2025 BMW R 1300 GS Adventure Review

May 30, 2025 mcnews Leave a comment

Charging north on the busy Ventura 101 freeway in anticipation of fun and familiar mountain curves ahead, it hit me just how big the new BMW R 1300 GS Adventure has become when our group overtook a rider on BMW’s first liter-class “adventure” bike, an early 1990s R 100 GS Paris-Dakar. Even with its 7.3-gallon fuel tank, next to the giant 1300 GSA the P-D looked absurdly small, like a Honda Grom with a boxer engine. Ironic, because I remember how big and intimidating the R 100 GS P-D felt at its introduction 35 years ago and how riding it off-road seemed unimaginable.

Although those same thoughts crossed my mind on first sight of the 2025 R 1300 GS Adventure at its recent U.S. launch, by the time our ride from Hollywood, California, to the Quail MotoFest in Carmel Valley was over, I was convinced that BMW’s 2025 GSA is its best yet for long-distance adventures. With only a 2-lb weight gain, loads more power and torque, sharper handling, and endless rider-friendly standard features and options, the bike’s size is much more manageable, and the intimidation factor is all but gone.

For example, the Adventure’s adjustable stock dual-height seat height starts out about 0.8-inch lower this year at 34.3/35.0 inches, and to get the seat lower still, BMW offers Adaptive Vehicle Height Control, which automatically lowers the suspension and the seat height 1.3 inches at slow speeds or a stop. An AVHC Comfort option lowers it an additional 0.8 inch, and according to BMW, combining that with the optional lower seat can get the rider’s perch down into the 31-inch range (a taller seat is available as well).

Our test bike also came with the new Automated Shift Assistant, which eliminates the clutch lever and offers full auto or manual shifting with the foot lever. All the GSA’s special equipment is bolted on to the R 1300 GS platform that was all-new for 2024, with a lighter, more powerful ShiftCam engine, new pressed sheet-steel main and aluminum sub frames, and upgraded suspension with improved stiffer EVO Telelever fork and longer EVO Paralever shaft drive for increased traction.

Related: 2024 BMW R 1300 GS Review

The 2025 Adventure is more fully based on the GS than ever before. In addition to its larger 7.9-gallon fuel tank, the base-model GSA gets 0.8 inch more suspension travel front and rear, a larger adjustable windscreen (with optional electric adjustment), side wind deflectors, and tubeless cross-spoke wheels instead of cast. Engine guards and a centerstand are also standard.

The most defining feature of the GSA is that big aluminum fuel tank, which holds 2.9 more gallons than the GS, bumping range to more than 300 miles. It’s so wide that BMW was able to add rubberized mats atop either side to rest tools and other items when stopped. The tank’s tapered shape leaves plenty of room for your legs sitting or standing, and attachment points on the top and back facilitate securing luggage.

Standard electronic and comfort/convenience features on the GSA are extensive, and many are controlled through the rotating Multi-Controller and switches (not backlit unfortunately) on the handlebar, the onboard computer, and detailed menus on the bright, Bluetooth-connected 6.5-inch TFT display. The GSA comes with BMW Full Integral ABS Pro that works in corners, semi-active Dynamic Suspension Adjustment, Dynamic Cruise Control with brake function (maintains speed on inclines), Dynamic Engine Brake Control, Dynamic Traction Control, Hill Start Assist, and four riding modes, including Road, Rain, Enduro and Eco.

Gear Up

Helmet: Arai XD-5
Jacket: Fly Racing Off Grid
Gloves: IXS
Pants: Olympia X-Moto
Boots: Dainese Long Range

Ride mode selection has a dedicated button, and two of six basic functions (electric windscreen height, heated grips, DTC, DCC, AVHC, and suspension damping) can be programmed to a button and toggle switch on the left bar so that you don’t have to drill down into the display menu to make changes.

More GSA standard equipment is handy and familiar, such as the heated grips, tire-pressure monitoring system, Keyless Ride, handguards with built-in turnsignals, adjustable clutch and brake levers, a storage compartment in the tank with a USB-C port, a 12V accessory power socket, and a luggage rack. New full LED lighting adds a Star Wars-like matrix headlight and auxiliary driving lights, and the bike has a lightweight lithium battery. Intelligent Emergency Call can automatically or manually call emergency dispatch in the event of a crash (unless it is canceled with the covered button on the handlebar), and the initial 600-mile break-in service is included as well.

BMW North America rarely imports models with solely standard equipment, priced at the bike’s MSRP. Our “base model” Racing Red test bike, for example, had scads of options such as lightweight Enduro forged wheels, a hydraulic Comfort Prop-Up option that raises the suspension to make deploying the centerstand easier (and works very well), AVHC Comfort, ASA, electric windscreen, GPS Prep, dual-can Akrapovič muffler, and side case mounts. Riding Assistant upgrades the cruise control to active and adds Front Collision Warning and Lane Change Warning. Riding Modes Pro adds Dynamic, Dynamic Pro, and Enduro Pro ride modes that further adapt throttle response, ABS, traction control, and suspension, and the Pro modes can be customized for throttle response, DTC, and ABS. Damping levels for Road, Dynamic, and Enduro can also be adjusted.

Trying to add up individual or BMW’s Premium/Enduro package pricing for all of these add-ons made little drops of blood come out of my forehead. Suffice to say that the $22,745 base MSRP doesn’t remotely apply to our GSA, but you can order a base model from your dealer if desired. Endless luggage, navigation, comfort, and protection options are available, and in addition to our Racing Red bike, BMW offers three style variants: Triple Black, Trophy, and Option 719 Karakorum, which take colors, finishes, features, and cost up a notch or three.

With a claimed 145 hp and 110 lb-ft of torque, even with all of those accessories added to its starting wet weight of 593 lb, the new GSA is a monster stump puller right from idle and feels geared low enough in 1st to negotiate a nasty bit of trail without lugging. At higher speeds, immense power is on tap almost everywhere in the powerband, and when climbing hills or passing trucks, I rarely felt the need to downshift to generate more urge. Power delivery is smooth throughout, with just enough pulse feel to keep it interesting and a sonorous bark from the Akrapovič muffler.

BMW offers Shift Assistant Pro (up/down quickshifter) as part of the optional Premium Package, and Automated Shift Assistant is available individually. ASA bikes like ours have no clutch lever and use electromechanical actuators to automate the clutch and gear shifting of the 6-speed transmission. Its full auto and manual modes will both downshift into 1st automatically at a stop and using the foot lever (there is no handlebar shifter), the rider can override or change the current gear at any time.

