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2021 Aprilia RS660 Review | Motorcycle Test

Aprilia RS660 Test by Adam Child

We’re told the supersport market is dead, and yes, sales show a monumental decline in this class over the last two decades, but these exciting, dedicated track bikes are simply that, race bikes, with high revving engines and radical riding positions that can be hard work for everyday use on the road. But despite its supersport styling, Aprilia’s RS660 wasn’t designed for the track; this is a comfortable and unintimidating road bike with a typically Aprilia sporting edge.

2021 Aprilia RS660 Review

The RS660 is powered by a parallel twin with a 270-degree crank, which is essentially the front half of the RSV4. But although the RS660 is an ‘entry-level’ bike for Aprilia, and is designed for a young and inexperienced audience, it’s neither bland nor dull – the opposite in fact – and sports even more rider aids than Aprilia’s flagship superbike RSV4. Cornering ABS, multiple track and rider modes, traction and wheel control, an up-and-down quick-shifter, even cruise control make for a world class array of electronic aids on a 100 horsepower sub $20,000 bike.

Does it handle?

It has a short wheelbase at just 169 kg dry or 183 kg with fuel it is light, there’s adjustable suspension, a wide 180-section rear hoop, and that purple and red colour scheme is somewhat reminiscent of the legendary two-stroke RS250. If you don’t know what that is ask a grown up.

The seat has some padding, the bars are relatively high and wide, the ergonomics are comfortable and the pegs are relatively low. Not what I was expecting. The parallel twin is a road bike first and foremost, but one that can also be taken to the track.

2021 Aprilia RS660 Review

The steering is light, which is exaggerated by the wide bars. It’s fun, yet stable, giving you the option to steer into the corner, or hang off the inside, knee on the deck. It is user friendly and welcoming, you just jump on and ride, safe in the knowledge you have excellent rider aids at hand, should you get in a little too hot.

Kayaba 43 mm forks are fully adjustable and were flawless on the road test. The rear unit is also adjustable (aside from compression), and even at a sharp road pace is hard to fault. Arguably it doesn’t have the plush ‘top-level’ feel of quality Öhlins units or similar and I’m sure you’ll need a little more support on track with race tyres. But, overall, it’s an easy handling road bike. I’m sure a more purpose track version will be coming soon……

Standard radial Brembo stoppers with braided lines and radial master cylinder are more than up for the job, especially when you consider the bike’s lack of weight. When stopping 183 kg from a top speed of around 230 km/h, you don’t need the most expensive race-spec Brembo stoppers. The feel is excellent, even the back brake, and the cornering ABS isn’t intrusive on the road.

Interestingly, you have three levels of ABS. The most intrusive is cornering ABS front and rear, mode two is similar but less intrusive, and mode one is conventional ABS on the front, not cornering ABS and no ABS on the rear, which in experienced hands with the standard slipper clutch allows you back into corners for fun.

2021 Aprilia RS660 Review
Is it quick?

What Aprilia has done is essentially use their RSV4 as a base, chopping the V4 engine in half to produce a parallel twin. The bore size is the same as the RSV4 1100, but the stroke is up to 63.93 mm, not the 52.3 mm of the V-Four.

The twin-cylinder DOHC engine produces a respectable 100 horsepower at 10,500 rpm and 67 Nm at 8500 rpm, that is more torque than a Yamaha R6 or Honda CBR650R. The little twin will bounce off the rev limiter at 11,500 rpm but with a race kit will rev on for another 1000 rpm. But this isn’t a race engine; 80 per cent of the torque is available from as low as 4000rpm, and 90 per cent of the twist is available from 6250rpm.

You don’t simply magically cut the V4 in half. There’s a new clutch, a new intake system, a new cylinder head, new 48 mm throttle bodies… this is an entirely new engine, albeit one that leans on the experience and knowledge gained from the V4. Aprilia has made the engine run smoother, with a new counter-weighted 270-degree crankshaft. The engine is a structural part of the bike, too, the swing-arm bolts directly to the rear of the crankcases.

2021 Aprilia RS660 Review

The 270-degree crank gives the RS660 a distinctive exhaust tone, very much like a slow revving RSV4. It doesn’t sound like a Kawasaki Z650 (with its 180-degree crank), the Aprilia is much smoother. The light, one-piece, 6.2 kg exhaust consists of one silencer per cylinder plus a cat’ exhaust/collector box, which then exits on either side of the rear tyre. The two jutting exhausts not only gives the 660 a rare sound but also a distinguishing symmetrical look. A tickle of the ride-by-wire throttle allows the revs to dart up the full colour TFT digital dash. The revs build fluently, quicker than I was expecting, and for a standard exhaust, the system adds a little spirit to the RS660 experience.

There are five riding modes to opt from: three for the road – Commute, Dynamic and Individual – and two for the track – Challenge and Track Attack. Each mode changes the engine character, feeling and the multiple rider aids, including traction and wheelie control, cornering ABS, engine brake assist, while the-up-and-down quick-shifter which comes as standard is the same in all modes. Again, you can change and personalise each mode if you wish. It’s simple and intuitive, the new switchgear makes it easier than ever.

To start I opted for the commute mode, with the fuelling set to three, the kindest setting. The fuelling was perfect. Aprilia has a world-class fuelling team, throttle response is always perfect, which is particularly impressive for a parallel twin. Again, like the premium RSV4 1100, the quick-shifter is perfect too, both up and down.

2021 Aprilia RS660 Review

As we headed into the Alps it was time to flick from Commute mode to Dynamic, which automatically changes the engine character and response, and lessens the intrusion of rider aids. The response is a little sharper, especially from a closed to an open throttle. It’s not snatchy, the fuelling is again excellent. Power is relatively linear and you can short-shift on the rapid quick-shifter and still make progress.

There’s a little boost around 7500 rpm, and the modest twin loves to rev to the limiter at 11,500 rpm. It’s so entertaining to thrash, tapping up and down the quick-shifter with the clutch redundant, excellent rider aids and cornering ABS on hand if the road surface should unexpectedly change.

Then, for sheer (and immature) amusement, I switched into the Individual mode, which I’d previously pre-set for no traction control, no anti-wheelie, power on the most aggressive mode, engine braking down to one, and ABS set to one, which means only conventional ABS on the front, not cornering ABS and no ABS on the rear.

2021 Aprilia RS660 Review

The RS660 will wheelie in the first two gears with some encouragement from the clutch. It’s a great engine to stir, and thankfully, when you look down at the full colour TFT dash, you’re not doubling the speed limit and facing a jail sentence. The RS660 is reasonably quick, I’d estimate top speed is around 230 km/h, but unlike a RSV4 it’s not scary on the road, dare we say even practical.

The new parallel twin is frugal on fuel. Aprilia quote 4.89l-100km, but on a steady ride in the afternoon I managed 4.15l-100km, which gives a possible tank range (15L tank) of over 321km. Four hours in the saddle wouldn’t be heartbreak either, because the ergonomics are roomy for this type of bike, with pegs lower than the RSV4 and the bars that are wide.

The bodywork is also impressive; the screen is almost a double bubble TT style screen, making it straightforward to get tucked in at speed, and at motorway cruising speeds does a half-decent job of wind protection.

120 km/h equates to around 6000 rpm and, while there are a few vibrations felt from the pegs and a little from the bar ends as the speed and revs increase, it’s nothing unpleasant. Aprilia even offers a tail pack and a tank bag as optional extras, and I’d happily take on some serious miles on the RS660 and even use the cruise control.

2021 Aprilia RS660 Review
Gadgets to keep the youngsters happy

Rider aids aren’t really needed on a 100 horsepower middleweight already furnished with a first-rate chassis and tyres. But you have to remember the young audience which Aprilia is attracting, and for more experienced riders they can to de-activated even on the move.

At your finger tips are multiple rider modes, eight-stage traction control, wheelie control, engine brake assist plus cornering ABS and conventional ABS. Additionally, you have cruise control and an up-and-down quick-shifter. The modes are straightforward to change on the fly, and you can even de-active the traction and wheelie control.

The array of rider aids is impressive, but I favor the thumb and finger traction control toggle switches on the RSV4 Factory. Furthermore, the RS’s rider aids aren’t displayed on the main menu whilst riding. The rider modes are clear but you can’t, for example, glance down and see how much TC you’re running – that info is within a sub-menu.

Got to let a twin sing….

There are the typical accessories from Akrapovic, including a full exhaust. There is also additional software available which means you can flick over to a race shift, and have access to a pit lane limiter. Away from the racetrack, there is a comfortable seat, USB socket, luggage… even a larger fairing and Bluetooth connectivity.

Yep, you could probably tour on it too…
2020 Aprilia RS660 Verdict

I’m impressed with Aprilia’s new RS660. A usable, friendly, road-going sports bike overloaded with rider aids and just about affordable, just. The versatile engine that should not get you into too much difficulty and there is the safety net of top level rider aids.

It sounds great, has character, is eye-catching, and is desirable.

Aprilia has possibly gone a little overboard on the rider aids, and the suspension may need an upgrade for some serious racing/track action – but I’m sure there will be a sportier version in the pipeline soon. I can wait to try it on track. A multitalented, entertaining, attractive bike for the inexperienced and experienced alike – top work Aprilia

2021 Aprilia RS660 Review

Aprilia RS660 Specifications

Aprilia RS660 Specifications
Engine 659 cc four-stroke, parallel-twin, 270-degree
Bore x Stroke 81 x 63.93 mm
Compression Ratio 13.5:1
Claimed Power 100 hp (73.5 kW) at 10,500 rpm
Claimed Torque 67 Nm at 8500 rpm
Induction 2 x 48 mm EFI throttle bodies. RbW
Gears Six, AQS Aprilia Quick Shift
Clutch Wet, multi-plate, slipper
Frame Aluminium dual beam chassis with removable seat support subframe
Forks Kayaba 41-mm forks, aluminium radial calliper mounting bracket. Adjustable spring preload and rebound damping. 120 mm wheel travel.
Shock Aluminium asymmetric swingarm. Adjustable monoshock in spring reload, rebound. 130 mm wheel travel.
Tyres 120/70-17 (F), 180/55-17 (R)
Front Brakes Front ABS: double disc, diameter 320 mm, Brembo radial callipers with four Ø32-mm opposing pistons. Radial pump and metal braided brake hose.
Rear Brake Ø220-mm disc; Brembo calliper with two Ø34-mm separate pistons. Pump with integrated tank and metal braided hose
Electronics Six-axis inertial platform, APRC package containing ATC (traction control), AWC (wheelie control), AEB (engine braking), AEM (engine maps) and ACC (cruise control). 5 Riding modes (Road and Track, 3 fixed and 2 customisable)
Instrumentation Full-colour TFT
Dry Weight 169 kg (TBC)
Kerb Weight 183 kg (TBC)
Seat Height 815 mm (TBC)
Wheelbase 1370 mm
Rake / Trail 24.1 degrees / 104.6 mm
Fuel Capacity 15 litres
Service Intervals /
Warranty /
Available March-April 2021
Price Approx $18,500 to $19,000 Ride Away TBC
2021 Aprilia RS660 Review

Aprilia RS660 Images

Source: MCNews.com.au

BMW R 18 Review | BMW’s new cruiser ridden

BMW R 18 Motorcycle Test by Adam ‘Chad’ Child

Considering this is a standard production bike, it’s stunning. It looks like it’s just rolled out of a museum. Adam head to Germany to discover it performs as well as it looks.

$26,890 +ORC is the price of base admission

1802 cc / 110 cubic inch Boxer Twin
1802 cc / 110 cubic inch Boxer Twin

The R 18’s engine starts with a charismatic rock, and if you have never ridden an opposed twin before, it may take you by surprise. Each blip of the throttle pushes the bike to the left. I celebrate this quirkiness. At tick-over, around 900rpm, displayed on a digital clock, the ’bar-ends dance around while the instruments vibrate slightly. This only adds to its appeal. It has character, something not all BMWs are gifted with.

BMW R 18 Instrumentation
BMW R 18 Instrumentation

It’s a striking bike in the flesh; a work of art clearly inspired by BMW’s early boxer machines from the ’20s and ’30s, like the R 32 and R 5. Elements of it are almost Art Deco, like the R 7 prototype from 1934. It doesn’t scream at you like a modern sportsbike, it’s not covered in lavish chrome like a Harley, and it doesn’t need neon lights and music like a Honda Goldwing. The R 18 is unique and clearly a BMW. Remove the badge, and you’d still know it was a BMW. Uneducated admirers could even mistakenly think it was a true classic.

BMW leaned heavily on their history when designing the R 18
BMW leaned heavily on their history when designing the R 18

Like the original R 5, the R 18’s now-modern frame blends into the swing-arm to give the sense it’s a traditional hardtail.

