The company claims its ECE 22:05 and DOT FMVSS218 approved, carbon-fibre Atlas 4.0 helmet will be even quieter than the last model.
I reviewed the Atlas 3.0 helmet in October 2021 and found it quite comfortable and full of handy features, but still had issues with noise and the lack of ventilation control.
Company spokesman Ben Conie says they have again listened to rider feedback in updating the helmet.
Changes include “upgrades to the internal acoustics” (whatever that means), shell structure and air flow.
The Atlas 3.0 is my go-to helmet in summer for its ventilation, but in winter it might be too “fresh” as the only vent you can close is the chin vent.
Now all four vents in the chin, sides and top can be controlled. That might also reduce wind noise as the side vents are close to the ears.
They also say the “fully re-engineered internal structure fits seamlessly against the lower helmet trim, reducing turbulent air-flow within liner gaps” to reduce noise.
The Atlas 4.0 will be launched on February 18 when more details will be available.
So far there is no word about price, but the Atlas 3.0 helmet started at the same price as the Atlas 2.0 at $A630.
However special graphic options can takes the price to $A810 for the Nebula Carbon and Liquid Carbon models.
You can register for details when it launches by clicking here, or stay tuned to MortorbikeWriter.com.
I also hope they retain the superb boxing which features a contoured foam pad to place your helmet on when it is not on your head.
It even includes a groove to hold your spare Pinlock-ready wraparound visor which comes in a range of options including new Chrome and Pink iridescent.
This handsome scooter is so radical, it might even change some rider’s attitudes toward scooters altogether.
Lee was inspired by the original Dragster design from the 1990s, but with a Ducati-like trellis frame and centre hub steering.
The reborn Italjet 200 will soon be available for $9990 ride away at all Italjet dealers in the five main states of Australia.
But unlike the 155hp (115kw) 955cc Panigale V2, the Italjet 200 is powered by a 181cc, liquid-cooled, fuel-injected, four-valve, Euro 5 four-stroke single-cylinder engine producing 19.8hp (14.5kW) and 15.5Nm, embedded in package that weighs just 112kg dry.
A prototype of the resurrected Italjet with modern designs and materials was first unveiled at the 2018 EICMA motorcycle show in Milan, followed by a three-year period of refinement and collaborative input from Italian MotoGP rider and now brand ambassador Andrea Dovizioso.
With some pandemic-enforced delays also thrown into the mix, production of the Italjet began in October 2021.
The quirky Dragster 200 features a molybdenum-chrome frame reinforced with die-cast aluminium plates, while the signature trellis frame – as well as providing a strong, lightweight structure that simplifies placement of engine and components – connects the steering head to the swingarm pivot and provides rigidity due to its interwoven structure.
The centre hub steering, in the same mould as the famous Bimota Tesi 3D, separates the steering, braking, and suspension functions for improved stability.
It is claimed to filter roughness, without transmitting vibrations to the handlebar.
There’s a Paioli monoshock at the front and rear with preload adjustability while, remaining true to its Italian heritage, the Italjet is fitted with Brembo brakes and Pirelli tyres.
The package is completed by an aluminium front swingarm, MotoGP-style hand/lever guards, passenger seating and a standard scooter centrestand.
Italjet Australia’s Fredy Arnet says he was “taken aback at the Dragster prototype shown at the EICMA show 2018” .
“But ‘prototype’ probably isn’t the best word, because the production model that’s going on sale in Australia is remarkably similar in design and spec to what we saw in Italy,” he says.
“And the centrepiece of that is of course the centre hub steering, but in many other ways it’s above and beyond anything else on the market – the distinctive styling one of them.
“Quite simply, the Dragster is a stunning example of Italian ingenuity, attention to detail and, most importantly, a passion to create a vehicle that excites.
“We’re looking forward to showcasing the Italjet brand to a new batch of devotees, as well as those who remember the brand with fondness from the 1990s and the turn of the century.”
Italjet was founded in 1959 by Leopoldo Tartarini, who was an integral part of the Ducati racing and business family before embarking on his own two-wheeled adventure.