I gave the D, or fully automatic mode, several tries throughout this test attempting to get used to its operation, but I found it disappointing overall. D upshifts too soon for a motorcycle, shifting more like a modern economy car, and both upshifts and downshifts could be abrupt and jerky on our test bike. The system doesn’t automatically “kick down” a gear or two with heavy throttle application (though it does when you roll off throttle), necessitating the use of the foot lever. In fact, I found myself overriding the D mode gear selection with my left foot so often that I ended up just using manual mode, performing all shifts myself. That suggests that Shift Assistant Pro may be the better choice, since you would still have clutch-lever-less foot shifting yet with a lever still available for fanning the clutch in the dirt, tight turns, and starting out.

BMW’s new Adaptive Vehicle Height Control for the R 1300 GS and GSA is a more successful innovation, working flawlessly and nearly unnoticed to drop the suspension and the seat at lower speeds (in case you have to dab your foot, for example) and at stops, which finally puts the GSA on this short-legged guy’s consideration list. An icon on the display indicates if the seat is up or down, and if AVHC is in auto or manual mode. Our test bike had AVHC Comfort, which drops the suspension another 0.8 inch. It’s very helpful at stops, but suspension compliance suffers compared to full extension on slow bumpy roads. So I programmed AVHC to one of the buttons on the left bar so that I could easily put it in manual, raising or lowering the suspension fully as desired.

With 8.3 front and 8.7 rear inches of suspension travel, the GSA soaks up bumps like a much lighter machine, and its semi-active Dynamic Suspension Adjustment makes appropriate changes to preload and damping based on the selected ride mode and load. Larger, stiffer fork legs and front axle and a new EVO Telelever design (with a flex plate addition that provides more steering feedback) noticeably quicken the bike’s handling compared to previous models – no more ponderous feeling in slow corners. Braking is strong and predictable though oddly not as sharp up front as before, perhaps due to the integration of Full Integral ABS Pro, which applies both front and rear brakes with either the brake lever or pedal. Dynamic Braking Control is a useful feature that prevents accidental throttle application while braking.

GSAs have always had superb ergonomics and wind protection, the kind of comfort package that makes a three-hour ride home in the dark after an all-day ride and photoshoot not only doable but appealing. The new bike’s adjustable windscreen, wind deflectors, and wide tank block excess wind effectively, and a taller windscreen is available in case the large stock one doesn’t cut it. A comfort handlebar, bar risers, and adjustable footpegs can be had as well. Combined with the tilt and height adjustable seat and low/tall seat options, this bike should be able to fit everyone well for long rides.

On the ride home from Cambria, photographer Kevin Wing and I enjoyed parts of the intro route in reverse as well as some old coastal favorites, like Santa Rosa Creek Road near Cambria. Our test bike was equipped with Metzeler Tourance Next 2 street tires, so I didn’t tackle any off-road tracks on our three-day, 750-mile ride. I can attest, however, that having ridden every P-D and Adventure model prior to this one off-road, whether at the challenging BMW Hechlingen Enduro Park in Germany or on the wet and rugged Baviaanskloof in South Africa, with the right tires it can be done. And based on its stellar performance everywhere else, I’m guessing that this new GSA will do it very well indeed.

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide 

2025 BMW R 1300 GS Adventure Specs

Base Price: $22,745
Warranty: 3 yrs., 36,000 miles
Website: BMWMotorcycles.com

ENGINE

Type: Liquid-cooled, longitudinal opposed flat Twin, DOHC w/ 4 valves per cyl.
Displacement: 1,300cc
Bore x Stroke: 106.5 x 73.0mm
Horsepower: 145 @ 7,750 rpm (factory claim)
Torque: 110 lb-ft @ 6,500 rpm (factory claim)
Compression Ratio: 13.3:1
Valve Insp. Interval: 12,000 miles
Fuel Delivery: Fully sequential EFI, 52mm throttle bodies x 2
Lubrication System: Wet sump, 4.2 qt. cap.
Transmission: 6-speed, hydraulically actuated slip/assist wet automatic clutch (as tested)
Final Drive: Shaft

CHASSIS

Frame: Two-section sheet metal main frame w/ engine as stressed member, cast-aluminum subframe, single-sided cast-aluminum swingarm
Wheelbase: 60.4 in.
Rake/Trail: 26.2 degrees/4.7 in.
Seat Height: 34.3/35.0 in.
Suspension, Front: EVO Telelever w/ single shock, fully adj., 8.3 in. travel
Rear: EVO Paralever w/ single shock, fully adj., 8.7 in. travel
Brakes, Front: Dual 310mm floating discs w/ radial-mount opposed 4-piston calipers & ABS
Rear: Single 285mm disc w/ floating 2-piston caliper & ABS
Wheels, Front: Cast, 3.00 x 19 in.
Rear: Cast, 4.50 x 17 in.
Tires, Front: Tubeless, 120/70-ZR19
Rear: Tubeless, 170/60-ZR17
Wet Weight: 593 lb (factory claim)
Load Capacity: 476 lb
GVWR: 1,069 lb
Fuel Capacity: 7.9 gal.

Mark Tuttle was the editor-in-chief of Rider for several decades before he stepped down in 2020 to spend more time with family, riding motorcycles, camping, fishing, and looking for his reading glasses. He has road tested hundreds of motorcycles and ridden in 28 countries (so far) and every U.S. state except Nebraska, but only because he lost the directions.

The post 2025 BMW R 1300 GS Adventure Review appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

Ride to Work Day is June 10, 2025

May 30, 2025 mcnews Leave a comment

The 34th annual International Motorcycle and Scooter Ride to Work Day is set for Tuesday, June 10, 2025. On this day, no matter what you ride, join in with the Ride to Work nonprofit organization by riding your motorcycle to work, to run errands, or just to enjoy the day.

The goal of this event is to increase public, business, and government awareness of motorcycles as modes of transportation. According to Ride to Work, motorcycle riders typically reach their destinations 20% more quickly than car drivers, take up fewer resources per mile, and take up less space on the road and in parking areas, with the added benefit of making the rider happier and more focused. Despite these benefits, riders face a lack of awareness on public roads and a lack of consideration in lawmaking.

“People do not usually think about or fully appreciate the comparative benefits of riding for useful everyday transportation,” said Andy Goldfine, an event organizer, “and also tend to minimize the range of negatives resulting from a near-universal dependence on autos. Cars are wonderful vehicles, but the reasons to ride instead of drive go well beyond carbon footprints.”