Exposed nickel-plated shaft-drive
Exposed nickel-plated shaft-drive

The fishtail exhausts mirror the R 5’s from 1936, and the exposed nickel-plated shaft-drive is lovely.

Fishtail exhausts mirror the R5’s from 1936
Fishtail exhausts mirror the R5’s from 1936

Even the little manual chrome lever which activates a reverse gear is neatly tucked away (it’s an optional extra). The centrally-mounted clocks have ‘Berlin Built’ inscribed on the dials, and the double pinstriping appears to be entirely hand-painted. Everywhere you look, the R 18 looks like a one-off special, and not a mass-produced bike just wheeled off the production line.

Attention to detail is impressiveIt is a wonderful paradox. It looks classical, yet has up-to-date clocks, LED lights, modern suspension, and rider aids, like ABS and traction control. Obviously the gigantic air-cooled 1802cc boxer is the lynch-pin which holds the design together and gives the R 18 its distinctive image and unmistakeable genetics. I actually can’t remember the last time an engine took centre stage on a motorcycle.

BMW R 18 makes 158 Nm of torque at 3000 rpm
BMW R 18 makes 158 Nm of torque at 3000 rpm

You just cannot hide that colossal boxer engine. Each cylinder has a 107.1mm bore, with pistons as large as my hand. The engine, including the gearbox and intake system, weighs 110.8 kg. That’s like a big, beefy bloke hung in the frame. And it’s an 1802cc air-cooled engine, so peak power and torque are way down in the rev range.

Peak horsepower is 91 hp at just 4750 rpm, and the huge 116.5 ft-lb (157.9 Nm) of torque is at 3000 rpm. So it’s barely ticking over. The last time an engine created this much torque it was powering tank-tracks. This is the most powerful boxer engine ever used in a motorcycle, and even between 2000-3000 rpm it is producing more than 110 ft-lb (149 Nm) of torque. 

The Big Boxer engine is the star of the show
The Big Boxer engine is the star of the show

But as impressive as the torque and power are, they are still considerably less than Triumph’s Rocket III, and it’s down on horses compared to Ducati’s Diavel.

When you throw a leg over the relatively low seat and sit down, you’re immediately captivated by the engine, like a cheery drunk to his favourite happy hour. Each protruding cylinder head is almost visually overwhelming, and it’s rather strange to see so much engine while seated on the bike.

The visual presence of the engine is also seen and felt from the cockpit
The visual presence of the engine is also seen and felt from the cockpit

It’s also a tad lop-sided. The right cylinder is set closer to the rider because it sits further back on the crank, which runs down the centreline of the bike. When your feet are on the mid-way pegs, your shins are close to the huge cylinders, and you can feel their heat in traffic.

BMW R 18

This was a blessing in Germany. The pots dried out my wet boots and jeans after a downpour. At one stop, I discovered the cylinders are also large enough to rest a coffee on. They even dry your gloves remarkably well.

It will be interesting to see how much heat is generated in the middle of summer when you’re stuck in traffic. Your right foot, covering the back brake, is almost directly underneath the cylinder. It’s not annoying, just quirky, which only adds to the appeal of the R 18.

BMW R 18 tips the scales at 345 kgIt’s a shame the fish-tail twin-exhausts don’t sound as good as they look. There is a little bark when you start up the big motor, but after that, it’s all a little muted. I know BMW must conform to Euro 5, and on large throttle openings there is a rumble. But from such a large, charismatic engine I was hoping for a little more.

I don’t want it to be annoying, like an American V-twin with straight pipes which starts car alarms, but just something would be nice. Maybe the odd pop on overrun. It’s like watching football on the TV during Covid. There’s just no noise or atmosphere.

Some aftermarket pipes should be on your shopping list to add some aural pleasure to the ride
Some aftermarket pipes should be on your shopping list to add some aural pleasure to the ride

The power is effortless, the fuelling is excellent, and you can really feel the disparity in the power modes, Rain, Roll, and Rock – no, I’m not joking. That’s what the modes have been named.

As you’d expect, all the work is low in the rev range; just tickle the throttle for progressive acceleration. You don’t really need to pass 3000 rpm.

The Big Boxer delivers effortless grunt
The Big Boxer delivers effortless grunt

Peak power is at 4750 rpm, but then it tails off to find a soft rev limiter just after 5500 rpm. It does get a little vibey in the last quarter of the rev range, noticeably above 4000 rpm, but if you’re revving it that hard, you’re not really riding the big boxer how it was designed to be ridden.

The best way is to simply short shift and ride the torque. The gearbox is smooth, but for me it feels like it needed a heel-and-toe gearshift and footboards (which are optional), rather than the standard pegs and gear lever.

Seat height is a low 690 mm
Seat height is a low 690 mm

The revs noticeably drop when you change from fifth to sixth gear. It will gladly pull from just over 1200 rpm in top but usually, at town speed, I was back to fifth. Sixth gear is noticeably tall, which is perfect for cruising.

On the motorway at 100 km/h, the big girl is plodding along at 2200 rpm. At 120 km/h, revs increase a little to 2500 rpm, and it’s really effortless and smooth. Once you push on a little to 140 km/h and above, it’s revving closer to 3000 rpm and the vibrations are more noticeable. And it’s a shame the R 18 doesn’t have cruise-control as standard, which is what I’d expect from this type of bike.

Cruise control would be nice
Cruise control would be nice

Each cylinder is a vast lump of metal, with the aerodynamic coefficient of a London bus. And let’s not forget about the weight, so it should be horrendous on fuel. But since it revs so slowly, like a tug boat, it’s actually not that bad with BMW claiming just over 21 km/litre. On our 280km-long ride, a mixture of motorways and mountain passes south of Munich, I managed 23 km/litre. In theory, you can expect over 320 km before needing to fill up, though in fact it’s closer to 210-220 km before the fuel light starts to shine.

16 litre fuel cell provides a decent touring range
16 litre fuel cell provides a decent touring range

Personally, especially on a cruiser, I favour a fuel gauge or range indicator so I know how much fuel is remaining on each journey. I much prefer to start planning for a re-fuel, rather than panicking when the light comes on. Plus, I dislike getting fully kitted up and ready, and starting the ride, only to see the fuel light after a few kilometres. And while I’m having a gripe, the ignition is keyless, but the fuel cap and steering lock are not, so you still have to carry a key, which totally defeats the object of having a keyless ignition.

That engine certainly has some presence, but it needs some pipes to back it up vocally
That engine certainly has some presence, but it needs some pipes to back it up vocally

There is no getting away from the fact this is a 345 kg bike. A fully-dressed Goldwing is 381 kg; add the rider and we’re easily over 400 kg on the R 18. That is what cows weigh. Some bikes hide their weight once they’re moving, and the BMW does this, feeling far lighter than it is. But those huge protruding cylinders and the rocking motion between gear changes are a constant reminder of the bike’s size.

You’re always aware you’re on a large bike. The weight is low, but unlike an American V-twin, you can actually see the engine and think about that weight before attempting a roundabout at speed. On every ride, you always have the bike’s weight in the back of your mind.

The engine always commands your attention
The engine always commands your attention

The relatively basic set-up is impressive. The forks don’t dive or buckle, the shock and ride are impressive – it feels like the font is communicating with the rear and vice-versa. Some big cruisers feel like the front was designed by one team and the rear by another, or they thought about the looks and chrome, but left the handling for Friday afternoon drinks in the pub. The BMW designers never went to the pub until it was finished. This is a bike clearly designed from the ground up.

Adam was pretty impressed with the handling
Adam was pretty impressed with the handling

Rather than steer into corners, it rolls in. You roll the bike over its large front wheel and onto its side. It’s easy to deck the pegs, which are hinged and not fixed. But even when the pegs throw a rooster-tail of sparks it doesn’t feel like the BMW is on the limit and wanting to head straight on.

BMW R 18 handling is impressive for this style of machine
BMW R 18 handling is impressive for this style of machine

Over longer periods in the saddle, the set-up did feel a bit on the firm side, which I guess is the pay-off for having suspension that doesn’t wallow and force the bike wide when ridden with the faintest bit of aggression.

The riding position is comfortable, the ’bars not too wide, and the vibrations are apparent but not annoying in any way, though I did have numb-bum after a full day in the saddle. Again, I might be reaching for a plusher aftermarket seat in the accessories catalogue before embarking on any serious long-distance touring.

A plethora of optional saddles are available
A plethora of optional saddles are available

Trying to stop a cow from 160km/h is asking a lot of the twin 300 mm discs and four-piston calipers. The front brake-lever activates the front brake only, but the rear is linked to the front, which gives the sensation of a strong rear brake. Even under heavy use, they didn’t show any sign of fade. The lever is adjustable and there’s a nice feel to it. The ABS comes as standard, isn’t too intrusive on the front, but it’s relatively easy to get the rear ABS activating, especially in the wet.

Unusually for BMW, the ABS is not lean-sensitive, and while you could argue cornering ABS isn’t required on a low revving cruiser, on such a large and heavy bike, it would certainly be welcome. By me, at least. There is nothing wrong with the conventional ABS, but other large, premium BMWs do come with cornering ABS as standard. I guess it all depends on what you are used to.

BMW R 18
BMW R 18

Because there is so much compression from the huge engine, BMW has fitted an engine-braking management system (MSR), which prevents the rear from locking up during fast down-changes. At times you can feel this working, reducing the engine braking, giving it a two-stroke feel as the bike carries speed into corners. Once or twice this caught me out slightly, as the bike rolled into a turn a little quicker than expected without the engine braking. This is certainly favourable to locking up the rear.

A bit over $31,000 AUD Ride Away is a fair swag of money for a single-seat cruiser which doesn’t have cruise control. But given the accessories list is so appetising, few models will leave a BMW showroom in standard trim.

On the other hand, the price is certainly justified in the quality, appeal, and desirability of the new R 18. Not only are you buying into the high-end BMW brand, but this is a completely new and unique model for 2020 – and it’s a lot of bike for your buck.

Nobody would ever mistake the BMW for a Harley that's for sure
Nobody would ever mistake the BMW for a Harley that’s for sure

I think it’s priced competitively for today’s market. It’s a hard one to call as you could argue the R 18 doesn’t have any direct competition, but when sports bikes are pushing $50,000 and BMW’s own K 1600 B is more expensive than the R 18, I think its price is in the ballpark.

Rider aids and extra equipment/accessories

Clearly the marketing team named the rider modes Rain, Rock, and Roll, which translate roughly to rain, road, and sporty. The rider aids only change the engine performance and character, and do not alter the standard traction control or ABS. There is a noticeable step in the throttle response and power between the modes. Rain is very soft and lethargic, whereas the Rock mode is responsive and direct, but not too sharp, which is a mistake some manufacturers make. In the wet or when grip is reduced, Rain mode is beneficial and not just a gimmick. With so much power and torque it’s easy to lose traction.

The different power modes give the bike very different personas
The different power modes give the bike very different personas

The standard traction control is switchable on the move and will obviously prevent any major slides or wheelspin, but again, like the braking, it isn’t lean-sensitive and is relatively basic. Yes, it works, and the reintroduction of the power is soft, which means once the rear starts to spin, it shouldn’t spin again when the power comes back on-line. However, shouldn’t we expect lean-sensitive traction control from a premium BMW?

Neither the ABS or traction control systems include lean angle sensitivity
Neither the ABS or traction control systems include lean angle sensitivity

As you’d expect the list of accessories is huge and designed and built in partnership with legendary players like Roland Sands and Vance & Hines. The R 18 is really a blank canvas for your imagination to run wild.

I left my trip to Germany thinking: heel-and-toe lever and foot-boards, V&H pipework, relaxed ’bars, and a pillion seat. The ‘hipster’ clothing matches the high-end finish to the accessories. Some may sneer at the marketing and image, but BMW has cleverly created an altogether stunning bike, which can be easily modified and personalised, and very few models will leave showrooms standard. In my shopping list, I’d also include the heated grips, reverse gear, and hill-start, which are all optional extras.


The R 18 is so different from anything else on the market, BMW has to be congratulated on producing a model so close to the original R 5. It has entered the interesting cruiser market with a huge Boxer statement, and on looks alone it is on a winner. It’s a 2020 model dressed for the 1920s and 1930s. It’s elegant, like a metal sculpture, and it doesn’t appear to be a standard production bike, but rather a hand-built custom from bike builders with rolled-up jeans and beards.

BMW leaned heavily on their history when designing the R 18
BMW leaned heavily on their history when designing the R 18

The dramatic Boxer engine holds the design together and delivers some real-world performance, and for a big bike, it will go around corners scraping its pegs all day long. Yes, it’s heavy, yes, it rocks from side to side and vibrates at high revs, but that is what I want… some soul. When you buy a 1802cc Boxer you want it to feel like a big bike.