The Dragster is the best-known of the Italjet models, with the two-stroke 50 and 180cc platforms previously sold in Australia.
The 2022 Dragster 200 will be available in three liveries – grey/white/red, grey/yellow and black/grey – and comes with a two-year unlimited-kilometre factory warranty.
For four decades, the BMW R-GS series — 80, 100, 1000, 1100, 1150, 1200, and 1250 — has been the standard bearer in the adventure bike market. The 2021 R 1250 GS 40 Years Edition celebrates this milestone. (Photos by Kevin Wing)
When I first laid eyes on our 2021 BMW R 1250 GS 40 Years of GS Edition test bike, I thought of my Uncle Clive. He had worked for the doomed British Leyland for years before accepting a role with BMW. His garage, once the perpetual home to a gleaming Rover, was now occupied by a stunning 5 Series sedan, but it was the new motorcycle, waiting in the shadows, which drew my attention. It was unlike any I had seen before.
The air-cooled cylinder heads of its opposed Twin jutted out brazenly from the sides of the engine cases, protected by crash bars. Though it wasn’t a dirtbike, it shared some of the same characteristics, like a long, single-piece seat and a high, fixed front mudguard. Most distinguishing of all, the rear wheel seemed to float in space. Uncle Clive, always ready to explain an engineering feature, eagerly directed me to view it from the other side and began a lengthy monologue on the benefits of a combined single-sided swingarm and driveshaft. The details were lost on me. I was only 12 at the time.
1980 BMW R 80 GS
1987 BMW R 100 GS
It was 1984. What I didn’t know back then was how bold the path was that BMW had blazed a few years earlier with the R 80 G/S, the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure. Between 1981 and 1985, the rugged G/S proved its mettle with four wins in the grueling Paris-Dakar Rally and three wins in the Baja 1000. And that single-sided swingarm – then called the Monolever – was lighter, stronger, and less expensive to manufacture than a two-sided swingarm with shaft drive, and it simplified repairs and maintenance.
1994 BMW R 1100 GS
1999 BMW R 1150 GS
What I also didn’t know back then was that those two letters – G for Gelande (“terrain” in German) and S for StraBe (“street”), the slash between them soon dropped – would evolve into an abbreviation for adventure long before ADV stickers found their way onto aluminum panniers. Or that, years later, I would watch Ewan McGregor and Charlie Boorman ride R 1150 GS Adventures – descendants of that original R 80 G/S – around the world and be inspired to embark on my own adventures.
2004 BMW R 1200 GS
2008 BMW R 1200 GS
I rode an R 1100 GS with the Dakar-style tank through the soggy mountains of Wales. My wife and I did two-up tours on R 1200 GSs through the canyons of Arizona and Utah, across Canada, and through the wilds of Chile and Argentina. I rode the first liquid-cooled 1200 down California’s fog-shrouded Highway 1 and around the Rockies of Colorado. I’ve ridden them in snow, rain, rubble, and the dreaded sand. Once, I somersaulted a GS down a hill at BMW’s off-road Rider Academy in South Carolina, picked it up, and rode it back to base.
2013 BMW R 1200 GS
2021 BMW R 1250 GS
The earlier models required close attention to the oil level, and although I’ve suffered the odd puncture, a torn tire, and a luggage rack that disintegrated after 11 hours on Chilean roads, I’ve never had one fail on me. Not once.
There’s an obvious through-line from Uncle Clive’s R 80 G/S to the 2021 R 1250 GS tested here, but BMW’s flagship adventure bike has come a long way over the past four decades. Over multiple generations, engine displacement grew from 798cc to 1,254cc and output increased from 50 horsepower to 136, measured at the crank. (On Jett Tuning’s dyno, our test bike grunted out 119 horsepower at 7,900 rpm and 91 lb-ft of torque at 6,500 rpm at the rear wheel.) Air cooling evolved into air/oil cooling and then air/liquid cooling. Cylinders had two valves, then four, and overhead valves evolved into dual overhead cams with variable valve timing. It had five speeds, then six, and a single-plate dry clutch evolved into a multi-plate wet clutch.
