Portugal for the global launch of the 2025 Triumph Speed Triple 1200 RS. My first press launch for Rider back in 2008 was for the Speed Triple 1050, and I’ve always been a fan of the bike, so I was eager to ride the latest version. What I was less excited about was the rain in the forecast for our two days of testing – one on the street, one on the track. So I packed my Cortech Apex RR Waterproof motorcycle boots, and I’m glad I did.
All black except for a white Cortech logo on the TPU (thermoplastic polyurethane) shin guard, the Apex RR boots have a sporty style. They have replaceable TPU toe sliders, a TPU shifter guard, and outer TPR (thermoplastic rubber) ankle protectors. Additional protection comes in the form of thermoplastic molded heel cups and toe caps, dual-density molded and contoured ankle protectors, and a “uni-directional anti-twist molded nylon midsole.” In other words, these boots have a lot of high-tech materials and features designed to protect your feet, ankles, and shins from impacts, twisting forces, and other crash-related gyrations.
The outer material is Italian microfiber, which brings to mind an ultrasoft cloth used for buffing an expensive Ducati but is actually a type of synthetic leather. Accordion panels at the front and back of the boot allow the foot to flex during shifting, braking, and walking. Inside, there’s a waterproof, breathable Hipora three-layer membrane and a polyester mesh comfort lining.
The non-slip rubber sole flexes enough for comfortable walking and good feel on the pegs but is stiff enough to provide a solid foundation. The removeable, replaceable insole is well-cushioned and provides both arch and ankle support.
On the inside of the boots are large hook-and-loop closure panels and zippers that go all the way down to the sole, making it easy to open the boots, slide your feet in, and close them up again. Large zipper pulls covered with loop material keeps them securely stashed behind the closure panel.
The Cortech Apex RRs were immediately comfortable, and they have worked well on a variety of motorcycles, including a Honda Gold Wing luxury-tourer, a Honda Rebel 1100 cruiser, and the Triumph Speed Triple 1200 RS sportbike. As predicted, we got two solid days of rain in Portugal at the Triumph launch, and the Cortechs kept my feet dry while providing good comfort and control on the bike.
My only complaint has to do with the tag that’s just inside the top edge of each boot. When my leather suit was tucked into the boots, moving around would cause the tag to stick up out of the boot like one of those pesky tags inside the collar of a T-shirt that always wants to hang out rather than stay put.
The Cortech Apex RR Waterproof motorcycle boots are available in men’s (whole sizes 7-14, 8.5, and 12.5) and women’s sizes (6.5, 7, 8, 8.5, 9, and 10) for $149.99. These are very good boots that won’t break the bank.
You talkin’ to me? A freshly filled evaporative cooling vest not only makes you look jacked, it also keeps you cool for hours on end. Read on for more tips on battling the heat in this Motor School installment. (Photos by Kevin Wing)
Correct me if I’m wrong, but when we were kids, the heat of the day didn’t matter much. Sure, we knew it was hot, but it changed nothing. Weekend motorcycle races, training runs, two-a-day school sports – we performed and recovered without issue, all in the cozy comfort of 100-degree temperatures. No, I didn’t experience humidity like those of you in the South, but I did grow up in the San Fernando Valley of Southern California, where the record high temperature is 121 degrees, so I’ve got that going for me.
But somewhere along my thrill ride to the danger zone, I took a strange turn and ended up in Leisure Town, where the pace is a bit slower, the roads a bit smoother, and the weather far more agreeable. While I’m still runnin’ down the road trying to loosen my load, these days I’ve got tacos and beer on my mind. And that translates into me tactfully backing out of most riding excursions when temperatures begin hinting at triple digits.
Ultramarathon athlete Suzanne Craven knows more than most about performing in triple-digit temperatures. Don’t try this at home!
Listen, the sobering truth is that I just can’t push through the heat like I used to. Sure, I still look 17 when I catch random (helmeted) reflections of myself, but that’s essentially where the similarities end. To be honest, I’ve been a bit gloomy about my future self’s potential performance output. Luckily for me, I had a chance to catch up with my friend Suzanne Craven, who really got me rethinking what’s possible.
A long-time childhood friend of my big sister Arianne, Suzanne is someone I’ve known and looked up to since I was 9 years old. A strong, athletic 6-footer, Suzanne has always taken the bull by the horns and gone after what she wants in life. And so, while extremely impressed, I was not surprised to discover that Suzanne has been competing in ultramarathons over the last 11 years. If you are not familiar with ultras, they are trail races that range from “short” distances that are a bit longer than a standard 26.2-mile marathon to grueling endeavors that extend to 100 miles or longer. Suzanne has completed roughly 40 ultras, including a few 100Ks (62.5 miles), nine (!) 100-milers, and even a 200-miler. I’m going to pause right here so you can wrap your head around all that.
While catching up with Suzanne, I asked about her competition process for events that see big temperature spikes. No, I most definitely will not be pounding relentless miles on the running trail like Suzanne does with great regularity, but maybe I can implement a few of her suggestions the next time I feel super dangerous and plan a summer solo ride to visit my CHP buddies for a cone-pattern duel at their EVOC center in blisteringly-hot Bakersfield.
A performance baselayer is a game changer when it comes to mitigating extreme temperatures on the ride. Don’t leave home without one.
First off, high temps mean sweating, and sweating means the possibility of dehydration and cramping, so Suzanne uses electrolyte mixes. She starts hydrating with them a day or two prior to her ultramarathons and makes a point to carry extra packs on the trail. In extreme cases (read: very hot), she will carry and ingest a salt tablet. She’s old school like that.
What does Suzanne’s battle plan have to do with you? Plenty. Wearing layers of protective gear while sitting atop a hot engine when riding in 100-degree heat means you’ll be losing water and electrolytes like crazy. Heed Suzanne’s pro tip and start hydrating before you hit the road, and continue to drink lots of fluids during your ride, not just at stops.