The most powerful two-cylinder boxer engine ever used in a production motorcycle, with a displacement of 1802cc. Peak power, 91 hp @4750rpm and torque 158Nm @3000rpm

The finishing touches, like the exposed shaft-drive, are lovely, which means I can forgive my personal niggles like the lack of a fuel range/gauge, no keyless fuel cap, and no cruise control.

The big boxer including gearbox and intake system tops the scales at 110.8 kg, and the quoted weight is 345kg. That is even heavier than Triumph’s huge Rocket.

This is BMW’s first venture into the cruiser market for some time and it’s done a remarkable job, which should have the competition worried.

The accessories list is huge and very dramatic, designed in partnership between BMW and Roland Sands, Vance and Hines, and Mustang seats. These include luggage, engine covers, and clothing (as expected), but also Ape bars and a range of larger 21-inch front wheels.

BMW R 18 Specifications

BMW R 18 Specifications
Engine 1802 cc / 110 cui Boxer Twin
Bore/stroke 107.1 mm/100 mm
Power 67 kW/91 hp @ 4,750 rpm
Torque 158 Nm @ 3,000 rpm
Type Air/water-cooled 2-cylinder 4-stroke boxer engine
Compression/fuel 9.6:1 / premium unleaded (95-98 RON)
Valve/accelerator actuation OHV
Valves per cylinder 4
Intake/outlet 41.2 mm / 35.0 mm
Throttle valves 48 mm
Engine control BMS-O
Emissions Closed-loop 3-way catalytic converter, EU5 exhaust standard
Electrical system
Alternator 600W
Battery 12/26 V/Ah  maintenance-free
Headlight LED low beam with projection module LED high beam with projection module
Starter 1.5 kW
Clutch Hydraulically activated single-disc dry clutch
Gearbox Constant-mesh 6-speed gearbox
Primary ratio 1.16
I 2,438
II 1,696
III 1,296
IV 1,065
V 0,903
VI 0,784
Drive Type Shaft
Final Drive 3.091
Frame construction type Double-loop steel tube frame
Front wheel control Telescopic fork, fork tube Ø 49 mm
Rear wheel control Cantilever
Total spring travel, front/rear 120 mm / 90 mm
Wheel castor 150.0 mm
Wheelbase 1,731 mm
Steering head angle 57.3 °
front Twin disc brake Ø 300 mm
rear Single disc brake Ø 300 mm
ABS BMW Motorrad Integral ABS (part-integral)
Type Spoked
Front Wheel 3.5 x 19”
Rear Wheel 5.0 x 16”
Front Tyres 120/70 R 19 or B 19 (manufacturer-dependent)
Rear Tyres 180/65 B 16
Total length 2,440 mm
Total width with mirrors 964 mm
Seat height 690 mm
DIN unladen weight, road ready 345 kg
Permitted total weight 560 kg
Fuel tank capacity 16 L
Fuel consumption (WMTC) 5.6 l/100 km
0‒100 km/h 4.8 s
Top speed 180 km/h
MLP From $26,890 +ORC

Source: MCNews.com.au

Ultimate Super Naked Group Track Test Comparo

Motorcycle comparison by Adam Child ‘Chad’
Images by Fabio Grasso

Nearly 1000 horsepower and $200,000 worth of unfaired machinery at our disposal
Super naked group test – Which machine will come out on top?

To help us find a winner we recruited Pirelli, who not only provided us with control tyres for the road and track, but also the use of their stunning Pergusa race track in Sicily. Pergusa is a former World Superbike track, very fast with long straights and is nearly five-kilometres in length. But we’re not just focusing on laps times, we’ll cover around 350-kilometres on the stunning roads around Mount Etna. Furthermore we will weigh and dyno each bike. Two days on track, one day on the road, plus dyno and detailed track analysis – this really is the ultimate super-naked group test.

Pirelli put their support behind the comparison

The super-naked market is booming with an onslaught of new models for 2020. We’ve selected the ultimates, the most desirable, the fastest and most powerful, where money is no object: the MV Brutale 1000RR, Ducati Streetfighter V4S, Aprilia Tuono V4 1100 Factory, KTM Super Duke 1290R, and Kawasaki ZH2.

1st position: Ducati Streetfighter V4S

Claimed Power/Torque – 208 hp / 123 Nm
Measured Power/Torque – 175.9 hp / 110 Nm
Tested Weight (Empty Tank) – 178 kg
MLP – $33,900 Ride Away

Our GPS data clearly shows the Ducati’s dominance on track. The Bologna bullet was nearly a second quicker than its closest rival, the Tuono; 2.5-seconds faster than the KTM Super Duke, and it kicks sand in the face of the road biased Kawasaki by a massive 8-seconds. After previously sampling the Ducati on track I knew it was fast, but I didn’t think it would be that far ahead.

Ducati Streetfighter V4S

Looking at acceleration it was again another easy victory for the Ducati with only the supercharged Kawasaki getting close. And finally, its lean angle (53.3 degrees) was huge, another gold star for the Duke with only the KTM getting close.

On the dyno the Ducati and MV both recorded 175 hp, but the Ducati backs it up with far more torque than the MV, as you’d expect with a larger capacity V4.

Ducati Streetfighter V4S – Moto GP inspired Desmosedici Stradale 90 V4, 1103cc

We weighed every bike on Pirelli’s scales and the Ducati came out the lightest (178 kg) 11 kg less than the KTM and a whopping 52 kg lighter than the Kawasaki.

Super Naked comparison

On track you feel that power difference, it is so fast. When the KTM and Aprilia run out of puff the Ducati just keeps revving for another 2000 rpm and more. It is almost like comparing a Superbike to a standard model.

The brakes are also extraordinarily strong. The Ducati was the best on the stoppers, you can hold the lever up to the apex thanks to brilliant ABS. Electronics on the way out of the corners are equally inspiring and, despite that excessive power, you can trust the electronics and the grip generated by the Pirelli slick to generate immense drive.

Ducati Streetfighter V4S braking power and electronics are phenomenal

If I had to find a fault, however, the Ducati is the trickiest bike to ride fast purely because it’s just so physical. You’re sat high in the wind bracing yourself against a 250 km/h wind blast. After five laps I was beat, whereas on the KTM I could have kept going all afternoon. The quick-shifter is also very sensitive and I did miss the odd gear on occasion.

Ducati Streetfighter V4S

Each bike is good at one or two characteristics: handling is the KTM’s forté, power and drive the Kawasaki’s, fuelling and ride quality belong to the Aprilia, racy stance and revs the MV’s. But equally they all have flaws like poor ABS or too much weight. On track the Ducati scored highly across the board, and had few faults aside from the pure physical challenge of riding a superbike with no bodywork.

2nd position: Aprilia Tuono V4 1100 Factory

Claimed Power/Torque – 175 hp / 121 Nm
Measured Power/Torque – 157 hp / 111 Nm
Tested Weight (Empty Tank) – 186kg
MLP – $27,990 +ORC – $29,890 Ride Away

I mistakenly thought the Aprilia would be outclassed. It was updated in 2019, with new semi-active suspension from Öhlins, but it is essentially the 2015 bike. On the dyno the Aprilia recorded a true 157 hp, which isn’t terrible, but well down on the competition. I thought it would struggle, especially at the track – but I was very mistaken.

Aprilia Tuono V4 1100 Factory

The fuelling is superb, the best of the bunch, which allows you to dial in the power with accuracy. The clutchless gear changes are also perfect, again the best of the group. The sound, the way the V4 revs, lovely – like a fine wine the Tuono has matured into an exceptional super naked.

When you push for a lap time, the Aprilia is hard to criticise. The braking is consistent, and you wouldn’t know it has ABS. Even when braking devilishly late the Brembo stoppers show no sign of fading.

1077cc V-Four

Corner speed is exciting, ground clearance isn’t an issue and the wide, relaxed riding position allows you to throw the bike around with ease. The chassis is superb, the feedback forensic, and only the KTM Super Duke has more accurate steering. I didn’t think the Aprilia would be this good, but it was far easier than the MV and Ducati V4s to ride at speed.

In race mode the Öhlins semi-active suspension is on the gentle side. There is a little understeer during heavy braking or when you’re rolling into a fast corner with a closed throttle, which could be because the front is a little soft or the rear is a fraction high and overextending.

Aprilia uses the largest disc size of the group, 330 mm discs grabbed by Brembo M50 radial monobloc calipers.

Where the Aprilia lacked was in outright power, which sounds crazy on a bike with 157 hp at the back wheel. The Aprilia was the second slowest from 60-180 km/h, but to take second spot on track in this highly contested category is impressive for bike with the least power – and validates just how good that chassis is.

3rd position: MV Brutale 1000RR

Claimed Power/Torque – 205 hp / 116.5 Nm
Measured Power/Torque – 175.4 hp / 105.4 Nm
Tested Weight (Empty Tank) – 186 kg
MLP – 52,190- Ride Away

All the qualifications were there for the MV to take victory, big power and the Brutale is based on the F4 superbike, and historically MV have always been track focused, but it was just pipped into third position by the Aprilia.

MV Brutale 1000RR

The MV has more tested power than the Aprilia and shares the same tested weight (186 kg), and it has a higher top speed than the Aprilia, leans over further and takes less time accelerating between 60-180kph, so why did it get beaten?

Sadly, it was down to the brakes. On the track the ABS is too intrusive and the cycling of the brakes is too slow. This, mixed with unpredictability, didn’t give any assurance when we were really pushing for a lap time. Sometimes the intervention was distractingly noticeable, which made me run way too deep into the turn, on other occasions, it wasn’t too bad, though not on par with the others, including the heavy Kawasaki. Yes, at regular track day speeds the braking was fine, but with slicks fitted and the lap time to chase, they were the worst of the bunch. With improved ABS, the MV would have lapped quicker than the Aprilia, and much closer to the Ducati.

MV Brutale 1000RR

The best compliment I can bestow is that the MV feels like a race bike with the bodywork removed. The steering is pin-sharp, the dropped down bars giving a racy feel and allowing a proper tuck on the straight, with your arse up against the rear seat… it’s the best of the bunch at high speeds. And ABS aside, the other electronic rider aids perform quite well and the traction control does not hold you back.

MV Brutale 1000RR

MV have squeezed every last horsepower from the 998 cc inline-four with new and lighter internals like titanium rods and, boy, now it loves to scream. Below 8000 rpm there’s not a lot going on but above that, wow, it just keeps revving and pushing you forward. Even in top gear the power didn’t seem to tail off, it just kept accelerating.

4th position: KTM Super Duke 1290 R

Claimed Power/Torque – 177 hp / 140 Nm
Measured Power/Torque – 163 hp / 131.6 Nm
Tested Weight (Empty Tank) – 189 kg
MLP – $26,195 +ORC – $28,095 Ride Away

Like the Kawasaki the KTM has manually adjustable suspension, not semi-active like the Italians. But this isn’t a negative; far from it. The suggested track settings for the KTM are printed under the seat, and it takes a few rewarding minutes to dial in the recommended settings which make a huge difference, and are well worth doing.

KTM Super Duke 1290 R

At Pergusa, the KTM was the easiest bike to ride, unlike the Ducati which while very fast was bloody hard work. The KTM power delivery is just so smooth, you don’t have to be all that accurate with the throttle; just dial in that massive mid-range torque and start accelerating early. It’s a doddle to ride at speed.

I adored the KTM on track. Its steering, turn-in and accuracy were almost certainly the best of the bunch, inch perfect apex after apex. You can trail the powerful brakes into the turn (cornering ABS isn’t intrusive), mid-corner there is loads of feel and grip which boosts confidence. The KTM recorded the second highest lean angle, an impressive 52.5 degrees.

1301 cc of KTM V-Twin drives beautifully off the turns

Out of the turn, you can get on the power early – the rider aids set to minimum are not intrusive – while the throttle connection is sweet. With the 1290R I was always on the power the earliest; it would get a real jump on the initial drive when the bike is still cranked over.

Lap times, it does appear a little sub-standard, only beating the heavy Kawasaki, and 1.5 seconds slower than the third-placed MV. The handing was brilliant but the KTM was let down by its comparatively slow-revving motor, especially in the taller gears of 5th and 6th. It was the slowest from 60-180 km/h, and the second slowest down the straight, 10 km/h slower than the MV.

5th position: Kawasaki ZH2

Claimed Power/Torque – 197 hp / 137 Nm
Measured Power/Torque – 160.1 hp / 115.7 Nm
Tested Weight (Empty Tank) – 230 kg
MLP – $23,000 +ORC

You could perhaps say that the Kawasaki shouldn’t have been included, but it is a supercharged super-naked that Kawasaki chose to initially launch on a racetrack. To be honest, we just wanted to see how fast it really was. However, as the lap-times show, the Kawasaki was outshone by much racier competition.