An R 100 GS flanked by the 40 Years of GS Edition R 1250 GS and R 1250 GS Adventure.
As the engine and drivetrain evolved, so did the chassis. The Monolever was replaced by the Paralever, solving the problem of shaft jacking. The telescopic fork was replaced by the Telelever, which moved suspension action from the fork tubes to a single shock attached to the front of the frame and an A-arm, reducing front-end dive under braking. A single-disc front brake and rear drum were replaced by dual discs up front and a single disc out back.
We recently tested the new Kawasaki KLR650, a dual-sport that was introduced in 1984 (as a 600), just a few years after the R 80 G/S. Resistance to change and dedication to simplicity (and affordability) have been points of pride for the KLR, so much so that adding electronic fuel injection and optional ABS on the 2022 model was a Big Deal.
Inspired by the “bumblebee” R 100 GS, the 40 Years of GS Edition Package also includes yellow handguards, special graphics, a gold handlebar, and a stainless-steel luggage carrier.
BMW, on the other hand, has taken an early-adopter approach to technology. Fuel injection and ABS were offered on the GS in the early ’90s. Traction control (known as ASC) and Enduro ESA (Electronic Suspension Adjustment) were offered in 2008. Five years later, the GS got throttle-by-wire, riding modes, a Multi-Controller wheel for navigating settings and menus, multiple ABS modes, and Dynamic ESA that adapted the suspension to riding conditions. In 2019, the GS got the ShiftCam variable-valve timing system, a 5.7-inch TFT color display, and infotainment via Bluetooth connectivity to a smartphone. And the latest GS has a 6-axis IMU, which provides input for cornering ABS, lean-angle-sensitive traction control, and semi-active suspension, all of which have different settings for each riding mode. A new option on the 2024 model will supposedly do your taxes, but don’t quote me on that.
Although many R 1250 GS owners stick to the pavement, in the right hands it’s a surprisingly capable off-roader.
The GS’s enduring and broad appeal stems from its excellent handling, versatile performance, comfortable ride, comprehensive features, and renowned durability and reliability. It’s a capable canyon carver as well as a comfortable highway cruiser, great for loading up with a passenger and gear, and is surprisingly capable off-road. Nearly every GS owner – and motojournalist – has, at one time or another, described the bike as the Swiss Army knife of motorcycles.
Riding through Chile and Argentina with my wife on an R 1200 GS is one of the highlights of my motorcycling experience. Patagonia’s vast mountain ranges are a delight, but finding fuel was sometimes a challenge, and on one desolate backroad, I gladly accepted a sheep farmer’s offer of some fuel he kept in an old watering can. It’s at times like these you will be grateful for the knock sensors, which allow the GS to run on low-octane gas.
Special engine guards and gold cross-spoked wheels are part of the 40 Years of GS Edition Package.
Riding the R 1250 GS, I recalled that first trip through the Welsh mountains on the ’90s-era 1100. The performance improvements are night and day, with a huge increase in power but only a few pounds of additional weight. While the difference in acceleration is notable, the most pleasing aspect of the 1250’s engine is the abundant torque across the rev range. It allows for lazy short-shifting when relaxed riding is called for, or rewarding grunt when you feel like pushing the envelope.
At the heart of the model’s enduring appeal is its exceptional versatility.
The most telling improvement is the difference in handling and suspension. While older GS models responded begrudgingly to spirited inputs, our 1250 test bike, which was equipped with the optional Premium Package ($3,925) that includes Dynamic ESA, Ride Modes Pro, and a whole lot more, rolls out the red carpet. The latest version of BMW’s semi-active suspension setup now takes input from the IMU and automatically adjusts for various loads. The Telelever front end has always dulled meaningful feedback, but you can push the GS close to its limits with relaxed confidence. Chassis pitch is minimal and suspension compliance is phenomenal. It’s like riding on air.