The original idea for this annual event was inspired by “Work to Ride – Ride to Work” marketing materials from 1989 created by the Minnesota-based Aero Design Manufacturing Company, now named Aerostich. In 2000, the 501(c)(4) nonprofit organization was formed to support the event. The event occurs each year on the second Tuesday in June, with a midweek day selected to break up the workweek and encourage more media coverage as a demonstration event.

At Rider, we fully support Ride to Work’s mission to get more people riding, make our roads safer for riders, and push local governments to add motorcycle parking and other moto-friendly ordinances.

For more information, visit the event’s website, Facebook page, or Instagram account. Then spread the word.

The post Ride to Work Day is June 10, 2025 appeared first on Rider Magazine.

Source: RiderMagazine.com

Competition, News, WSBK

‘Frustrated’ Gerloff on Misano test Day 2 P15: “I didn’t feel too bad, but I just feel like we’re behind”

May 30, 2025 mcnews Leave a comment

After two seasons with BMW, Garrett Gerloff’s (Kawasaki WorldSBK Team) 2025 season has seen the American don Kawasaki green for the first time in his career. The pace he showed in the latter half of the 2024 campaign was impressive; however, he has struggled to find his footing atop the Kawasaki Ninja ZX-10R so far in 2025, although things seemed to have taken a step forward over the last couple of rounds, including a first top-ten of the season at Most. On Day 1 at Misano, the #31 was tenth again but he was P15 on Day 2.

One of Gerloff’s biggest struggles so far in 2025 has been his and his bike’s ability to land consistent Tissot Superpole results. A poor Superpole means riders have to spend their race fighting up the grid and losing time in the big picture. Gerloff last season finished with an average Superpole result of P9, and this season, his average position is P15. With a couple of hours remaining in the session on Day 2, Gerloff was inside the top ten again but as riders used the SCQ tyre for a time attack, the Texan was unable to make the big step other riders did on the soft tyre.

On his Day 2 struggles, Gerloff said: “We had good race pace most of the day, we did most of the day with race tyres and I didn’t feel too bad, but I just feel like we’re behind. We need to find some pace when we come back here in a few weeks because right now we’re off. Right now, I’m barely any faster with the Q tyre than with any of the race tyres. I’m not sure what the issue is, I don’t know what I’m doing, but I’m doing something wrong. We’ll keep working on it, we have the data, so maybe they’ll be able to find something, but I’m just frustrated, we need it to be better.”

The field on Day 2 at Misano was incredibly close behind Nicolo Bulega (Aruba.it Racing – Ducati) and Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) in first and second. Between Axel Bassani (bimota by Kawasaki Racing Team) in third and Ryan Vickers (Motocorsa Racing) in 16^th, there was just over a second, with Gerloff seven tenths back from Bassani. If Gerloff was able to find a couple of tenths, he’d have moved into P12, while a fourth-tenth gain would move him into P9. There was scope to improve his time, too, with the ideal lap time showing he had completed Sector 2 0.172s quicker than his fastest lap, and Sector 3 +0.117s quicker; if he put it all together on one lap, his ideal time was a 1’33.221s.

Gerloff was also quicker than his 2024 Superpole time from the round, when he was on the M 1000 RR. He set a 1’33.634s last year, while it was a 1’33.510s in the test. In terms of long runs, Gerloff didn’t complete a full race distance run on Day 2, but he did rack up the laps in FP3 with a series of short runs, with his times for the most part in the 1’34s bracket, showing some consistency even without outright pace.

Tune in for Misano’s Pirelli Emilia-Romagna Round June 13-15^th with the WorldSBK VideoPass! Now 30% off!

Source: WorldSBK.com

Competition, News, WSBK

“We’ve needed track time away from race weekends to try more extreme things” – Bimota’s riders on their Misano test

May 30, 2025 mcnews Leave a comment

As the 2025 MOTUL FIM Superbike World Championship season approaches its halfway point, few teams stood to benefit more from the pair of testing days than Bimota as they continue to adapt their KB998 Rimini in its maiden WorldSBK season. Riders Axel Bassani (bimota by Kawasaki Racing Team) and teammate Alex Lowes have performed admirably so far in the manufacturers’ first season back; the pair currently sit at 10^th and 11^th, led by Bassani in the Riders’ Championship.

GOOD TEST FOR BASSAI. “We tried some items and tried to understand how we should have the bike setup at the round…”

At the test, the #47 notched P2 and P3 finishes after each day, a testament to the progress ‘El Bocia’ has made with his Superpole pace as he logged the time with SCQ tyres. He however, was more focused on the races to come rather than fixating on the results of a test. As the KB998 continues to develop, the Italian rider would like to see their race space and flat-out speed improve.

“It’s been quite a good two days of testing at Misano, we tried some items and tried to understand how we should have the bike setup at the round,” said Bassani. “It’s been good as well because it was hot, so it was good to prepare for how it will be here in Misano, usually when it’s hot it is more difficult for us. The race pace was not bad this afternoon, we also tried to focus on the time attack, that’s usually my problem, and the feeling wasn’t bad. We aren’t really really fast, but we aren’t slow either. I think we have a good base setup to work from for next weekend. Sure, it’s important to try to stay at the front, but testing is testing, and a race weekend is a race weekend.”

LOWES HARD AT WORK: “It was an important test, though, I think I did 110 laps, so we’re working hard to test parts and get ourselves ready”

Alex Lowes opened his season strong with a trio of top-eight finishes at Phillip Island, a pace that he has struggled to consistently replicate since. While his worst finishing result of the season has still been within the points at P15, his pair of DNFs at Portimao hurt his Championship standings early on. Individual performances like his Race 1 P4 at Most or his Race 2 P6 at Assen are steps in the right direction that, while they have not come as frequently as they did last season in green, remind spectators of Lowes’ pace.

On his team’s takeaways from the test, Lowes said: “It was a good test, we’ve needed some track time away from the race weekend to try some more extreme things, a lot of laps, a lot of testing, some things are good, some not as good and now we have a few weeks to piece everything together and find the best setup we can for the race weekend. It was an important test, though. I think I did 110 laps, so we’re working hard to test parts and get ourselves ready for the race weekend.”

Bimota’s next time out on track will be at Misano for the Pirelli Emilia-Romagna Round, tune in with the WorldSBK VideoPass! Now 30% off!