Kawasaki ZH2

As soon as you leave pit-lane you’re mindful you’re on a road bike, not a naked bike derived from a race bike. At track day pace, it’s easy to manage for such a big powerful bike and the supercharger’s ‘chirp’ is lovely. Grunt is impressive, too, it really drives hard out of the second gear chicanes. With the Pirelli slicks finding endless grip I could get on the power reasonably early and drive hard down the next straight.

The data confirms this: 5.33 seconds from 60-180 km/h, the second quickest bike across this measure on test. Top speed was down despite the supercharged power, but not bad considering the bike’s weight (230 kg measured) and un-aerodynamic bulk. 245 km/h is still quick.

Supercharged 998cc four-cylinder donk made a measured 160 horsepower at 10,405 rpm compared to its claimed peak opf 197 horsepower.

You can’t trim the rider aids as much as the competition, but still they’re more than adequate on track so few complaints there. You only discover issues on the Kawasaki when you start to push for a lap time. Ground clearance soon becomes a boundary (as you can see by the lean angle data), and is the worst of the bunch. Then the rear shock starts to give up the fight. We added pre-load to increase the ground clearance and aid the shock, but it still wasn’t up for the challenge.

Kawasaki ZH2

The braking was solid considering the bike’s weight, with no fading and no alarming interference from the ABS, but the Kawasaki’s excessive bulk was again evident during fast direction changes. This probably wouldn’t be much of an issue at normal track day speeds, but it was when pushing for a lap time on Pirelli slicks. Lose some weight of the Kawasaki, fit a quality aftermarket rear shock, and it wouldn’t be a half bad track tool.

Super naked group test

Source: MCNews.com.au

Ducati Scrambler 1100 Pro & Sport Pro Review

Motorcycle Test by Adam Child ‘Chad’ – Photography by Joe Dick

Ducati’s 2020 top-spec Scrambler, the 1100 Sport PRO, is hands-down the most sophisticated of its hugely popular Scrambler range.

2021 Ducati Scrambler 1100 Sport Pro gets Ohlins front and rear
2021 Ducati Scrambler 1100 Sport Pro gets Ohlins front and rear

It is one of two new Scramblers Bologna has introduced into its line-up which must comply with the stringent new Euro 5 rules in some markets, and while they share the same lovely air-cooled Desmodromic L-twin, the Sport PRO comes with fully adjustable Öhlins suspension front and back, while the 1100 PRO rides on fully adjustable 45mm Marzocchi forks and a side-mounted direct Kayaba rear.

2021 Ducati Scrambler 1100 Pro rides on a Kayaba shock and Marzocchi forks
2021 Ducati Scrambler 1100 Pro rides on a Kayaba shock and Marzocchi forks

Ducati has also made a lot of welcome design changes for 2020, which include a restyled rear-end, a unique double-stacked exhaust, and a repositioned number-plate.

Certain Ducatisti will only ever crave the arm-stretching brilliance of the winged Superleggera, or perhaps the sometimes-scary new Streetfighter, which are getting all the headlines, but I’m wired a little differently. The still-air-cooled Sport PRO is the bike I have been waiting for. My summer evening blasts demand it.

Why? Simple. I don’t need to be on the wrong side of the law to get my thrills. The Scrambler doesn’t make those kinds of demands on you. It’s a grab your jacket and a pair of protective jeans and enjoy the ride thing.

But that summer-evening happiness is a little pricey.

And what you’re paying for is the suspension.

2021 Ducati Scrambler 1100 Pro has a black frame and black seat beside the 'Ocean Drive' coloured bodywork
2021 Ducati Scrambler 1100 Pro has a black frame and black seat beside the ‘Ocean Drive’ coloured bodywork

The slightly cheaper $18,400 (Ride Away) Marzocchi-forked 1100 PRO is offered in very summery ‘Ocean Drive’ livery and carries wider bars, which you’d normally find on the traditional Scrambler.

Spend a few dollars more, $21,100 (Ride Away) for the Öhlins-equipped Sport PRO, and you’ll find the handlebars are lower, narrower, and topped with bar-end mirrors. And it comes in matte black, which is maybe not very summery, but it certainly is hot.

2021 Ducati Scrambler 1100 Sport Pro is in Matt Black everywhere apart form the brown seat
2021 Ducati Scrambler 1100 Sport Pro is in Matt Black everywhere apart form the brown seat


2021 Ducati Scrambler 1100 Sport Pro and Pro are powered by an 1079 cc two-valve L-Twin
2021 Ducati Scrambler 1100 Sport Pro and Pro are powered by an 1079 cc two-valve L-Twin

The Italian-made, two-valves-per-cylinder engine is pure Ducati DNA. A remarkably similar motor was used in the Monster back in 2011. It produced a stated 100 hp before tight emission laws appeared, and it remains one of the most attractive-looking engines Ducati ever produced. Now mated to the new double-stacked exhaust, which looks like a classy aftermarket item, it has greatly enhanced the Scrambler’s kerb-side appeal.

2021 Ducati Scrambler 1100 Sport Pro and Pro have 150 mm of suspension travel
2021 Ducati Scrambler 1100 Sport Pro and Pro have 150 mm of suspension travel

Thankfully, Euro 5 hasn’t strangled the note too much. The 1100 burbles nicely as it ticks over at idle, and is quite charismatic on the throttle. It’s not as symphonic as the older-gen Ducatis you may remember, but considering the stringency of the new regulations Ducati had to conform to, it’s quite impressive.

Because I’m old, and because I grew up with air-cooled bikes, I’m very pleased Ducati stayed with the soulful, air-cooled motor, rather than chasing more power from an unsightly and relatively characterless liquid-cooled lump.


Those same Euro 5 laws also mean revised fueling for both models. But there has been no loss of refinement. If you haven’t ridden a Ducati twin for a while, that notorious snatchy fueling is all but a distant memory. From small throttle openings, it is effortless and accurate, with usable torque from low in the rev range and a willingness to pull away from slow speeds in a tall gear. This makes it a doddle to ride around town, and for relatively inexperienced riders getting on their first big bike.

2021 Ducati Scrambler 1100 Sport Pro and Pro have a 15-litre fuel tank and on the Sport Pro a large '1100' is stencilled on the tank
2021 Ducati Scrambler 1100 Sport Pro and Pro have a 15-litre fuel tank and on the Sport Pro a large ‘1100’ is stencilled on the tank

Its performance may be unintimidating, but it’s still enough to be entertaining, and to pop the front wheel up in the lower gears. When I first rode the original 803 Scrambler back in 2015 on its press launch in America, I adored its style, image, and handling. But as an experienced rider, I was left a little disheartened by a shortage of power. I wanted another 20 or 30 horses; just a little extra.  Ducati has answered my want with the 1100. Just keep short-shifting though the smooth gearbox and enjoy successive dollops of grunt.

But choose to ride the torque, and it is more than quick enough, especially since it weighs just 189 kg dry. If you find yourself revving the Scrambler PRO above 7500 rpm and towards the soft rev-limiter then, sorry, you’ve bought the wrong bike.

2021 Ducati Scrambler 1100 Pro has higher handlebars than the Sport Pro
2021 Ducati Scrambler 1100 Pro has higher handlebars than the Sport Pro

Fuel economy isn’t bad, as you’d expect from a relatively low-revving air-cooled twin. The nicely sculpted 15-litre fuel tank offers a range of around 250-270km, which isn’t bad.

The ergonomics are accommodating, more so on the standard PRO, with its more relaxed riding position. The unique digital clocks have two trip-metres, a digital fuel gauge along the bottom and range to empty.

Both models have a conventional double sided swingarm
Both models have a conventional double sided swingarm


On the sportier Öhlins-clad Sport, the ’bars are much lower and straighter, nudging you into a more aggressive riding attitude when compared to the standard PRO model with its wider bars.

The Sport’s new ergonomics move you further forward in the chassis, while the bar-end café racer-style mirrors give it a more sportier profile and feel.

86 horsepower at 7500 rpm and 88.4 Nm of torque at 4750 rpm are the peak numbers
86 horsepower at 7500 rpm and 88.4 Nm of torque at 4750 rpm are the peak numbers

On the move, you instantly feel the Scrambler’s plus points: ease-of-use and natural ability, which is mainly down to its innate handling and that low weight. The Öhlin’s suspension is controlled but not too sporty-firm; the ride is comfortable and rather luxurious, which is quite an achievement given there’s no rear linkage on the suspension.

As a consequence, the ride is hugely satisfying. You roll into bends, carry corner speed, feel the feedback through that excellent suspension, and use the torque on the exit. The Pirelli MT60RS rubber might be styled like race wets, but the tyres handle and grip far better than they might appear to. And if you get over-excited, you have cornering ABS on the way in and lean-sensitive traction control on the way out. Mid-corner there is abundant ground clearance; this Scrambler isn’t afraid of showing the world what the bottom of its engine looks like mid-corner.

Rims are 10-spoke alloys, 3.5x18-inch at the front and 5.5x17-inch at the rear
Rims are 10-spoke alloys, 3.5×18-inch at the front and 5.5×17-inch at the rear


Just because the standard PRO isn’t dripping in Öhlin’s suspension doesn’t mean Ducati went to the Dollar Shop for its suspension. Neither Marzocchi or Kayaba are rubbish, and have the same adjustment options as the top model. The MT60RS tyres remain the same, as do rake, trail, all other chassis dimensions, and, according to Ducati, the dry weight is identical.

2021 Ducati Scrambler 1100 Pro uses an adjustable Kayaba shock
2021 Ducati Scrambler 1100 Pro uses an adjustable Kayaba shock

That said, more upright ’bars give the sensation the PRO model is a fraction lighter, which is possibly because the wide ’bars give you more leverage, allowing you to turn the bike easier.

2021 Ducati Scrambler 1100 Sport Pro gets an Ohlins shock
2021 Ducati Scrambler 1100 Sport Pro gets an Ohlins shock in place of the regular Pro models Kayaba

Again, on the standard PRO model the ride quality is impressive, possibly a fraction easier with less load on the spring and more laden sag on the rear compared to the Sport. The main difference, aside from the stance, is how the suspension copes with road imperfections, bumps, and crests at speed.

2021 Ducati Scrambler 1100 Sport Pro and Pro models have an upper steel trellis frame
2021 Ducati Scrambler 1100 Sport Pro and Pro models have an upper steel trellis frame

The Sport is more relaxed: it holds its weight perfectly, the suspension moving freely while keeping the bike stable and giving feedback – like a swan that’s so graceful on the pond’s surface, while its legs churn frantically below.

Both bikes have 150 mm of suspension travel at both ends
Both bikes have 150 mm of suspension travel at both ends

On the Marzocchi/Kayaba-equipped PRO there is more jolting at speed. It’s not as smooth or as quick to react, or iron the road flat like the Öhlins set-up. The PRO isn’t bad, but you’d notice the difference when riding them back to back.

2021 Ducati Scrambler 1100 Sport Pro
2021 Ducati Scrambler 1100 Sport Pro

When you open up the throttle and really start to push the handling, the Öhlins set up is always precise. On the road, you’re nowhere near the boundaries of the Sport’s suspension set up, but on the standard bike, if you decide to put your head down and really go for it, its limitations wouldn’t be too far away.

But who rides a Scrambler chasing lap times? And a new or inexperienced rider may well favour the softer set-up of the standard model. If you’d never ridden the Sport you’d find little to fault with the standard PRO. It’s bit like eating a burger at a McDonalds: fine, unless you’ve just had a homemade burger at a really good pub.

2021 Ducati Scrambler 1100 Pro
2021 Ducati Scrambler 1100 Pro

After riding both bikes back to back, I’m still uncertain which new Scrambler I favour.

Yes, the Öhlins set-up works better on the Sport model, but I prefer the taller, wider, more upright riding position of the standard PRO. You can push it into corners almost Supermoto-like, rather than hanging off the inside, which feels peculiar on a Scrambler. And I prefer the looks of the PRO.

Cat is under the engine which then leads to the pair of steel silencers with die-cast aluminium end caps
Cat is under the engine which then leads to the pair of steel silencers with die-cast aluminium end caps


The Ducati Safety Pack comes as standard on both models (that’s rider aids to you and me) and is identical on both machines. There’s excellent cornering ABS and also lean-sensitive traction control, which can be deactivated only at standstill.

To make life simpler there are three rider modes – City, Journey and Active. Ducati has moved away from the former Urban, Touring and Sport for some reason; I’m sure it keeps someone in marketing happy.

A black metal 'X' is incorporated into the headlight with a blue vision bulb and DRL
A black metal ‘X’ is incorporated into the headlight with a blue vision bulb and DRL

City mode cuts 10 hp, offers a soft throttle map and increases the traction control. Journey and Active are both full power, but have dissimilar engine and throttle characteristics, and TC settings. It’s relatively easy to change between the modes on the move and the simple dash is relatively straightforward and easy to use. There aren’t countless submenus within menus, and you don’t have to be IT expert to work it all out. However, in today’s market, should we expect full-colour TFT clocks on a premium Ducati?