BMW’s Atacama soft luggage is designed for long-distance adventure.
BMW made a few updates for 2021, starting with standard Integral ABS Pro. As before, the system is linked front to rear, so the hand lever actuates both front and rear brakes, but the brake pedal only actuates the rear brake. The ABS software has been updated to improve braking stability, and it works in conjunction with the IMU for better control on inclines. ABS Pro adapts to different on-and off-road conditions based on riding mode, with special settings in Enduro Pro and Dynamic Pro modes, and a more compact ABS unit is one pound lighter. Overall braking performance was excellent, whether riding solo or with the GS fully loaded and my wife riding pillion.
Solo or with a passenger, with or without luggage, on the road or off of it, the BMW R 1250 GS is an excellent all-around touring bike.
A new Eco riding mode takes advantage of the ShiftCam system to maximize range from the 5.3-gallon tank. All-around LED lights are standard, and a new adaptive headlight is available as an option, adjusting the sideward angle of the beam up to 35 degrees relative to lean angle to light up curves. Hill Start Control also comes as standard and was a useful addition in the traffic of hilly San Francisco. Just apply sharp pressure to either the brake lever or pedal at a stop, and the rear brake stays locked until you pull away. With optional HSC Pro (part of the Premium Package), the function can be customized to automatically activate when coming to a standstill on a gradient, and there are special settings for use in Enduro and Enduro Pro off-road modes.
Our test bike featured the 40 Years of GS Edition Package ($1,750), which is inspired by the “bumblebee” black-and-yellow paint scheme of the R 100 GS. In addition to yellow accents and special graphics, it has a gold handlebar with yellow handguards, yellow cylinder head covers, gold anodized cross-spoke wheels, and a stainless-steel luggage rack. Our test bike was further equipped with BMW’s side case carriers and Atacama soft side cases and luggage roll ($2,352).
Throttle-by-wire works with an IMU to enable a full suite of rider aids, comfort features, and optional equipment. Ride modes, semi-active suspension, cornering ABS, and lean-angle-sensitive traction control are all customizable. They can be selected and adjusted using the Multi-Controller wheel and other switches, with info displayed on the color TFT screen.
There certainly is a lot of newness to this latest GS, with all its sensors and settings, with its customizability and high-tech sophistication. But for someone like me, who has put more miles on more GSs in more places than I have on any other motorcycle, there’s a lot of familiarity too. Like the distinctive sound of the boxer Twin when it fires up. Or the feel of the engine when hard on the gas. Or the sensation of leaning into a turn, aided by those horizontal cylinders keeping the weight down low.
Wherever you’re headed, the GS will take you there.
Experience can’t help but color our opinions, as unbiased as we may try to be. So, if I’m honest, I’m more than a little partial to the big GS. Uncle Clive certainly started the fire all those years ago, but the embers were stoked over the course of thousands of miles in all sorts of conditions on three different continents. The GS has proven itself to me time and again, and this latest model is the most impressive yet.
Our 2021 BMW R 1250 GS 40 Years of GS Edition is also equipped with the Premium package, Light package, side carriers, and Atacama soft luggage, for an as-tested price of $26,071.
2021 BMW R 1250 GS Specs
Base Price: $17,995 Price as Tested: $26,071 (Premium & Lights Packages, 40 Years of GS Edition, side case carriers & luggage) Warranty: 3 yrs., 36,000 miles Website:bmwmotorcycles.com
ENGINE Type: Liquid-cooled, longitudinal opposed-Twin, DOHC w/ VVT, 4 valves per cyl. Displacement: 1,254cc Bore x Stroke: 102.5 x 76.0mm Compression Ratio: 12.5:1 Valve Insp. Interval: 6,000 miles Fuel Delivery: BMS-X EFI Lubrication System: Wet sump, 4.2 qt. cap. Transmission: 6-speed, hydraulically actuated wet clutch Final Drive: Shaft, 2.91:1
CHASSIS Frame: Tubular-steel bridge frame w/ engine as stressed member & Paralever cast aluminum single-sided swingarm Wheelbase: 59.6 in. Rake/Trail: 25.5 degrees/3.9 in. Seat Height: 33.5/34.3 in. Suspension, Front: Telelever w/ single shock, electronically adj. & 7.5 in. travel Rear: Single shock, electronically adj. & 7.9 in. travel Brakes, Front: Dual discs w/ 305mm floating rotors, opposed 4-piston calipers & linked ABS Rear: Single disc w/ 276mm rotor, 2-piston floating caliper & linked ABS Wheels, Front: Spoked tubeless, 3.0 x 19 in. (as tested) Rear: Spoked tubeless, 4.5 x 17 in. (as tested) Tires, Front: 120/70-R19 Rear: 170/60-R17 Wet Weight: 548 lbs. Load Capacity: 455 lbs. GVWR: 1,025 lbs.