Source: WorldSBK.com

Competition, News, WSBK

Australian Harrison Voight and EAB Racing to join forces for the rest of 2025

May 29, 2025 mcnews Leave a comment

The recent weeks have seen the shuffling of several riders’ seats atop their respective bikes, the latest is the announcement that Harrison Voight will join EAB Racing Team for the remainder of the 2025 season. Voight made a substitute appearance for the injured Glenn van Straalen at the D34G WorldSSP Racing Team for the season opener at Phillip Island in his home country of Australia. Voight performed well in his home round, overcoming an unfortunate Race 1 crash at Turn 6 to finish in a points-scoring position in P14 in Race 2.

The #29, despite being just 19 years old, has experience in various championships spanning different continents. He spent two seasons competing in the Asian Talent Cup from 2019-2020, before spending the next two years in the Red Bull Rookies Cup. Since then, he has earned experience in JuniorGP, Moto3, and Moto2, and he will bring those lessons to the WorldSSP paddock starting at Misano.

On his new step, Voight said: “I am happy to be joining the EAB Racing Team and I’m really looking forward to making the start in the World Supersport Championship at Misano. Thanks to everyone who made this possible, I will do my best!”

Team Manager Pjotr Groenenberg was similarly excited to start this new chapter with Voight as their rider: “After Cremona, we evaluated what and who we needed to complete the season successfully. That’s when we received the recommendation from Rob Vennegoor to get in touch with Australian rider Harrison Voight. We approached him, and he approved the opportunity with both hands. Even though he is only 19 years old, he already has a lot of experience and certainly has the potential to show something special. He has previously stepped in as a replacement rider in the World Supersport field in Australia. Alongside riding for our team, he is also competing in the FIM Moto2 European Championship.”

Catch their next racing chapters with the WorldSBK VideoPass! Now 30% off!

Source: WorldSBK.com

Competition, News, WSBK

RINALDI RETURNS: Italian rider makes sensational WorldSBK comeback with Motoxracing Yamaha

May 29, 2025 mcnews Leave a comment

Michael Rinaldi will return to the MOTUL FIM Superbike World Championship grid after it was announced he would replace Tito Rabat at the Yamaha Motoxracing WorldSBK Team following the Spaniard’s surprise departure. Rinaldi brings a load of WorldSBK experience to the team, which also fields rookie Bahattin Sofuoglu, and will hope to utilise that as he makes a somewhat unexpected return to the World Superbike field from his home round at the Misano World Circuit “Marco Simoncelli”. This move allows reigning Moto2™ European Champion Roberto Garcia to make his WorldSSP debut at Misano.

RINALDI’S JOURNEY TO WORLD SUPERBIKE: through the STK600 and STK1000 ranks

29-year-old Rinaldi made his name coming through the WorldSBK paddock, starting off in STK600. He finished 11^th in his rookie season, in 2014, before embarking on a title charge in 2015 but being defeated by now two-time WorldSBK Champion Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team). In 2016, he made his STK1000 debut, finishing sixth and, again, diced with Razgatlioglu who was fifth before the pair finished 1-2 in 2017 – this time, with Rinaldi getting the better of ‘El Turco’.

WORLD SUPERBIKE CAMPAIGNS: from Independent star to factory rider

Rinaldi’s performances in the two Superstock classes earnt him a seat in WorldSBK with the Aruba.it Racing – Junior Team, where he impressed by becoming a regular points scorer in his first season. He took a best finish of sixth place in Race 2 at Brno, while he finished in the top-ten on seven occasions. For 2019, he moved to the Barni Racing Team, finishing 13^th in the standings, improving his best finish to P5 at Misano. In 2020, Rinaldi switched teams again as he joined Team GoEleven on their Ducati Panigale V4 R – the only manufacturer he’d ridden for in WorldSBK – which paid off for Rinaldi.

He claimed three podiums, his first in WorldSBK, including a maiden victory all in one weekend at MotorLand Aragon after he took the fight to then Kawasaki-rider Jonathan Rea (Pata Maxus Yamaha) and Ducati’s Scott Redding (MGM BONOVO Racing). Those performances earned him a seat at the factory Ducati Aruba.it Racing – Ducati squad for 2021. Rinaldi was a race winner on several occasions in factory colours, including twice on home soil at Misano in 2021. In the same year, he claimed victory in Barcelona, but he’d have to wait until 2023 until his next win, coming at Aragon in 2023. Rinaldi also took 19 rostrums for the Bologna-based manufacturer, but he was unable to keep his seat for 2024, moving to Motocorsa Racing. That move didn’t pay off, with a troubled year for Rinaldi.

WORLD SUPERSPORT MOVE: new surroundings for the Italian

Rinaldi made the move to Yamaha for 2025, riding the R9 in WorldSSP for the GMT94-YAMAHA squad. His highlight in five rounds so far has been a P4 in Race 2 in Australia, but it’s been one of the only times he’s challenged the top ten. Since the Championship moved to Europe, his best result has been a P12 in Race 2 at Assen. However, he will now stop his WorldSSP campaign and link back up with the WorldSBK grid, on the Yamaha R1, for the final seven rounds of the 2025 season.

MUSICAL CHAIRS: Roberto Garcia set for WorldSSP debut

With Rinaldi moving back to WorldSBK, that opens up a seat at GMT94-YAMAHA for the rest of 2025. The chosen rider is Spanish teenager Roberto Garcia, who has already completed a test with the team. The 18-year-old is the reigning Moto2™ European Champion while he also made his Moto2™ World Championship debut last year. Previously, he’s been a regular frontrunner in the European Talent Cup. This season, he was aiming to defend his title though had a tricky start to the season, retiring from Race 1 and finishing Race 2 in 12^th at Estoril.

RINALDI SAYS: “I have to thank Motoxracing and Yamaha for their belief in me, as well as Christophe and everyone at GMT94”

Discussing his WorldSBK return, Rinaldi added: “I am extremely grateful to Christophe Guyot and the GMT94 Yamaha team for giving me the opportunity to join them to ride the new R9 this season. I gave it everything, and so did the team, but for whatever reason it did not come together for us. To get another chance to race in WorldSBK is an amazing opportunity for me, so I have to thank Motoxracing and Yamaha for their belief in me, as well as Christophe and everyone at GMT94 – the support of this team has been unwavering and I must thank Andrew, Loick, Sébastien, Benoit and Flavien for their tireless work this season. I wish GMT94 and Roberto the best of luck for the rest of the season.”