Non-intrusive ABS is always a bonus, but you could argue whether you really need changeable traction control, or a rider mode that reduces the Scrambler’s 86 hp any further, especially on perfect summer days (like we had on the test) when the grip seems endless. I’d imagine many Scramblers will find themselves in fashionable cobbled city streets of Rome, Paris, and Barcelona, and piloted by relatively inexperienced riders which may well end in embarrassment or hilarity, with or without those aids.

2021 Ducati Scrambler 1100 Pro - Dual element LCD panel
2021 Ducati Scrambler 1100 Pro – Dual element LCD panel

The Scrambler isn’t afraid to attempt some light off-road. Mainly dusty tracks and smooth fire trails – and the rider aids may come in handy there too, especially for less experienced riders.

As you’d expect, the new Scrambler comes with a huge number of accessories for both you and your bike. Remember, you’re not just buying a motorcycle, you’re buying into ‘the land of joy’, or ‘just PROs’, as the new hashtag tells you and everyone else. Some may grimace at the marketing and ‘cool’ imagery, but it works for Ducati at hitting a new audience. And I have to say the clothing and accessories range really is pretty cool.

2021 Ducati Scrambler 1100 Pro is perhaps even more handsome than its Ohlins suspended richer Sport Pro sibling
2021 Ducati Scrambler 1100 Pro is perhaps even more handsome than its Ohlins suspended richer Sport Pro sibling


I really enjoyed the now venerable Ducati Scrambler 1100, and appreciated the simple air-cooled platform. It was unassuming, yet sophisticated, and elegant. It handled, and had just enough power to brighten up your day.

Ducati has now upped its game, and I adore the new styling. The new Scrambler is a significant step above over the older bike. But, if you were wanting more power and improved handling, then you may be slightly disheartened.

Compared to the BMW and Triumph Scrambler competition, the Ducati is down on power and torque.

But if you are hoping for Italian panache, and arguably the best styling in this sector, then look no further.

Your only decision now is PRO or Sport PRO?

2021 Ducati Scrambler 1100 Pro is $2700 cheaper than the Sport Pro
2021 Ducati Scrambler 1100 Pro is $2700 cheaper than the Sport Pro
1100 Sport PRO Specifications
Engine 1,079 cc, L-Twin, Desmodromic distribution, 2 valves per cylinder, air cooled
Bore x Stroke 98 x 71 mm
Compression Ratio 11:1
Claimed Power 63 kW / 86 hp at  7,500 rpm/min
Claimed Torque 88.4 Nm at 4,750 RPM
Fueling Electronic fuel injection, Ø55 mm throttle body with full Ride by Wire (RbW)
Gears 6 speed, Straight cut gears, Ratio 1.85:1,chain; Front sprocket 15; Rear sprocket 39, /1=37/15 2=30/17 3=28/20 4=26/22 5=24/23 6=23/24
Clutch Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run
Frame Trellis
Forks Öhlins fully adjustable Ø48 mm usd fork
Shock Öhlins monoshock, pre-load and rebound adjustable
Tyres /Wheels 10-spoke in light alloy, 3.50″ x 18″ / 10-spoke in light alloy, 5.50″ x 17″
Front Brakes 2 x Ø320 mm semi-floating discs, radially mounted Brembo Monobloc M4.32 callipers, 4-piston, axial pump with Bosch Cornering ABS as standard equipment
Rear Brake Ø245 mm disc, 1-piston floating calliper with Bosch Cornering ABS as standard equipment
Electronics Riding Modes, Power Mode, Ducati Safety Pack (Cornering ABS + DTC), RbW, LED light-guide, LED rear light with diffusion-light, LCD instruments with gear and fuel level indications, Steel tank with interchangeable aluminium side panels, Machine-finished aluminium belt covers, Under-seat storage compartment with USB socket
Instrumentation LCD
Dry Weight 189 kg
Kerb Weight 206 kg
Seat Height 810 mm 
Wheelbase 1,514 mm
Rake / Trail 24°.5 / (4,4 in)
Fuel Capacity 15 L / 5.2 l/100km – CO2 120 g/km
Service Intervals 12,000 km /12 months
Warranty 24 months unlimited mileage
Available Now
Price $21,100 Ride Away.

1100 PRO Specifications
Engine 1,079 cc, L-Twin, Desmodromic distribution, 2 valves per cylinder, air cooled
Bore x Stroke 98 x 71 mm
Compression Ratio 11:1
Claimed Power 62,3 kW / 86 hp at 7500 rpm
Claimed Torque 88.4 Nm at 4750 rpm
Fueling Electronic fuel injection, Ø55 mm throttle body with full Ride by Wire (RbW)
Gears 6 speed, Straight cut gears, Ratio 1.85:1,chain; Front sprocket 15; Rear sprocket 39, /1=37/15 2=30/17 3=28/20 4=26/22 5=24/23 6=23/24
Clutch Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run
Frame Trellis
Forks Marzocchi fully adjustable Ø45 mm usd fork
Shock Kayaba monoshock, pre-load and rebound adjustable
Tyres /Wheels 10-spoke in light alloy, 3.50″ x 18″ / 10-spoke in light alloy, 5.50″ x 17″
Front Brakes 2 x Ø320 mm semi-floating discs, radially mounted Brembo Monobloc M4.32 callipers, 4-piston, axial pump with Bosch Cornering ABS as standard equipment
Rear Brake Ø245 mm disc, 1-piston floating calliper with Bosch Cornering ABS as standard equipment
Electronics Riding Modes, Power Mode, Ducati Safety Pack (Cornering ABS + DTC), RbW, LED light-guide, LED rear light with diffusion-light, LCD instruments with gear and fuel level indications, Steel tank with interchangeable aluminium side panels, Machine-finished aluminium belt covers, Under-seat storage compartment with USB socket
Instrumentation LCD
Dry Weight 189 kg
Kerb Weight 206 kg
Seat Height 810 mm 
Wheelbase 1,514 mm
Rake / Trail 24°.5 / (4,4 in)
Fuel Capacity 15 L / 5.2 l/100km – CO2 120 g/km
Service Intervals 12,000 km /12 months
Warranty 24 months unlimited mileage
Available Now
Price $18,400 Ride Away

2021 Ducati Scrambler 1100 Sport Pro

Scrambler 1100 Pro available on the road for $18,400 Ride Away, while the Scrambler 1100 Sport Pro will be $21,100 Ride Away.

Source: MCNews.com.au

MV Agusta Superveloce 800 Review

Motorcycle Test by Adam Child ‘Chad’ – Photography Tim Keeton

When MV Agusta first unveiled the Superveloce in 2018, my jaw hit the floor. Now, on a perfect summer day in the UK, on the actual production bike, which isn’t too far removed from the beautiful prototype, I’m in love again. She is stunning.

MV Agusta Superveloce 800

A simple question, is there a more desirable, sexier, production bike on the market?

It’s unique, a throwback to the ’70s when MV dominated racing, it’s individual and daring. It’s built and manufactured in Italy, produced by an iconic brand, with an eye for detail.

MV Agusta Superveloce 800

Check out the single LED headlight and taillight, the protruding three exhausts give you an indication of it’s the engine, the ‘dummy’ leather strap over the fuel tanks, is lavish, over the top, doesn’t’ have a purpose, but I still like it.

MV has hidden all the fairing fasteners and unsightly bolts, it gives the appearance the sculpted 70’s bodywork is floating – it’s the attention to detail and lavish styling I love.

MV Agusta Superveloce 800

On looks alone, it must be one of the highlights of this year, arguably the last five-years. It’s based on the highly acclaimed, track-focused, if slightly dated F3, so it should perform. But, does it go as well as it looks? A week in the UK and nearly 1500 kilometres miles should give us some answers.

Peak power and torque is identical to the MV F3 which was launched back in 2013, yes that long ago. Peak power is 148 ponies at 13,000 rpm while the 88 Nm of torque peaks at 10,600rpm. The torque and power curves are identical between the two models, however the Superveloce has altered fuelling to compensate for the change in the air-box intake runners, which differ slightly from the F3.

MV Agusta Superveloce 800

In today’s world where super-naked and superbikes are producing eyewatering power, the new MV may not have the power figure to impress mate down the pub, but in the real word, on the road, the power is impressive and usable. You don’t have to dance around on the gear selector in search of power, the three cylinder, complete with counter-roting crank, has usable power lower down in the rev range, then really starts to take off and run from the mid-range onwards. There are also four rider modes, Sport, Race, Rain and a Custom mode which changes the engine characteristics and throttle response.

MV Agusta Superveloce 800

The three protruding exhausts down onside sound as good as they look. MV always produces a lovely sounding bike and the Superveloce continues that tradition. In-line triple engines sound great, and despite passing Euro-4 legislation the MV sounds tops via the 3-1-2 exhaust, more so as you send the digital rev-counter towards its redline. At tick-over its mildly humming, but still sounds unique. As the revs build so does its lungs, the MV is one of those bikes you just love to rev, just to hear the three exhausts holler.

On the road, you’d don’t really need to drop back a few gears for an overtake and you don’t have to leave every 50 km/h zone in second gear, there is more than enough usable torque, but because it sounds so good you can help to flick back a few gears, to allow the engine scream. The gear changes are effortless, due to a super smooth gearbox with an up and down quick-shifter. The auto-blipper matches the revs every time on rapid down changes, and the cut in power on up changes is race bike like, smooth and fast – love it. Even at low speeds, around 50-60 km/h the clutchless changes felt smooth on fuss-free. On occasions, I did accidentally manage to find neutral between 1st and 2nd, but only a few times on an 1200-km test.

MV Agusta Superveloce 800

The upper half of the rev range this is where the MV is the happiest though, in its element. Make no mistake the Superveloce is a quick bike, it might look like a 70’s throwback, but underneath there is still a F3 engine which wants to run. In the first gear and occasionally in second gear the eight-stage traction control must work overtime to keep the front wheel in contact with the ground. The counter-rotating crank, combined with a rider pushed forward over the top yoke, means it’s not a wheelie happy bike, you’re not fighting the front to keep it on the road, instead it just accelerates forward. However, if you do want to impress your mates it’s more than happy to loft the front, once you’ve deactivated the TC, which is easy to do and can be done on the move, thanks to the easy-to-use full colour TFT clocks. The Superveloce may look like a work of art, but don’t be mistaken it’s still a 240 km/h sportsbike underneath that retro clothing. It’s like Usain Bolt in a 70’s tracksuit.

Back in the real work, away from wheelies and top speed, MV has always been criticised for poor fuelling at low speeds. In Race mode, as you’d expect it’s a little harsh, but in Sport and even more so in Rain mode is much softer and easy-to-use. I, unfortunately, had to ride through a biblical rainstorm, lots of standing water and was thankful for the soft Rain mode.

MV Agusta Superveloce 800

The manual suspension set-up, fully-adjustable Marzocchi up front, and fully-adjustable single Sachs unit at the rear is identical to the F3. But for this year MV has added a new progressive linkage on the rear and revised the fork’s settings. The overall set-up, as you’d expect, is on the sporty side, but it’s not overly harsh, this isn’t a race bike for the road. But equally this isn’t a softly sprung sports bike, like a Triumph Dayton Moto2 for example, it’s friendly but only up to a point.

Like the engine the faster you ride, the happier the suspension and handling is, it copes with braking, acceleration, and cornering loads with ease. You could roll out onto a track day with little complaints, the set-up is track-ready with standard tyres. The Superveloce feels at home on the fast, smooth, and flowing sections; at times I had to remind myself I wasn’t in race leathers and had to pull my knee in to avoid contact with the road.

MV Agusta Superveloce 800

On bumpier, uneven sections the MV doesn’t feel as accomplished as it did on the fast-smooth sections. It’s stable, it’s not overly harsh like MV’s new Brutale 1000RR, and again the faster you go, the more you load the suspension the happier it feels. But on the odd occasion, the rear did jolt my spine. If I lived somewhere remote, used more B-roads than A I’d certainly think about opening up the suspension, make it plusher, more road-focused than track.

Around town at slow speed, whilst constantly admiring your reflection you will grimace from time to time. Pot-holes and speed humps aren’t your friends. The riding position is on the radical side, the seat isn’t soft enough – don’t forget that black visor to hide your discomfort. But aside from posing why are you in town? Get away from the big smoke, allow the MV to breathe, enjoy the sporty handling, and decide if it’s kneed down or knee up.

MV Agusta Superveloce 800

Like the suspension the Brembo radial stoppers are stolen from the F3, the same high quality set-up. Without an IMU, which measures lean angle, adjustable ABS braking is conventional and not lean-sensitive. I never had a problem with conventional ABS but some riders/owners may have expected cornering ABS on a premium new 2020 model.