Other returning models include CBR1000RR, Rebel 500/300
For its first new-product announcement of the calendar year, American Honda announces the return of several popular motorcycle models. Headlining this group is the Africa Twin adventure-touring platform, including the sporty standard version and the mile-gobbling Adventure Sports ES – both offered with either a manual gearbox or Honda’s advanced automatic Dual Clutch Transmission. The Africa Twin is back with a number of focused refinements aimed at improving the riding experience.
The other models included in the announcement – the agile CBR1000RR sport bike and the versatile Rebel 500 and 300 cruisers – are offered in new colors for 2022.
AFRICA TWIN
Since its 2016 reintroduction, the legendary Africa Twin adventure-touring platform has undergone steady improvements aimed at carrying out its “True Adventure” ethos, and that is once again the case for the 2022 model year. The sporting- and off-road performance-oriented standard version now comes with the same rear carrier as its more distance riding-oriented Adventure Sports ES sibling. Meanwhile, that version gets a shorter windscreen for improved visibility. Both Africa Twin versions are compatible with Apple CarPlay® and Android Auto, and both are available with either a manual gearbox or Honda’s advanced automatic Dual Clutch Transmission, which has a program change for 2022, delivering smoother shifting in the lower gears.
MSRP
Africa Twin Adventure Sports SE DCT: $17,999
Africa Twin Adventure Sports SE: $17,199
Africa Twin DCT: $15,199
Africa Twin: $14,399
Colors
Africa Twin Adventure Sports SE: Pearl White
Africa Twin: Grand Prix Red
CBR1000RR
Designed around a “Total Control” philosophy, Honda’s CBR1000RR has always prioritized cornering, acceleration and braking, a combination that has earned the bike legendary status. The model’s enviable racing legacy notwithstanding, this double-R version fills a new, value-dedicated role in Honda’s sport bike lineup, alongside the track-focused CBR1000RR-R Fireblade SP.
MSRP
CBR1000RR ABS: $16,799
CBR1000RR: $16,499
Color
Grand Prix Red
REBEL 500 / REBEL 300
The powersports industry’s most popular entry-level cruiser models by a wide margin, Honda’s Rebel 300 and Rebel 500 are responsible for introducing legions of new riders to motorcycling. That’s no surprise considering their combination of user-friendliness and stylish, minimalist design, including an iconic peanut fuel tank, LED lighting and blacked-out engine and components. They also offer unparalleled enjoyment, with a narrow frame, comfortable rider layout, nimble handling and available ABS. Riders can choose from an extensive lineup of Honda Accessories, or opt for the Rebel 500 ABS SE (offered in a new Matte Silver color for 2022), which takes the “Born Rebel” one step further by including select accessories preinstalled.
The Cold Start Off-Road Riding Clinic & Culinary Experience is being put together by the same folks who have delivered excellent rally coverage to us in the past.