GARCIA EXCITED FOR DEBUT: “This is an amazing opportunity for me to show my potential and to push at 120%!”

Talking about his upcoming debut, Garcia stated: “This is an amazing opportunity for me to show my potential and to push at 120%! I am very happy to be part of the Yamaha family and the iconic GMT94 team. The goal is to grow race by race and achieve great results for the brand, my team and also me. I am looking forward to getting started, because I very much enjoyed riding the bike for the first time. I am super happy, motivated and very excited. Thank you to Yamaha and the GMT94 team for trusting me with this great opportunity.”

YAMAHA’S VIEW: “Rinaldi’s ability is unquestionable… We have already undergone a shakedown test with the team and Garcia surprised us with his pace!”

Yamaha Motor Europe, Road Racing Manager in the Motorsport Division, Niccolo Canepa said: “Five-times a WorldSBK race winner, Michael Rinaldi’s ability is unquestionable. For whatever reason, it hasn’t worked for him in WorldSSP this year despite huge effort from both Michael and the GMT94 Yamaha team. An opportunity has arisen for him to return to WorldSBK with Yamaha Motoxracing, and this is a move which makes sense – so we wish both him and the team good luck with this. Joining the GMT94 Yamaha team will be Roberto Garcia, and exciting young Spanish rider we have had our eye on for a while. We have already undergone a shakedown test with the team and surprised us with his pace, so good luck to him and the GMT94 Yamaha team too!”

Follow Rinaldi’s WorldSBK comeback using the WorldSBK VideoPass – now 30% off!

Source: WorldSBK.com

Competition, News, WSBK

Sam Lowes sets his sights on the podium after Misano Test – "Right now we’re in the podium fight big time"

May 29, 2025 mcnews Leave a comment

Sam Lowes (ELF Marc VDS Racing Team) in 2025 has established himself as one of the quickest riders on the grid after his bumpy 2024 MOTUL FIM Superbike World Championship season. The #14 earned his first WorldSBK podium at Assen earlier this season and will come into Misano on a five-race streak of finishing P5 or higher. If the pair of days at Misano’s Test were to count, his streak would extend to a consecutive seven. While Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) and Nicolo Bulega (Aruba.it Racing – Ducati) still seem like they have something more in their pockets, Lowes will have his work cut out for him fighting with Alvaro Bautista (Aruba.it Racing – Ducati), Danilo Petrucci (Barni Spark Racing Team), Andrea Locatelli (Pata Maxus Yamaha) and others for the final spot on the podium.

LOCKING IN: “It was a positive day; the team did a really good job. We tried a few things, and we have a good direction for the race weekend.”

The #14’s times improved from every Free Practice to the next, finishing Day 1 in P5, his 1’33.451s time only 0.168s slower than Alvaro Bautista (Aruba.it Racing – Ducati) in P4. Day 2’s FP3 saw his time improve by nearly four tenths of a second to 1’33.068s, and after FP4, he shaved off another two tenths of a second to finish with 1’32.820. His time landed him P4 behind Axel Bassani (bimota by Kawasaki Racing Team), just 0.022s behind ‘El Bocia’.

On his trending-upwards Day 2, Lowes said, “It was a positive day; the team did a really good job. We tried a few things, and we have a good direction for the race weekend. We’re pretty strong with the race tyre, I’m happy with the pace we have and the lap times we can do. We did a little bit of time with the SCQ tyre at the end and made a small step, but after 88 laps at that point, I was pretty tired. It was good to try for the weekend, I feel like right now we’re definitely in the podium fight big time, just missing something to keep up with Bulega and Toprak, who look like they found something on Day 2. It’s been a positive test for us, we know where we can improve. We need to analyse a bit more, and now we look towards the race weekend in a positive manner.”

NEW PANIGALE V4 R: “I saw Pirro on top of the new bike a little bit, I’m looking forward to getting on it at some point.”

One of the eye-catching storylines from the Misano Test was the presence of Ducati’s new Superbike, undergoing testing in anticipation of its release and homologation into the WorldSBK paddock at some point. Until its introduction, Lowes and the rest of the grid’s Ducati riders remain atop the more-than-capable current model. For Lowes’ specific bikes, he and his team worked on squaring away the setup for Misano’s race weekend.

On the changes to his current setup and looking ahead to at some point working with the new bike, Lowes said, “Nothing massively new that we were trying, obviously there is the new Ducati Panigale V4 R which is coming at some point, so this version of the bike is nearing the end of its development cycle. We were more focused on the feeling on the bike and the electronics. I saw Pirro on top of the new bike a little bit. He looked good, and although you can’t see much with how it was painted, I’m looking forward to getting on it at some point.”

Can Sam Lowes clash and come out on top WorldSBK VideoPass! Now 30% off!

Source: WorldSBK.com

Competition, News, WSBK

Yamaha on their Misano test takeaways – “Today it felt like I started to ride the bike the way it’s meant to be ridden”

May 29, 2025 mcnews Leave a comment

Pata Maxus Yamaha’s rider pair took to the track for the testing days being held at the upcoming Pirelli Emilia-Romagna Round’s Misano “Marco Simoncelli” World Circuit. Six-Time World Champion Jonathan Rea (Pata Maxus Yamaha) has hit the ground running since his injury at Phillip Island before the season opener, he continued this form, eighth fastest across both days as he looks to get back into the podium fight for the first time since last season. Across the garage from Rea, Andrea Locatelli (Pata Maxus Yamaha) was not quite as fast, but was similarly pleased with the progress he and his team made.

“The gap ahead of us to the front even though we’re maximizing our potential is still too big.” – Rea on his team’s endeavour to bring the R1 back to the podium fight

Jonathan Rea’s foot injury suffered at Free Practice ahead of Philiip Island’s season-opening races ruled him out of competition until Round 4 at Cremona. At that round, his rust showed, missing out on the scoring positions in all three races. The #65 followed that up by righting the ship at Most, his pair of P10 finishes his best of the season so far. Most recently, at Misano’s test he kept up this good form and even built on it, cracking the top 8 both days.

On his Day 2, Rea said, “Day 2 was good, overall, we achieved the targets of the test, which was to complete some of the test items we had, do a race simulation, and some time attacks with the SCQ tyre. We had time to work on some chassis items, some tweaks to the suspension. Today it felt like I started to ride the bike the way it’s meant to be ridden, beginning to maximise the potential of the bike, which is good; but frustrating at the same time because we’re still so far away. We still need to improve massively. The gap ahead of us to the front even though we’re maximizing our potential is still too big.”