I rode the Superveloce in all conditions and was happy with the brake set-up. In the wet, the Pirelli Rosso Corsa 2 tyres are much better than they appear, and the ABS isn’t too intrusive. In the dry the brake lever has a nice progressive feel to it, the Marzocchi forks drive smoothly in the stroke, not too rapidly and rebound is controlled. Braking is impressive as you’d expect from a bike based on the F3.

MV Agusta Superveloce 800

As mentioned earlier, the new Superveloce doesn’t have an IMU therefore the eight-stage traction controls isn’t lean-sensitive. However, traction control intervention and reintervention are smooth and effortless. Furthermore, it is a doddle to change on the move, I was up to eight the maximum setting in the wet, and deactivated the TC for the photoshoot.

The all-new full-colour five-inch TFT clocks are easy to navigate, are clear, with simple graphics. It’s easy to change the TC on the move, or even de-activate it without stopping. I don’t have to scroll through various screens and sub-menus, it’s simple and intuitive. I love the new clocks, and unlike the MV 1000 Brutale 1000RR, the are in the correct position, behind the retro screen not near the fuel cap. The new clocks allow Bluetooth connectivity and communication with the MV Ride App. Again, the app is simple and easy to use, you can track your ride, even change the settings like ABS and TC all from your phone.

It may appear to be a 70’S throwback, but the new clocks give you the very latest technology. The only downside is they are hard to read when the sun is low and behind the rider. The rider modes are easy to change, again it’s simple this time done via the start button, but again in low light, it’s hard to read as sometimes Rain mode looks like Race mode, maybe they should have called it wet and track mode.

Cruise control comes as standard, and as mentioned so does the up-and-down super smooth quick-shifter. Cruise control hints towards, dare I say practicality, if you can say that about a retro MV with bar-end mirrors, which aren’t that bad, but surprisingly good in fact.

MV Agusta Superveloce 800

As you’d expect there are some lovely accessories to play with, carbon trinkets, the CNC almuminium spoked wheels are mouth-watering, and there’s an aftermarket Arrow race exhaust. The open exhaust for tack use only pushes power to 112kw and looks stunning with two pipes exiting on the right and one on the left. I’m told, it sounds amazing, which I’m sure it does.


In many ways we can simplify the new MV Superveloce, it’s essentially a highly acclaimed F3 with new clocks, stunning styling, and revised suspension for 2020.

Take one of the best-handling bikes in your range, if not in the middle-weight category, leave the stunning in-line triple alone, don’t fix what isn’t broke, make it sound great, and cover it in unique, inspiring bodywork and styling. MV couldn’t go wrong really. I think it’s jaw-droppingly beautiful, and underneath is a motor and handing to match.

MV Agusta Superveloce 800

This is a true retro racer which in the right hands could indeed embarrass dedicated sports bikes on the track. It’s not the most comfortable, especially in town, the screen is too low on the motorway, and pillions will have to be brave or stupid. However, if you can live with the discomfort and the price, and yes MV dealers are sparse, then you’ll fall in love every time.

As you’d expect from MV, and like anything attractive from Italy, at $32,990 the new Superveloce is not exactly cheap. The fact that MV Agusta Australia do include a three-year warranty, two-years road-side assist, and service intervals are a lengthy 15,000 kilometres does helpen to soften the blow.  The first Australian stocks arrive later this month (September).  There is also a new colour option recently announced (Link).

MV Agusta Superveloce 800
MV Agusta Superveloce 800 Specifications
Engine 798 cc triple-cylinder four-stroke, 12-valve
Bore x Stroke 79 x 54.3 mm
Compression Ratio 13.3:1
Claimed Power 108 kW (148 hp) at 13,000 rpm
Claimed Torque 88 Nm at 10,600 rpm
Induction Integrated ignition – injection system MVICS (Motor & Vehicle Integrated Control System) with six injectors Engine control unit Eldor EM2.0, throttle body full ride by wire Mikuni,
Gears Six-speed, MV EAS 2.1 (Electronically Assisted Shift Up & Down)
Clutch Wet, slipper
Frame ALS Steel tubular trellis
Forks 43 mm Marzocchi “UPSIDE DOWN” telescopic hydraulic fork with rebound-compression damping and spring preload external and separate adjustment – 125 mm travel
Shock Progressive Sachs, single shock absorber with rebound and compression damping and spring preload adjustment – 123 mm travel
Tyres 120/70-17 (F) 180/55-17 (R)
Front Brakes Double floating disc with Ø 320 mm
(Ø 12.6 in.) diameter, with steel braking disc and flange – Brembo radial-type monobloc, with 4 pistons Ø 34 mm (Ø 1.34 in.)
Rear Brake Single steel disc with Ø 220 mm (Ø 8.66 in.) dia. Brembo with 2 pistons – Ø 34 mm (Ø 1.34 in.)
Electronics Torque control with four maps, Traction Control with eight levels of intervention. Bosch 9 Plus ABS with Race Mode and RLM (Rear wheel Lift-up Mitigation). Cruise control – Bluetooth – GPS – App MVride for navigation mirroring, app-controlled engine, rider aids setup
Instrumentation TFT 5”color display
Dry Weight 173 kg
Kerb Weight NA
Seat Height 830 mm
Wheelbase 1380 mm
Rake / Trail NA / 99 mm
Fuel Capacity 16.5 litres
Service Intervals 15,000 km / 12 months
Warranty Three years, unlimited kilometres, two-years roadside assist
Available September 2020
Price $32,990 ride-away
MV Agusta Superveloce 800

Source: MCNews.com.au

Yamaha XSR700 Review

Yamaha XSR700 Review

Motorcycle Review by Wayne Vickers

This week we’re looking at the smaller of the two from Yamaha’s retro ‘Sport Heritage’ range. For the unfamiliar, the XSR lineup consists of the bigger brother XRS900 which runs the impressive 847cc triple shared with the MT-09 (which probably gets the most attention) – and the XSR700 as reviewed here which runs the equally impressive 655 cc parallel-twin also shared with the MT-07LA.

Learner legal but with great performance and style the XSR700 is a great package

And yep, it’s learner legal, but try not to think of it as just a ‘first bike’ to just ride for a bit and then trade in for something bigger and better like some of the other entry level offerings. There’s plenty to like about the smaller XSR and I could not only see it being a long term prospect kept well beyond the learning period for a lot of riders, its a quality bike in its own right. So, we’ll cover the obvious stuff first.

The whole driveline is shared with the MT-07LA which you can read more about here – and it’s terrific. Smooth delivery from idle with a generous helping of character from the 270-degree crank, its essentially vibe free, torquey and incredibly easy to use. As they say – if it ain’t broke – don’t fix it. And this definitely ain’t broke. Throttle feel and fueling are both spot on, the box is great, quick-shift isn’t needed here. Get it past 3 and a half grand and it pulls solidly. Highway cruising sits you at around 4 and a half which is right in the meat and potatoes for plenty of overtaking poke.

The engine was changed to suit Australian LAMS regulations with capacity reduced from 689 to 655cc
Trev demonstrates the wheelie prowess of an XSR700

It’ll lift the front happily from lower speeds when asked to and keep it up right through to fourth – it’s actually a surprisingly well balanced wheelie bike! And it’s a very proven package with truck loads of them on the roads all over the world. Today’s learners don’t know how good they’ve got it!Switchgear is all excellent Yamaha fare and both the clutch and brake operation is light and easily controlled. The brakes are well specced too for the package. Twin 282 mm wave discs up front and a 245 mm in the rear, both ends get ABS. Plenty of power without being intimidating on initial bite.

On top of that familiar driveline, they’ve added some really nice styling. Starting from the back for a change, the circular LED tail light is uniquely executed and really stands out – a stylish blend of old meets new. I like it. It’s quite different – and that in itself is no bad thing.

Yamaha XSR700

Moving forward from there, the seat has a nice old school shape with two different leather finishes and has the XSR700 ‘logo’ (which is featured in a few places) embossed into the back. The seat height is slightly higher than the MT-07LA by the way at 835 mm compared to 805 mm, but doesn’t feel tall at all.

2020 Yamaha XSR700

It has a 14-litre aluminium tank – the same capacity as the MT-07LA, which will see you comfortably past the 300 km range, with a red plastic strip bolted on top. I’m torn as to whether I like the exposed bolts if I’m honest. One minute I’m liking the bit of edginess it adds, the next minute I think it’s a bit of an afterthought. It doesn’t seem to look out of place though. This new for 2020 colour scheme is called ‘dynamic white’ by the way. A tasty nod to some of the old schemes from years gone by and to my eyes is a much nicer look than the outgoing scheme. The gold cast alloy wheels complete the vibe.

2020 Yamaha XSR700

Up onto the dash and I really, really like what they’ve done here. It’s as simple and nice a dash as I’ve seen for a retro styled bike. A round shape reflecting an old analogue dial, tacho around the outside, gear shift indicator on top, large speedo in the middle and fuel at the bottom. I’d personally like to see the rev numbers a little larger so you can pick them out more easily at speed, and a temp gauge using half of the fuel meter space, but it’s nicely done. I dig it – it completes the picture and helps to give the bike a real identity when riding.

2020 Yamaha XSR700

Moving further forward and there’s more nice touches of brushed aluminium around the classic shaped headlight. All in all I think the designers have done a nice job. The more I looked at it, the more there was to like. Same goes for the XSR900 for that matter. It’ll be interesting to see how the sales go this year compared to the MT-09.

2020 Yamaha XSR700

On the road it’s always going to be a very similar thing to the MT-07LA which again is no bad thing. Seating position is quite comfortable – reach to the bars is easy and relaxed. The seat is nice and narrow and leg over is easy. Lots of room to move your body around – slipping from urban cruiser mode to a more sporty ride position to carve some corners is a doddle. It feels light (186kg wet) and quite agile with its short wheelbase of 1405 mm. That translates to a nimble, easily maneuverable ride in traffic and perfect for both someone learning their way around riding, and someone more experienced who can take a little more advantage of it.

2020 Yamaha XSR700

Suspension-wise I found nothing to complain about with the front, but I did feel the rear pogo-ing probably more on this than the MT-07LA. Could do with some more damping for mine, but unfortunately unlike the MT-07LA it’s not adjustable. It’s most noticeable on repeated bumps – especially mid corner where it upsets things a little if you’re pressing on and the bike will sit up more than I’d like. But I’m probably a fussy bastard who’s been spoilt. A learner will probably not find this a limitation and an experienced rider who wants to push harder will probably be looking at the bigger XSR anyway.

I didn’t find myself pushing it hard that often though to be honest, possibly because I wasn’t 100 per cent happy with the handling. Instead I found more its its sweet spot as somewhat more of a little retro hooligan tool. Maybe that was just the mood I’m in at the moment… It’s perfectly happy to cruise about and would make a fine commuter. It’s an absolutely ripping low speed wheelie bike..

Where does that leave us then? Well, it’s a competitive little segment now I guess, the naked learner approved light-middleweights. I’m not convinced there’s much out there that’ll top this. I’d probably buy the XSR over the MT-07LA just for the styling. And then maybe look to get the shock modified or bung in an aftermarket unit as you started to push the limits a bit harder if you were that way inclined.

Yamaha XSR700 Summary

Why I like it

  • Lovely silky smooth proven drivetrain
  • Learner legal! But definitely not just for learners.
  • Solid torque from low down. Loves a wheelie 🙂
  • Nice retro styling and finish overall

I’d like it more if

  • Exhaust note could be a little more aggressive
  • Could do with a better rear shock
2020 Yamaha XSR700
2020 Yamaha XSR700 Specifications
Engine 655cc Liquid-cooled, 4-stroke, DOHC, 4-valve, 2-cylinder
Bore x Stroke 78.0 x 68.6
Compression Ratio 11.0 : 1
Claimed Power 38.3 kW (51 hp) at 8000 rpm
Claimed Torque 57.5 Nm at 4000 rpm
Induction EFI
Gears Constant mesh 6-speed
Clutch Wet, non quick-shift
Frame Steel Diamond
Forks 41mm telescopic fork, 130mm travel front
Shock Swingarm (link), 130mm travel
Tyres 120/70 ZR17 (F) / 180/55 ZR17 (R)
Front Brakes Hydraulic dual discs, 282mm – ABS
Rear Brake Hydraulic single disc, 245mm – ABS
Electronics ABS
Instrumentation LCD
Wet Weight 186 kg
Seat Height 835 mm
Ground Clearance 140 mm
Wheelbase 1405 mm
Rake / Trail 24.5-degrees / 90 mm
Fuel Capacity 14 L
Warranty 24 months unlimited kilometres
Available Now
Price $12,899 ride away
Wheels Waves Atmos Ride
Yamaha Yard Built XSR700 Customs

Source: MCNews.com.au

MV Agusta Brutale 1000 RR Review

MV Agusta Brutale 1000 RR Review

Motorcycle test by Adam Child ‘Chad’
Photography Fabio Grasso & MV

Where do I start with the dramatic MV Agusta Brutale 1000 RR? It looks like it’s doing a million miles an hour stood still. I can’t remember a recent bike that is so dramatic, individual and, perhaps because it says MV Agusta on the fuel tank, exclusive. I spent nearly a week with the MV yet was still admiring it and finding new parts to fall in love with when I gave it back. From the front, the distinctive Porsche-like headlights make it immediately identifiable as a Brutale. The cut-away rear seat section featuring four-protruding silencers and a sculpted singled-sided swing-arm combine to make one of the best rear ends on the market… But, like everything exclusive and Italian, the MV comes at a price – an eye-watering $52,190.