Begin Press Release:
Raising a Glass to Adventure
A Culture-Infused Moto Experience Going Over Off-Road Basics in Baja California
Holiday celebrations are extending into the New Year, with a fresh event which combines a love of riding with a passion for food, drink and fascinating conversions. WESTx1000 has teamed up with several incredible partners, like Baja Bound Insurance, Lost in Baja, REV’IT and Skool of Moto, to put together The Cold Start Off-Road Riding Clinic & Culinary Experience taking place just south of the Mexican border. Early mornings, cold carburetors, hot coffee and the promise of fresh air and winding dirt roads to offer a little extra motivation. It’s a recipe for adventure. One which will be setting off February 4th, 2022, with the recipe book propped wide open. And in Baja California this dish is best served with a side of culture and a glass of wine.
The affair kicks off with an early welcome dinner prepared at the Lost in Baja headquarters. While Chef Garcia prepares the meal, the guests will warm up with a tasting courtesy of Finita Vinicola Winery and Aguas Mansas Artisanal Mezcal. Not to indulge too recklessly, lights will turn out early so all can rest for the coming two-day workshop. Whether turning their wheels off the pavement for the first time or sharpening skills they’ve already acquired, participants will be in wonderful hands. Donni Reddington is a trauma nurse by day and motorcycle instructor by “night” (well, also day). And she has a great team of a medics, sweeps and talented riders who’ll braap beside her throughout the event – notably GS Trophy Rider, big bike coach and moto maven, Jocelin Snow.
Satisfied by a homemade breakfast and a cup of SHIFT coffee, the class begins with an abilities course to prepare riders for the expedition ahead. A brief, but effective, sand intensive will split the first day before the group explores a mellow trail through mountains dividing the Pacific from the Valle de Guadalupe. To commemorate their achievements, famed chef and restauranteur Roberto Alcocer will host a small feast at his joint Dr. Pizza with a few complimentary beverages Transpeninsular Brewery to help wash it all down. Round Two will level up with a few more complex skills and a journey down an intermediate route in beautiful Ojos Negros – a famous stop along the Baja 1000 racecourse. Winding down after a long day behind their handlebars, the gang will gather yet again at one of Alcocer’s restaurants, however Mavla is fine dining meant to savor.
Although the ride comes to an end as the weekend closes, the final day of The Cold Start will be filled with freedom. And wine. An opportunity to wander the region and soak in all which has enchanted too few visitors, at least beyond Rosarito. Or if a whirlwind adventure through wine country seems more alluring, the organizers will have a shuttle ready to whisk guests away for multiple tastings in the Valle. To put icing on the cake, before the guests even arrive, REV’IT! is offering a generous 40% discount to participants upon registration, which is now open and ready to welcome you on an unforgettable motorcycle trip. Please email Kyra Sacdalan – [email protected] – to learn about the three packages [Full Send, Counterbalance & Coasting], to request a brochure or put your name on the entry list.
The Details…
When: February 4th – 8th, 2022
Where: Ensenada – Valle de Guadalupe – Ojos Negros
How: To register, make inquiries or request a full brochure with descriptions, suggestions and pricing email [email protected]
What:
2-Day off-road motorcycle clinic,
Level 1 & 2 guided dual-sport ride
Three nights and three days of culinary experiences
Optional wine tour through the Valle de Guadalupe
Notable:
Skilled motorcycle instruction from Skool of Moto
40% off discount from REV’IT! Motorcycle Gear
Professional photography captured by WESTx1000 and Wildfire Moto
Professional video filmed by DVL Film House
An entirely local menu, featuring only Mexican partners such as 2187, Dr. Pizza, Malva Restaurant, Boutique Gastronomica, Aguas Mansas, Finita Vinicola and Cerveceria Transpeninsular
Optional logistical assistance, rentals and shuttles within Baja
Deals & gifts though partners REV’IT!, Satelite del Norte, Kate’s Real Food, Rugged Radios, and more…
There are prerequisites, so please read the brochure carefully before reserving your spot
Bahmer was a founding member of a Triumph Club Austria, which helped shape the future of two-wheeled racing in the country. Following an active racing career which included several club championships, his love story with the sport continued, becoming a motorcycle tester and journalist.