TAKING CARE OF BUSINESS: “We were working a lot on the bike and in the end, we found a good feeling, especially with the race tire”

After a very strong weekend at Assen, Cremona and Most were solid results for the Italian, while his testing times were off pace to replicate pair of P4’s he earned at Misano in 2024. Locatelli was not concerned about his placement on the timesheet after the conclusion of the latter day of testing on Wednesday. He and his team had set out to find answers to certain issues atop his Yamaha R1 and by the sound of it, ‘Loka’ and his team will return to Misano with positive takeaways from the test.

“We were working a lot on the bike and in the end, we found a good feeling, especially with the race tire.” said Locatelli, “I wasn’t doing long runs or race simulations, just around 10 lap stints and it didn’t feel bad. We need to work more to find a step with our lap times, it’s maybe something we will work more on during the race weekend as it will be easier to compare with everyone on track at the same time and on the same tyre. I think we did our work well, we weren’t searching a lot for the best lap time or using the SCQ tyre a lot so I’m not concerned by our pace.”

Catch the boys in blue as they return to Misano next round June 13-15^th, tune in with the WorldSBK VideoPass! Now 30% off!

Source: WorldSBK.com

Motorcycle News, News

2025 Can-Am Canyon Redrock Review

May 28, 2025 mcnews Leave a comment

With the new Can-Am Canyon, BRP says it wants to “democratize all roads.” In other words, it wants adventure to be accessible to more people, not just those who have the skills to handle a 600-lb adventure bike. As a three-wheeler, the Can-Am Canyon won’t tip over, so riders need not fear the limited traction of unpaved roads.

Even though I’ve ridden thousands of miles on dirt, sand, and gravel on ADVs, I still get the willies on loose surfaces. I’ve had lots of tip overs – mostly minor ones but some that broke both bike and bone – and I know how quickly things can go from yeeha! to oh sh*t! But when I rode the Can-Am Canyon on sandy, rocky, muddy roads in Arizona, it felt carefree and nearly effortless.

Back to the Future

One of my first assignments as a wet-behind-the-ears staffer at Rider was to test the 2008 Can-Am Spyder RS a few months after it was introduced. I’d never ridden a trike or sidecar before, and the Spyder’s two-wheels-in-front “Y-architecture” was totally foreign to me.

2008 Can-Am Spyder RS Review — During my test 2,600-mile test of the 2008 Can-Am Spyder RS, I crossed Nevada on U.S. Route 50, known as the “Loneliest Road in America.” (Photo by the author)

Former EIC Mark Tuttle tossed me the Spyder’s key and said, “Hit the road.” So I did, spending the next week riding 2,600 miles through four states. That was a fun experience on a unique machine. Having tested various Spyder and Ryker models in the years since, I tip my hat to BRP for the steady evolution and expansion of its three-wheeled lineup.

What started out as a single model to test the Spyder’s viability in the market 17 years ago has since grown to include four model families: the compact, affordable Ryker; the cruiser-style Spyder F3; the touring-focused Spyder RT; and now the adventure-ready Canyon. In all, there are 13 models to choose from. Upwards of 300,000 Rykers and Spyders have been sold worldwide, so what was once a proof of concept has become a force to be reckoned with.

All Can-Am three-wheelers are powered by variants of the liquid-cooled Rotax ACE (Advanced Combustion Efficiency) engine. In Spyder and Canyon models, it’s the Rotax 1330 ACE inline-Triple that’s rated at 115 hp at 7,250 rpm and 96 lb-ft of torque at 5,000 rpm. Mated to the engine is a 6-speed clutch-less semi-automatic transmission (upshifts are manual via paddle shifters, downshifts are automatic) with reverse, and power is sent to the rear wheel via belt.

The Grand Canyon

At the Canyon’s press launch in Prescott, Arizona, BRP reps made the point – several times – that despite its rugged, three-wheeled SUV appearance, the Canyon is an on-road vehicle. Unlike Can-Am’s ATVs and side-by-sides, the Canyon is not designed to go off-road, but it can handle rough unpaved roads riddled with rocks, ruts, and other obstacles.

To deal with such demands, the Canyon is taller than its Spyder and Ryker siblings. It has a high approach angle and 6.3 inches of ground clearance, compared to 4.5 inches on the Spyder RT and 4.8 inches on the Ryker Rally. It also has more suspension travel, with 10.2 inches in front and 9.2 inches at the rear (Spyder RT: 6.9/6.0 inches; Ryker Rally: 7.3/7.0 inches). And it has XPS Adventure tires with large tread blocks to provide traction on loose surfaces and grip on pavement.

To protect it from rocks, brush, and debris, the Canyon has handguards, a metal radiator grille, and a drive belt protector. A 5.6-inch handlebar riser provides an upright seating position and allows the rider to stand up over rough terrain. Anti-slip enduro footpegs help keep feet in place when the going gets tough.

Like Spyders and Rykers, the Canyon has a suite of electronic rider aids that includes stability control, traction control, hill hold control, ABS, and dynamic power steering (not available on Rykers). It also has four ride modes: All-Road, Sport, Normal, and Rally.

Behind the manually adjustable windscreen is a weatherproof glovebox with a USB-A port for charging a smartphone. A 10.25-inch touchscreen TFT display includes Apple CarPlay connectivity (with an iPhone plugged in and a helmet communicator paired). Android Auto is in the works, and once ready it can be added via an over-the-air update.

Three model variants are available. The base-level Canyon ($25,299) has all the features described above. Its front suspension consists of double A-arms with an anti-roll bar and a nonadjustable Sachs Big-Bore shock for each wheel, and its rear suspended by a nonadjustable Sachs shock. The Canyon XT ($29,799) adds a skid plate, removable rubber inserts for the enduro footpegs, self-leveling air preload adjustment for the rear shock, aluminum cases, a comfort seat, a passenger backrest, and heated grips for the rider and passenger. The Canyon and Canyon XT are available in Silver Sterling Satin.

The top-of-the-line Canyon Redrock ($32,299) is easily identified by its Moss Green Satin paint, which reminds my wife of a military vehicle, and my brother said it looks like “Rambo’s three-wheeler.” The Redrock has all the XT’s features plus KYB Smart-Shox semi-active suspension (which replaces the Sachs suspension), a back-up camera, and a Custom ride mode that allows preferences for throttle response, traction control, power steering, and suspension to be saved.