MV Agusta Brutale 1000 RR

It’s not just about the looks, though. The new MV Brutale 1000 RR is the most advanced MV to date, and its titanium rodded engine now wants to rev higher and create even more power: a quoted 208 Italian horses. I couldn’t wait to find out if the 2020 Brutale went as fast as it looks, which is why we headed to Italy to find out both on road and track, flicking between Pirelli Rosso Corsa 2 rubber and Pirelli SC3 Slicks to get a real flavour for this Italian beauty. Yes it’s a tough job but someone has to do it.

MV Agusta Brutale 1000 RR

Even if you say it quickly, $52,190 is a lot of money, making the Brutale 1000 RR the most expensive naked bike on the market. Ducati’s Streetfighter V4 S, arguably MV’s closest competition, also comes with semi-active Öhlins suspension and 208 hp but is almost 20k less at $33,900 ride away. Aprilia’s factory Tuono, also with semi-active suspension, is even cheaper at $29,890 ride away.

MV Agusta Brutale 1000 RR

Yes, you could argue the MV has more exclusivity and that with all its carbon and other goodies, and is the most eye-catching. MV though will say, ‘you’re buying into the image, brand and exclusivity. If you want a Rolex, you must pay Rolex money.’

MV Agusta Brutale 1000 RR is available in two different colour schemes

Power and torque

It’s crazy to think that if you don’t’ have over 200 hp in the super naked class then you’re turning up to a gun-fight with a knife. MV has really pushed the boundaries with the 998cc Brutale which now produces a quoted 208 hp at 13,000 rpm. To put that in perspective, the new MV is on par with Ducati’s Streetfighter, which, remember, has a much larger capacity (1103cc), and is way ahead of Aprilia’s Tuono, which produces ‘just’ 173 hp.

MV Agusta Brutale 1000 RR

That relatively small 998 cc capacity and the inherent engine characteristics of an in-line four-cylinder mean that maximum torque – 116.5 Nm at 11,000rpm – is reasonably high in the rev range, and only bettered by larger capacity bikes in this category. In comparison to other 1000 cc naked machines, it’s way ahead.

MV has achieved this impressive output through a series of engine improvements, the main and the most expensive being the introduction of titanium conrods, allowing the engine to spin faster and higher. There are also new valve guides and camshafts with altered timing on both the exhaust and intake valves. Lubrication has been improved while the amount of oil needed for the engine has been reduced.

Four-into-one-into-four exhaust system which is made in partnership with Arrow

The screaming in-line-four now breathes via a new air-box which is fed via longer air-intakes. The tuned engine now releases its gases via a stunning four-into-one-into-four exhaust system which is made in partnership with Arrow. There’s new Mikuni ride-by-wire fuelling with eight injectors and four rider modes (Sport, Race, Rain, and a Custom mode).

Time to ride

Thankfully the four-into-one then back-into-four exhaust sounds as good as it looks. MV doesn’t know how to make a bike sound dull. It’s passed Euro-4 homologation yet sounds fantastic. At low rpm there is a distinctive burble, it sounds mechanical, soulful and very Italian, not bland or near-silent like some Japanese bikes. On large throttle openings, from low in the revs you can hear the air-box breathe, you can feel it gasp for air, ready to fire you forward. Dance on the fluid and fast up-and-down quick-shifter, get the revs building, and boy does the RR let out a scream. The MV loves to rev, maximum power is at 13,000 rpm, but it will continue revving a little more. I’d forgotten how much in-line four-cylinder machines enjoy revs and, now with lighter internals like titanium rods and less friction from new pistons, this one is more than willing to sing a high-revving chorus.

MV Agusta Brutale 1000 RR

However, there is a flip side to all this, and that is the lack of drive and torque lower down in the rev range. Below 6000 rpm there isn’t a lot going on and the party doesn’t really get started to 8000 rpm. Yes, it will pull away cleanly from low in the rpm, but not with any real urgency and it feels laboured. For rapid acceleration from low speed, exiting a low corner, or for a quick overtake past slow-moving vehicles, you need to flick back a gear or two.

Thankfully the gearbox in partnership with the up-and-down quick-shifter is effortless and smooth, but on a few road occasions I felt short-changed and wished I’d flicked back another gear or maybe two. Not ideal for the road. While I’m knocking myself off the MV Christmas party list, the fuelling is okay but not perfect, which is not what you’d expect for a 52-grand bike. Race mode is too way too sharp and aggressive for the road, and Rain feels like you’re towing a caravan. MV has historically had niggles with fuelling and this has improved hugely over the years, their fuel injection has improved on every model I’ve ridden, but so has the competition, for whom fuelling isn’t even an issue. The Brutale RR has four Mikuni injectors supplemented by another four larger Magneti Marelli injectors for higher throttle openings.

MV Agusta Brutale 1000 RR

Arguably, this F4 Superbike-based café racer, complete with bar-end mirrors, was never intended to for meandering about on or even for commuting into town. Instead, tuck in, lie on the tank and make it scream. On track, you shouldn’t really let the revs drop below 8000 rpm. Simply keep it pinned and ride it like a 600, only changing gear when you venture near the rev-limiter.

When the revs are in the top third of the range, this is one fast naked. 200 hp was enough to win in British Superbike a few seasons ago, now it’s driving an unfaired road bike. When you ride it hard acceleration doesn’t seem to tail off, it just keeps revving and accelerating. Even when you tap into top it shows no sign of tailing off. Occasionally I was seeing 165-170 mph on the full-colour digital speed and still accelerating, revs still rising.

MV Agusta Brutale 1000 RR

Mind you, it’s not easy to see the updated TFT dash because it is too close to the fuel cap, angled up and hard to read. The dropped bars, however, work perfectly at high speeds, and you can get really tucked in, arse up against the sculpted pillion seat, toes on pegs. Even at 150 mph it was bearable, you can’t say that about most hyper-naked bikes.


Like the engine, there are two stories to the chassis and handling. Historically MV has always scored highly in the handling stakes, especially on the track, but have been let down in real world performance on the road. It’s a similar story for the new 2020 Brutale RR, despite being more user friendly than ever (if you can call a naked 208 hp superbike ‘friendly’).

MV Agusta Brutale 1000 RR

It’s still harsh on the road. Even in the softest mapping Sport mode, the Öhlins semi-active suspension can be a little brutal, especially the rear. The front isn’t too bad – there is the odd jolt over large imperfections – but the rear I would struggle to live with on the road. This may be exacerbated by the narrow seat, or the lack of travel/sag in the rear shock – either way it causes uncomfortable jolting over bumps. I opted to soften the settings via the custom mode, which can be done on the dash, or via your phone using the MV Ride App. But again, even with the suspension softened, the rear was improved but still occasionally harsh and firm. On billiard table-smooth surfaces, up in the mountains on stunning roads which surround Mount Etna, it is not a problem. But in town, on poorly surfaced roads, it became a painful issue. Even on the motorway, I had to occasionally lift my bum off the seat to ease the pain whilst crossing poor over-banding on bridges.

MV Agusta Brutale 1000 RR

Again, you could reason that few owners will be riding a new 52-grand MV around town, and that it belongs on mountain passes and fast smooth roads. And yes, the front-end feeling is good, there’s a nice connection and feel as you roll into a corner. The racy, dropped bar position feels more natural at speed, and encourages you to hang off the inside. But then you hit a series of bumps and the rear jolts and you lose the confidence to push on, despite the excellent rider aids keeping you safe.

On the track, where the surface is consistent and bumps are kept to a minimum, the MV comes together. It works. You can even flick into Race mode, which gives even more suspension support. Here the new Brutale is in its element and feels like a race bike with the bodywork removed. Ground clearance is huge, the dropped bars allow you to hang off naturally, knee brushing every apex. That huge power combined with taught suspension means the bike feels alive, though never unstable, even at very high speeds. There is a little movement in the bars, but nothing alarming which is impressive for a bike with a short wheelbase and so much drive.

MV Agusta Brutale 1000 RR

You sit more in the bike, out of the wind, and it’s less physical than most naked bikes – the best compliment I can bestow is that it feels and handles like a race bike with the bodywork removed. Everything works: peg position, rear seat hump… you can really tuck in and carry enormous corner speed with no fear of understeer like some naked bikes which push the front. Excellent.

Time to stop

All the ingredients are there: huge grip generated by sticky Pirelli rubber, high quality Öhlins 43mm semi-active forks, and the very latest Brembo Stylema Monobloc four-piston calipers grabbing 320 mm discs, all backed up with cornering ABS. On the road, just a brush of the span adjustable lever is enough to haul it up with precision and feel, but on the track the ABS is too intrusive and the ABS cycling is too slow. On the road, in protective jacket and jeans, I never really pushed on hard enough to test the stoppers, and I had no complaints. But on track, the ABS didn’t quite match the ‘high-tech’ feel exuded by the rest of the bike.

MV Agusta Brutale 1000 RR

On the track, braking from 160 mph plus down to 50 mph or less had the ABS behaving a little more intrusive than I would like. Sometimes there was a faint judder or pulsing in the lever occasionally when a few bumps were thrown in to really test the set-up. I wanted to brake deep into the apex, trailing the brakes but the ABS, with this inconsistency, wouldn’t allow me to do this.

MV Agusta Brutale 1000 RR

Rider aids keeping the wheels in-line

As expected and in line with the competition, a six-axis IMU now sits at the heart of operations, and communicates with the traction control and ABS braking. There are eight-levels of TC, which can also be de-activated, again via the dash or your phone on the MV app. MV now call their anti-wheelie ‘front lift control’, rather than dramatically cutting the power when the front wheel lifts from the bitumen or the forks extend dramatically, it will now hover slightly as power is reduced to ‘hold’ the wheelie, rather than dramatically cutting the power. Launch control is also standard plus that up-and-down quick-shifter and cruise control.

MV Agusta Brutale 1000 RR

The rider aids, particularly the traction control, are excellent. On track, you don’t ‘feel’ them working, which is usually an indication of a smooth system. It’s worth noting that on track we ran Pirelli slicks and, on the road, conditions were perfect, grippy Pirelli Diablo Rosso tyres were doing the work. It will be interesting to see how the rider aids perform in less than favourable conditions in winter. And as mentioned before, the full-colour TFT dash is lovely to look at and reasonably easy to navigate, but on the move is too close to the rider, and reflects the sunlight badly. This also makes it hard to see which mode you’re in and how much TC you’ve added or removed.


There is so much to love and appreciate about MV Agusta’s new Brutale 1000RR. The styling, for starters, is unique, it’s sculpted like a work of art. It’s exotic, and owners will be buying into a unique brand.

MV Agusta Brutale 1000 RR

It is certainly the best MV Brutale to date with huge power and is thrilling engine performance towards the last third of the rev range. It handles like a race bike without bodywork, and the rider aids are the finest to grace an MV to date. On track it is wonderful to ride – exciting and involving – but there are drawbacks. On the road the rear is too harsh, even when you soften the electronic Öhlins suspension, the fuelling is far from perfect and the TFT dash, though attractive, is too close to the rider. And we’ve not mentioned the price. Yes, we always expect an MV to be slightly more than the competition, but 22k more than an Aprilia Factory Tuono is a big pill to swallow.

So yes, there is a lot to applaud. MV have clearly done their homework and have made a stunning-looking naked that works superbly on the track. Would I love to own one? Yes, but only for long enough to make my friends envious and for some fast blasts on smooth roads or track-days. Personally though, would I purchase one over the cheaper, more road oriented competition? Sorry, no. But then again perhaps the key is in the name, ‘Brutale’, as in English that translates best to Brutal and it certainly lives up to its name.