The Spaniard, joined by Alex Rins (Team Suzuki Ecstar), Pedro Acosta (Red Bull KTM Ajo) and Albert Arenas (Aspar Team Moto2), is currently in Almeria for pre-season training and appears to be pushing the limits very early on in the year with Ducati’s Panigale V4S. In a video recorded by Arenas’ OnBoard camera, you can follow Martin around Circuito de Almeria as he looks to rediscover the speed that made him such a threat last season.
Graduating from the Asia Talent Cup, Aji made the move to Europe to compete in both the FIM CEV Moto3™ Championship and Red Bull Rookies Cup, where a string of impressive performances saw him handed a debut on the Grand Prix circuit, with the 17-year-old wildcarding at the Emilia Romagna GP in 2021. Injury denied him another appearance at Portimao, but he doesn’t have to wait much longer for that second opportunity on the World Championship stage as he has secured himself a full-time seat for the coming season.
A total of 123,530 motorcycles and OHVs were sold throughout 2021 in Australia according to the latest FCAI figures. This represents an increase of 13.4 per cent on 2020.
From what MCNews.com.au has been able to deduce, Honda lead the overall market ahead of Yamaha and Kawasaki.
Off road motorcycles recorded 43 per cent of overall sales with 53,118 units sold in 2021. This is an increase of 18.8 per cent on 2020 figures.
The two biggest selling off-road bikes were both Honda kids bikes, the CRF110F led the way convincingly ahead of the CRF50F.
Honda also shifted the most bikes overall in the off-road category ahead of Yamaha, Kawasaki, KTM and Suzuki.
Honda shifted thousands of CRF110F machines in 2021
When it came to the bigger bikes in the Enduro category it was Yamaha’s WR450F ahead of a quartet of KTM enduro bikes led by the 300cc two-stroke from the 350 EXC-F, 500 EXC-F and 450 EXC-F.
Yamaha also have the #1 spot in the Motocross category with the YZ250F ahead of Honda’s CRF450R and CRF250R.
Yamaha’s YZ250F was Australia’s top selling motocross bike in 2021
Road motorcycles were the next most popular segment, recording 37,270 units sold. This represents an increase of 6.8 per cent on 2020 figures and accounts for 30.17 per cent of all units sold in 2021.
Harley-Davidson’s Breakout is Australia’s biggest selling road bike outside of the NBC110 Honda used by Australia Post. It was Honda that topped the road bike category as a whole though ahead of Harley-Davidson, Yamaha and Kawasaki.
Honda’s CMX500 continues to be a huge winner and only missed out on top spot in the cruiser category to Harley’s Breakout by a handful of units
Honda’s learner legal CMX500 cruiser was the next biggest selling road bike ahead of Yamaha’s MT-07L and Suzuki’s DR650. Obviously that means that the DR650 topped the adventure-touring category, and it did that by a handy margin.
Suzuki’s DR650 continues to win the hearts, minds and wallets of Australian riders and was the biggest selling adventure-touring bike of 2021
The OHV segment of the market had growth of 13.9 per cent on 2020 figures. This amounts to a total of 28,321 units sold representing 22.92 per cent of the overall market. The Polaris Ranger 1000 topped the side-by-side market while the biggest selling ATV was Honda’s TRX520FM. Yamaha led the category overall though ahead of Honda and Polaris.
Scooters make up the smallest portion of the market with 4,821 new units sold. This represents 3.90 per cent of the overall market and is an increase of 8.1 per cent on sales in 2020. Honda’s NSC110 was Australia’s top selling scooter and Honda was the clear market leader when it came to scooter sales.