When the subject of clothing came up, Suzanne explained that she is particular about using heat-mitigation clothing that limits seams or bulky hardware, because that’s where chafing rears its ugly head as the miles grind out. This is where U.S.-based VnM Sport joins the party. Owned and operated by Aliki Karayan, VnM Sport manufactures elite UV-protective baselayers for world-class athletes (and us too) that not only protect your skin from the sun but cool it as well, by generating “air conditioning” when you move around.
Did it suddenly get cold in here? Add ice and water to an evaporative cooling vest and then put it on. It’ll feel like Christmastime in August!
While we won’t be going on a field trip to learn about all the science, I can tell you the technology works insanely well on the bike. Another strangely magical characteristic of this baselayer is its ability to dry off 8 times faster than cotton, so I never get “swampy” in it while I’m riding. And if that weren’t enough, it’s constructed in such a way to reduce muscle soreness by employing strategically targeted compression, resulting in less fatigue as I push on to Taco Town. One of the best things about VnM Sport baselayers is that you won’t get irritated with all the seams because they have a seamless silicone gripper on the waistband to eliminate chafing, bunching, or riding up.
Now the last piece of the puzzle is a cooling vest. There are two distinct types we want to have, depending on the riding environment we’re in and the safety equipment we use. If you are road or track riding and wear a heavy jacket or suit and airbag vest over your baselayers, you will want to look for one that circulates cold water inside your riding gear (you fill a built-in pouch with ice water), rather than using an evaporative vest that requires airflow to provide cooling. That way you will remain cool and dry, regardless of all the gear you have on. You’ll need to periodically refresh the ice inside the pouch so the vest maintains its cooling properties.
On the other hand, if you wear a mesh or well-ventilated jacket (especially off-road), an evaporative-style vest is the way to go. This type turns you into a human swamp cooler, whereby water evaporating from the pre-soaked vest creates a cooling effect. These are typically lighter, far less complicated, and work wherever you might find yourself. Trust me, when the heat amplifier hits 11 and the vest starts to “sweat” and do its thing, you will look to the sky and proclaim “Hallelujah!” I’ve had quite a few evaporative vests, and they all do the job just fine, but if you can, look for one that has ventilation ports built in, as these tend to have increased evaporative properties.
Final thoughts from Suzanne: Keep in mind that the greater the humidity, the slower your body will evaporate sweat, limiting the cooling process, so artificial cooling tools become more crucial. This is where shade, air conditioning, and rest can support you. Most critically, pay attention to danger signs like cramps, nausea, dizziness, headache, mild confusion, and weakness. Life is a marathon not a sprint, so don’t be ashamed to take more frequent breaks.
For more information on Total Control Training and available clinics, go to the Total Control website. Quinn wears Lee Parks Design gloves exclusively. Find Quinn at Police Motor Training.
2025 Indian Pursuit Elite (left) an Challenger Elite (right)
Designed for those desiring a premium experience, the 2025 Indian Challenger Elite and Pursuit Elite are exclusive limited-edition models loaded with special features and unique details, as well as high-spec components. These models are limited to only 350 units of the Challenger Elite and 250 units of the Pursuit Elite, and they arrive in dealerships this month.
2025 Indian Challenger Elite
Both models can be distinguished as Elite machines by their multilayered paint schemes that take 24 hours to complete. The Indian Challenger Elite’s design is inspired by Gene “Alabama Flash” Walker who set a land-speed record on an Indian PowerPlus in 1920. It includes a tri-tone paint scheme with Black Candy and Red Candy finishes and Crystal White Pearl Satin paint. Shattered glass particles in the paint add depth. It also includes a headdress logo and black Dark Horse finishes. The center console is individually numbered and includes an image of Gene Walker’s PowerPlus racebike.
The Indian Pursuit Elite was inspired by the 20,000 PowerPlus motorcycles produced for the U.S. Army in 1916. It also features a tri-tone paint scheme, with Black Candy and Black Forest Candy finishes and hand-painted Championship Gold accents. Like the Challenger Elite, the Pursuit Elite includes PowerPlus 112 engine covers, exclusive Elite badging, black Dark Horse finishes, and an individually numbered console.
Powering these two models is the liquid-cooled PowerPlus 112 motor that debuted this year in the Chieftain PowerPlus. It’s the same engine used in Indian’s King Of The Baggers racebikes and makes a claimed 126 hp and 133 lb-ft of torque, offering three ride modes. The bikes include inverted forks, dual radial-mounted Brembo calipers, Metzeler Cruisetec tires, headdress footboards for rider and passenger, and more premium components.
The Indian Challenger Elite and Pursuit Elite come with Indian’s Rider Assist package. In addition to the previously offered SmartLean technology, Rider Assist includes bike hold control, electronic combined brakes, blind spot warning, tailgate warning, and rear collision warning. Lighting includes Pathfinder Adaptive LED headlight, driving lights, and saddlebag lights. The windscreen is adjustable via a handlebar-mounted button, and the bikes include cylinder deactivation when stopped at idle, keyless ignition, remote locking storage, cruise control, and USB charging.
The Elite models also come equipped with premium PowerBand audio, including Bass Boost and four 100-watt speakers on the Challenger and six 100-watt speakers on the Pursuit. The 7-inch display features Ride Command functionality for smartphone connectivity and offers Apple CarPlay. Riders can also manage the standard Electronically Adjustable Rear Suspension Preload through the Ride Command system.
2025 Indian Pursuit Elite
The 2025 Indian Challenger Elite is priced at $39,999, and the 2025 Indian Pursuit Elite is priced at $49,999. Visit the Indian Motorcycle website for more information.
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