When the Pavement Ends

Arizona has over 75,000 miles of paved roads and nearly 1,900 miles of unpaved roads, and some of the best of both are in the northern part of the state. From our base in Prescott, which sits 5,300 feet above sea level in the foothills of the Bradshaw Mountains, our test ride began on the sweeping paved curves of Iron Springs Road.

I adapted to the riding style of Can-Am’s three-wheelers years ago. They don’t lean and don’t countersteer, but they do have handlebars, footpegs, and a motorcycle-style seating position. You turn by direct steering: pushing the outside grip while weighting the outside peg to counteract centrifugal forces.

GEAR UP

Helmet: Shoei Hornet X2
Jacket: Tourmaster Adventure Lite Mesh
Airbag Vest: Dainese Smart Air
Gloves: Sierra Peak Adventure Pro 2.0
Pants: Tourmaster Adventure Lite Mesh
Boots: Highlander Adventure

For this test, I rode only the Redrock model, the first Can-Am three-wheeler to be offered with semi-active suspension. On every motorcycle we’ve tested with electronic suspension that adapts damping in response to conditions, we’ve praised it for keeping the chassis stable and composed. The same is true on the Canyon Redrock, especially when bouncing over rough terrain. The damping becomes harder or softer as needed when accelerating, braking, or turning, and the base settings are different for each ride mode.

The Redrock delivers a plush, controlled ride on pavement, and the Smart-Shox do a better job of compensating for weight transfer and body roll than the nonadjustable suspension on Spyders and Rykers. Since it rides taller, the Canyon has a taller seat height – 33.2 inches versus 29.7 inches on the Spyder RT – but that doesn’t really matter since you don’t have to stand over the seat at a stop like you do on a motorcycle. A tall seat height is one of the leading barriers for many people who want to ride adventure bikes, and the Canyon eliminates that problem.

After some miles on pavement, I was eager to get the Canyon on unpaved roads. As it turns out, I had previously ridden much of our test route years before on a full-sized adventure bike, and I recalled that most of the unpaved roads had a firm base but their surface was covered with loose sand, dirt, gravel, or really rough embedded rock.

As soon as we left the pavement, I switched to Rally mode, which reduces traction control intervention at the rear wheel and selects the Normal engine mode, Sport suspension mode, and Minimum power steering level. Unlike Rally mode on the 668-lb-dry Ryker Rally, which turns off traction control completely to allow power slides and donuts, the Canyon’s Rally mode is more conservative, in part because it’s a 1,036-lb machine (curb weight for the Redrock).

Nonetheless, grabbing a handful of throttle spins up the rear wheel and allows some mild drifting. The key is to stay hard on the gas and steer into the turn. Since the Canyon is an on-road vehicle, ABS cannot be shut off, so some care is required when hooning around on loose surfaces. Stomp hard on the brake pedal, which activates the brakes on all three wheels (Brembo 4-piston calipers up front, 1-piston caliper out back, and 270mm discs), and the Canyon will come to a stop fast, pavement or not. But hard braking in a corner will cause the Canyon to push (understeer), which is unsettling on a dirt road that might have a ditch – or worse – on the far side.

Choose Your Own Adventure

Sandy corners, patches of mud, loose gravel and rocks – the Canyon eats it all up. I found the route much easier to ride on a Canyon than on an adventure bike because I never worried about skidding due to overbraking, tucking the front wheel on loose terrain, or any of the common tip-over scenarios.

You don’t have to play around like I did, but it was so much fun and drama-free that I couldn’t help myself. Many Canyon owners will probably take a more relaxed approach to navigating unpaved roads, and they’ll be handsomely rewarded. Whether you want to go camping, hunting, or just exploring, the Canyon is designed to be a flexible adventure platform to get you, your passenger, and your gear there in comfort. Can-Am offers 25 dedicated accessories for the Canyon lineup, which allows owners to tailor their machines to their preferred type of adventure.

The XT and Redrock’s 31.7-gallon (120-liter) aluminum cases are removable, and they can be added as accessories to the base-level Canyon. There are 21 attachment points for Can-Am’s exclusive LinQ system, and beneath the removable passenger seat is a large LinQ plate with Lite, Nano, and 16-inch attachment points. Storage options include modular boxes in multiple sizes, a cooler, a fuel caddy, and a tool kit. There’s also a larger 32-inch LinQ Adventure Plate that’s compatible with a 63-liter low-profile box or a 70-liter storage bag. Other accessories include inner bags for the aluminum cases, a small tankbag, GoPro camera mounts, an adventure front bumper, LED fog lights, headlight protectors, handguard deflectors, a trailer hitch, Sport and High windscreens, rider and passenger backrests, covers, and other items that are standard on the XT or Redrock.

Get Your Kicks

After our one-day test ride around Prescott, I loaded my gear into a Redrock and took a scenic route back home to California. After getting a good feel for the Redrock’s performance on unpaved roads, I wanted to get a better sense of its touring capabilities.

As I left Prescott at 5:30 a.m., the sun was just coming up, and it was in the low 50s. The first thing I did was crank up the grip and seat heaters and raise the manually adjustable windscreen. Since I would be following major state highways and Interstate 17 to Flagstaff, I selected the Normal ride mode, which puts the engine in Eco mode, suspension in Comfort mode, power steering on Maximum, and traction control on Normal. Eco mode softens throttle response and slightly limits power to encourage fuel efficiency, but I didn’t notice much difference in response between it and the Normal engine mode. Power delivery is linear and smooth, with almost no detectable engine vibration.

The Canyon’s ergonomics lend themselves to long-haul comfort. The handlebar is wide and upright, the seat is wide, flat, and well-padded, and there is plenty of legroom. The windscreen and optional handguard deflectors ($99.99) part the wind smoothly, and the wide front fairing protects the rider’s legs from wind.

I stashed small essentials – a hat, a bottle of water, my Garmin inReach, etc. – in the optional LinQ Nano waterproof tankbag ($149.99), which clips securely to the fairing near the front of the rider’s seat and locks in place via two LinQ attachment points on either side of the ignition key. At gas stops, I turned the two LinQ locks 90 degrees and hinged the bag out of the way to access the fuel filler.

Even though the Canyon has a 7.1-gallon tank, it’s a big, wide machine that weighs 1,036 lb, so gas stops were frequent. My fuel economy ranged from a low of 22.9 mpg (162.5 miles of range) when riding at a fast pace to a high of 29.0 mpg (206.2 miles) when cruising. During my 678-mile ride from Arizona to California, I averaged 26.6 mpg (188.7 miles of range).