Motorcycle Sales Figures 2021 Australia
Total Motorcycle Sales in Australia (All categories including Road, Off-Road, Scooter and OHV)
2021 – 123,530 (Up 13.4%) 2020 – 108,926
Road Motorcycle Sales Australia
2021 – 37,270 (Up 6.8%) 2020 – 34,912
Off-Road Motorcycle Sales Australia
2021 – 53,118 (Up 18.8%) 2020 – 44,697
OHV (Quad-SSV) Sales Australia
2021 – 28,321 (Up by 13.9%) 2020 – 24,856
Scooter Sales Australia
2021 – 4812 (Up 8.1%) 2020 – 4461
Detailed sales data being held back
Unfortunately these are the only figures we now receive from the official sales audit. Historically we would be able to see brand by brand and model by model performances, but the FCAI aligned brands now hold their cards close to their chest and refuse to release detailed data which is why of late you have not seen the regular detailed motorcycle sales figures analysis by model segment and model that we generally brought to you each quarter on MCNews.com.au. New Zealand have a transparent mechanism with public reporting of registration data on a monthly basis but here it has all gone a bit secret squirrel.
It should be noted that some brands are not represented in the official audit figures in relation to motorcycle sales. Their reticence to release their figures to the audit body and be part of the FCAI seems to be the catalyst for the FCAI brands now releasing only very limited data, seemingly to not reveal any market intelligence to the brands not aligned with the FCAI.
Brands under the Urban Moto Imports group such as Royal Enfield, Benelli, MV Agusta, Segway and Rieju are not included in the FCAI audit.
Likewise, the likes of CFMOTO, Kymco, Sherco and Landboss that come under the stewardship of Mojo Motorcycles, are not included in the sales figures as these companies are not members of the Federal Chamber of Automotive Industries.
With the quoted 123,540 total sales in the Australian market not including sales from those brands the real figure is expected to be in excess of 150,000.
Off-road motorcycles recorded the biggest increases, up 18.8% to 53,118, representing 43% of overall sales.
Road motorcycles were the next most popular segment, up 6.8% to 37,270, accounting for 30.17% of the market.
The OHV segment grew 13.9% to 28,321, with a 22.92% market share.
Scooters make up the smallest portion of the market with 4821 sold, representing 3.90% of the overall market and an increase of 8.1%.
Off-road push
FCAI Chief Executive Tony Weber said that in the context of pandemic restrictions limiting access to showrooms, the new motorcycle, scooter and OHV market in Australia remains positive.
Tony Weber
“The pandemic has meant less access to showrooms for consumers. Despite this, all sectors of the motorcycle and OHV market recorded growth throughout 2021. This demonstrates the quality of product that manufacturers are sending to Australia,” Tony says.
The FCAI is urging governments to take note of the large off-road motorcycle sector which is a widely used form of recreation.
“More and more Australians are using off-road motorcycles to increase their physical fitness, as a form of mental wellbeing and as a way of experiencing the Australian bush.
“It is important for politicians at all levels to be cognisant of this and to set aside appropriate land for it.”
With congestion a perennial problem for all of Australia’s capital cities and major centres, road motorcycles and scooters should be seen as tools to help ease the load on Australia’s transport systems he says.
“Traffic is a major issue across Australia. Getting more commuters onto motorcycles and scooters will help to reduce congestion and increase traffic flow.
“We are encouraging Governments to consider how they can motivate commuters to use motorcycles and scooters as safe, practical and efficient ways of getting around our cities and urban centres.”
FCAI figures
It should be noted that the official FCAI figures don’t necessarily mean a lot these days.
The supposed “peak body for the automotive industry in Australia” now represents a dwindling number of importers who pay to be members.
While several manufacturers who are not members may be minor players, CFMoto is not included and it is most likely in the top 10 sellers in Australia.
Plus scooter sales are possibly much higher as most scooters sold are 50cc models from Asian manufacturers who are not FCAI members and therefore not included in the figures.
The figures now only provide the breakdown in classes (road, off-road, OHV and scooters) and do not include the top 10 sellers in each category such as sports bikes, enduro, tourers, cruisers, learners, etc.
So riders now have no idea how their brand, model and category is performing which used to be a good indicator of resale value.
The figures used to include a list of the top sellers by manufacturer, but now riders have no indication of which manufacturers might be desperate for sales and offer discounts.
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, and both are available with either a manual gearbox or Honda’s advanced automatic Dual Clutch Transmission, which has a program change for 2022, delivering smoother shifting in the lower gears.