From Flagstaff, I followed Historic Route 66 as I rode west. Sometimes I followed the original road, such as through towns like Flagstaff and Williams, on a long stretch from west of Ash Fork to Kingman, and on National Trails Highway in California. Other times, as necessity required, I rode along Interstate 40, which replaced Route 66 in many areas. Whether I was riding through towns, on backroads, or on the interstate, the Canyon delivered a smooth, comfortable ride.

On Oatman Highway, by far the most technical section of Route 66, I put the Canyon in Sport mode, which selects the Normal engine mode, Sport+ suspension mode, Medium power steering, and Normal traction control. Hustling a big three-wheeler like the Canyon on a tight, twisty road requires effort because you need to push the handlebar back and forth and use leg and core strength to fight against g-forces, but it is responsive and the semi-active suspension eats up rough pavement like it’s nothing. The stability of the three wheels was very reassuring on numerous parts of Oatman Highway that were covered in gravel and sand from a recent flash flood.

Home Run

BRP has another winning three-wheeled platform on its hands with the Can-Am Canyon. It has the rugged styling that is so popular today on both adventure bikes and SUVs, and it has the capabilities to take more riders farther from civilization. The three Canyon models and the range of accessories provide lots of options for different buyers. In particular, the top-of-the-line Canyon Redrock is an exceptional machine equipped with state-of-the-art semi-active suspension and a full slate of useful features. I’m ready to load it up again and hit the road.

2025 Can-Am Canyon Redrock Specs

Base Price: $32,299
Price as Tested: $32,549 (LinQ Nano tankbag, handguard deflectors)
Website: Can-Am.BRP.com
Warranty: 2 yrs., unltd. miles w/ roadside assistance
Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
Displacement: 1,330cc
Bore x Stroke: 84.0 x 80.0mm
Horsepower: 115 hp @ 7,250 rpm (factory claim)
Torque: 96 lb-ft @ 5,000 rpm (factory claim)
Transmission: 6-speed semi-automatic w/ reverse
Final Drive: Belt
Wheelbase: 67.6 in.
Rake/Trail: n/a
Seat Height: 33.2 in.
Wet Weight: 1,036 lb (factory claim)
Fuel Capacity: 7.1 gal.
Fuel Consumption: 26.6 mpg
Estimated Range: 189 miles

The post 2025 Can-Am Canyon Redrock Review appeared first on Rider Magazine.

Source: RiderMagazine.com

Competition, News, WSBK

Manzi on his WorldSBK Test atop the Yamaha R1 – “It was amazing, one of the best days of my life”

May 28, 2025 mcnews Leave a comment

FIM Supersport World Championship rider Stefano Manzi (Pata Yamaha Ten Kate Racing) had his first taste of WorldSBK action at the Misano Test’s Day 2. The WorldSSP rider has been lighting up the grid this year, and he has been rewarded with a testing spot on Yamaha’s WorldSBK bike, the R1. He jumped at the opportunity, and considering this is allegedly his first testing day on a superbike, his pace was impressive as he finished above test riders and permanent grid riders alike.

MANZI ELATED – “It was one of the best days of my life, I have a super team, and finally I have all day long with a superbike for the first time.”

In the Test’s Day 2, Manzi finished P18, just a hair ahead of fellow Yamaha rider Dominique Aegerter (GYTR GRT Yamaha WorldSBK Team) and Honda Rider Tarran Mackenzie (PETRONAS MIE Honda Racing Team) with his time of 1’34.428s. The Italian #62 currently leads the WorldSSP Riders’ Championship after 2023 and 2024, ending with bittersweet second places. Now in his fourth full season competing in WorldSSP, Manzi looks like he may have his sights set on the WorldSBK class.

“It was amazing, one of the best days of my life. I have a super team, and finally, I have all day long with a superbike for the first time. It was not easy, there are big differences between it and the supersport bike, but I was able to adapt quickly, and we made progress from FP3 to FP4. We didn’t make any stupid mistakes, and we grew throughout the day, which were our goals, so the team and I are quite happy. The gap between me and P1 was high, but compared to the other Yamahas, we didn’t do badly.

“I would have liked to have 3 more hours when I saw the flag at the end” – Manzi on his Test Day with the R1

Manzi’s time atop the Yamaha R1 was an opportunity for him to dip his toe into the WorldSBK field and get an idea of the pace of the bikes as well as the other riders. While he has a long way to go if he wants to be in the battle at the front, his pace today, considering it was by his account, his first full day of testing with the R1, was impressive, even outpacing current fellow Yamaha rider Dominique Aegerter (GYTR GRT Yamaha WorldSBK Team).

On his learning opportunity, Manzi said, “I tried to learn as much as possible today, it’s super nice compared to WorldSSP, how all the Yamaha riders here share data, it helps a lot to see the riders on track and see the lines they take. I would have loved to have had more time on the bike; I would have liked to have had 3 hours more when I saw the flag at the end. There are many areas I need to improve, but I think that my braking points were not bad, that is something from World Supersport that I do well.”

Catch Stefano Manzi and the rest of the WorldSSP grid at Misano June 13-15th, tune in with the WorldSBK VideoPass! Now 30% off!

Source: WorldSBK.com

MotorCycle News

Monthly Archives: May 2025

2025 BMW R 1300 GS Adventure Review

Gear Up

2025 BMW R 1300 GS Adventure Specs

Ride to Work Day is June 10, 2025

‘Frustrated’ Gerloff on Misano test Day 2 P15: “I didn’t feel too bad, but I just feel like we’re behind”

“We’ve needed track time away from race weekends to try more extreme things” – Bimota’s riders on their Misano test

Australian Harrison Voight and EAB Racing to join forces for the rest of 2025

RINALDI RETURNS: Italian rider makes sensational WorldSBK comeback with Motoxracing Yamaha

Sam Lowes sets his sights on the podium after Misano Test – "Right now we’re in the podium fight big time"

Yamaha on their Misano test takeaways – “Today it felt like I started to ride the bike the way it’s meant to be ridden”

2025 Can-Am Canyon Redrock Review

Back to the Future

The Grand Canyon

When the Pavement Ends

GEAR UP

Choose Your Own Adventure

Get Your Kicks

Home Run

2025 Can-Am Canyon Redrock Specs

Manzi on his WorldSBK Test atop the Yamaha R1 – “It was amazing, one of the best days of my life”

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