MV Agusta Brutale 1000 RR

MV Agusta Brutale 1000 RR Specifications

MV Agusta Brutale 1000 RR Specifications
Engine 998cc four-cylinder, DOHC radial valve
Bore x Stroke 79 x 50.9 mm
Compression Ratio 13.4:1
Claimed Power 208 hp at 13,000 rpm
Claimed Torque 116.5 Nm at 11,000 rpm
Induction Eldor EM2.10, MVICS, 8-injector
Gears Cassette six-speed,MV EAS 2.1 two-way quick-shift
Clutch Wet
Frame CrMo steel tubular trellis
Forks Ohlins Nix EC hydraulic, fuly adj. 43 mm, 120 mm travel
Shock Progressive Ohlins EC TTX, fully adj. 120 mm travel
Tyres 120/70-17 (F); 200/55-17 (R)
Front Brakes 2 x 320 mm discs, radially mounted Brembo Stylema Monobloc 4-piston calipers with Cornering ABS
Rear Brake 220 mm single disc, two-piston caliper with Cornering ABS
Electronics Cornering ABS, traction control, four rider modes, wheelie control, and launch control, cruise control, bluetooth.
Instrumentation 5-inch, colour TFT
Dry Weight 186 kg
Seat Height 845 mm
Wheelbase 1415 mm
Rake / Trail NA / 97 mm
Fuel Capacity 16 litres
Service Intervals 6000 kilometres
Warranty Two years, unlimited kilometres
Available Taking orders now
Price $52,190 Ride Away

Source: MCNews.com.au

KTM 890 Duke R Review | Motorcycle Test

KTM 890 Duke R Review

Motorcycle Test by Adam Child ‘Chad’; Photography by Joe Dick

$17,495 is the price of admission for the KTM 890 Duke R

Some bikes are outstanding on tight back-roads – in their element between 50 km/h and 160 km/h, dancing from apex to apex, and far away from the boredom of the highway. Over the years I’ve been lucky enough to have ridden some of the best, going back to Aprilia’s two-stroke RS250, Yamaha’s early FZR600 and more recently MV’s F3 675 FC. And now, despite a lack of racy bodywork, the KTM 890 Duke R makes it onto this dream list.

This parallel-twin is a most singular and focused machine even by KTM standards. Clearly, no one at the original design meeting raised their hand to ask about pillion comfort, tank range, or about adding luggage or touring ability. The brief was simple: design a bike to be great through the twisties – and that’s what KTM have done.

Lithe Kiska designed profile with 834 mm seat height

As you’d expect, KTM have not scrimped on the suspension components. Quality WP APEX forks are easy to access and adjust and the WP on the rear is fully adjustable, including high and low-speed compression damping. The ride height has been increased by 15 mm compared to the Duke 790, which the new 890 is based on, giving greater ground clearance and, in theory, sharper handing with a steeper swing-arm angle to reduce rear squat.

Weight has been significantly reduced – just removing the pillion seat and pegs throws 3.3 kg in the bin (the pegs and seat come in a box with the bike should you want to ruin the handing with a pillion). The result is one of the best handling production bikes currently available.

121 horsepower, 99 Nm of torque and 166kg is a fun recipe

Combine a lightweight chassis (166 kg dry), that quality suspension, Brembo radial Stylema brakes normally only associated with ‘top-end’ superbikes, Michelin Power Cup 2 track rubber, then add development rider and former MotoGP star Jerry McWilliams into the mixture, and it’s the perfect storm for an apex eating, lean-happy bike.

On the road you immediately feel this. The set-up is sporty and light yet the 890 is not jarring over bumps and imperfections. Suspension travel is the same as the 790, so this isn’t a solid race bike for the road, instead it has a split personality and is actually quite plush… almost comfortable.

KTM Duke R Suspension
Fully adjustable WP Apex suspension has 140 mm travel up front and 150 m at rear

Yet, when you ride a bumpy section of road at speed, it’s unflappable, unfazed and remains planted. Often a road bike that works on bumpy roads can turn into a wallowing blancmange on a racetrack and, conversely, a firmly sprung track bike with limited travel can become a frightening, tank-slapping mess on really bumpy lanes – but the KTM does it all. From perfectly smooth roads to unnamed motocross-inspired back roads, the KTM is unfazed. Hugely impressive.

KTM could possibly have saved some money on the brakes because the Brembo radial stoppers are incredibly strong, and the faintest of one-finger pressure on the span adjustable lever is enough to bring a halt to proceedings (disc size is up from 300 to 320mm compared to the 790). Pull with any force and the 890 Duke R stops quicker than a cocky flying into your window.

Brembo Stylema four piston, radially mounted calipers, brake disc Ø 320 mm

This is due to a combination of factors: its high quality brakes, excellent forks and incredibly light weight. For extra fun you’ve also got the option to switch into Supermoto mode, which retains ABS at the front but allows the rear to lock up for slides.

Mid-corner the Duke is as festive as an alcoholic in happy hour. The impeccable front end feeling and grip as well as feedback from the great rubber encourage you to lean that little bit more, release the brake earlier and carry the corner speed. Again, the suspension copes with everything you can throw it despite being laid on its side. The handing limitation is your bravery, not the bike, whatever the road.

KTM 890 Duke R

On the exits pick up the throttle early and drive towards another bend. It’s so much fun. It will change direction without effort, the wide bars and almost supermoto stance allow you to attack unfamiliar roads without breaking into a sweat. All my journeys on the KTM took longer than expected as I always took a B-road long cut, then sometimes did a U-turn and had another go.

The 890 Duke R could arguably be a little racy and quick-steering for some, especially new riders. It’s not as soft and user-friendly as, say, a standard Yamaha MT-09, but it would run absolute rings around a stock MT-09. In this class of middleweight nakeds, the KTM is top dog in the handling stakes.

Powering the fun (and endless, immature giggles) is that usable, versatile and smooth 890cc parallel twin. The engine started life in the 790, but was bored and stoked, which now means power is up 16 hp to 119 hp, and torque is up about ten per cent.

890 cc four-stroke, DOHC parallel twin

119 hp may not sound much, but it’s around the same as a 600 supersport machine and, because I’m old, similar to a Suzuki TL1000S, which at the time was an ‘animal’ (and heavier than the KTM). The engine feels very V-twin like. It’s not as vibey as parallel-twins usually are, and there is a charismatic bark to the exhaust.

The fuelling is generally excellent, perhaps a little too snatchy in the optional Track mode, which we had fitted to our test bike. Our test bike was also blessed with the optional Quickshifter+ (an up and down quickshifter, $415.95), which syncs and matches the revs perfectly, feeding through effortlessly smooth, clutchless gear changes.

KTM 890 Duke R

There is more than enough usable torque from low down and through the mid-range, and you certainly don’t need to play with the gearbox in search of power. That said, I couldn’t help myself as the clutchless shifts are so sweet and that exhaust such an Austrian chorus.

The 890 Duke R is deceptively quick on the road, and accelerates rapidly without any hesitation, the rider aids doing there upmost to prevent the light front end from lifting. Yet despite having fun, dancing on the gear lever and enjoying the torque, it’s not intimidating.

When you look down at the speedo you’re not doubling the speed limit and facing jail if you get caught. Unlike larger, more aggressive supernakeds which are ripping your arms out their sockets when the fun kicks in, it’s fun below 160 km/h.

Generous 206 mm of ground clearance is more than some ‘adventure’ bikes yet seat height still reasonable 834 mm

There are a plethora of rider aids keeping both wheels on the road, plus an optional ‘Tech Pack’ for $895.95. The Tech Pack includes a software upgrade which adds a nine-stage spin adjuster for adjustment, ‘Track’ riding mode, the ability to disable the anti-wheelie, launch control, the Quickshifter+ and MSR, a Motor Slip Regulation that prevents rear wheel lock-up on downshifts. Essentially the Tech Pack gives you greater control and finer adjustments over the throttle, slip control, and anti-wheelie, and also, obviously adds the auto-blip down quick-shifter capability.

In standard trim you get cornering ABS and lean sensitive traction control (MTC) that is more advanced than previously. In stock form you are down to a choice of three rider modes: Rain, Street and Sport. I’m in two minds; do you really need the ‘Track Pack’ with advanced riders aids and the ability to be more precise with the rider aids? Probably not.

Adam looks longingly at the 890 Duke R

The KTM’s excellent chassis and natural mechanical grip means any rider aids are questionable in perfect conditions. In the wet I’m sure the sporty Michelin tyres are possibly not the best, but you can simply flick into rain mode provided by the standard package. It all depends on how and where you ride. The Quickshifter+ would be on the shopping list, but if you don’t intend to ride on track or pull wheelies, you don’t need to turn off the anti-wheelie nor refine the slip control. Intriguingly, cruise control is also listed in the accessories for $260.95 although you will also need the switchblock to match which sets you back a further $150.95, showing there is a practical side to the KTM after all.

Ok, it may not be as rounded as the Triumph Street Triple perhaps, but it’s ability to cut it on track or on bumpy back roads translates around town. Again the fuelling is excellent, the gearbox is smooth, and if you want to show off at the traffic lights, you can flick into Supermoto braking. The KTM tears up city traffic like an angry dog with a newspaper, the mirrors are not bad, the ergonomics friendly enough, levers span adjustable, and the clocks are clear.

KTM 890 Duke R

In comparison to the 790, you sit higher up with a seat height of 835 mm and more forward, the lower bars are slightly further away. The pegs are also set back slightly but it’s still comfortable and not too racy. For reference, I’m only 170cm (5ft 7in) and ‘fit’ the KTM; taller and larger riders over six-feet may want a test ride before purchasing.

It’s a shame the 890 doesn’t have the full-colour TFT clocks. In today’s world they’re a little dull, and I’ve never been a fan of the ‘four-block’ KTM switchgear. The more time you spend with the KTM, the more you get accustomed to the switchgear, but it’s not intuitive, still not on par with the competition. On several occasions after stopping, I’d forgotten to deactivate the TC or forgotten which mode I was in. I know from past KTM experience that once you’ve had a few days in the saddle it becomes second nature, but it should be easy straight out of the showroom.

KTM 890 Duke R

I love the look of the KTM 890 Duke R. It’s bold, racy and most definitely a KTM. When you turn up to a bike meeting on a Japanese bike, it can sometimes get lost in the crowd, but not the KTM.

It’s very bold, I can see it appealing to a young ‘Ready to Race’ audience, but does the average naked middle-weight bike owner want something so dramatic. Also, due to its lightness, and like many European bikes, it doesn’t feel quite as solid and robust as a big Japanese bike, even though the components used are the very best.

Instrumentation is legible enough but not the full-colour TFT found on some KTM models

890 Duke R Verdict & Track Impression

Like almost every KTM I’ve ridden in recent years, I’ve come with away with a few niggles, but they are completely overshadowed by the fun factor, handling and how the bike makes you feel. The handing is class leading; on the road a well ridden KTM could give just about any sportsbike a run for its money. It’s like a modern day Aprilia RS250, it’s that good. Yes, it may not be for everyone, but in terms of fun road bikes, it scores 10 out of 10. Any bike that can turn a crap day into one of the best with a twist of the throttle is a winner for me.

What works on the road is amplified on the track, what a brilliant, well balanced controllable track bike. The KTM 890 proves you don’t need 150-200 hp to have fun, I loved every lap. The steering is accurate, pinpoint, you’ll never miss an apex again. There’s a huge amount of ground clearance and feedback mid-corner.

KTM 890 Duke R

On the exit the power is usable, you don’t have to wait to get on the power or rely on the electronics, just drive forward to the next corner. On the brakes it’s superb, you can brake so deep and just allow the forks/tyre to find grip. Yes, on long straights you’ll get smoked by 1000cc Superbikes, but when they are all tired and going home before the last session you’ll still be riding and having fun.

I didn’t want to come back into the pits, it’s not hard work, the 890 Duke R is one of the easiest bikes I’ve ever ridden on track and the lap times weren’t bad. I can’t praise this bike enough – well done KTM.

Only a limited number of KTM 890 Duke Rs initially landed in Australia and the next shipment is landing on our shores about now with dealers already taking pre-orders. If you’re keen to get your hands on one, you might need to talk to your local KTM dealer a little sooner rather than later.  The price of admission is $17,495 + ORC.

KTM 890 Duke R – $17,495 +ORC

2020 KTM 890 Duke R Specifications

Engine Type Two-cylinder, four-stroke, DOHC Parallel twin
Displacement 890 cc
Bore / Stroke 90.7 / 68.8 mm
Power 89 kW (121 hp) @ 9,250 rpm
Torque 99 Nm @ 7,750 rpm
Compression Ratio 13.5:1
Starter / Battery Electric starter / 12V 10 Ah
Transmission Six gears
Fuel System DKK Dell’Orto (throttle body 46 mm)
Control 8 V / DOHC
Lubrication Pressure lubrication with two oil pumps
Engine Oil Motorex, Power Synth SAE 10W-50
Primary Drive 39:75
Final Drive 16:41
Cooling Liquid cooled with water/oil heat exchanger
Clutch Cable operated PASC™ Slipper clutch
Engine Management / Ignition Bosch EMS with RBW
Traction Control MTC (lean angle sensitive, 3-Mode + Track mode optional)
Frame CrMo-steel frame using the engine as stressed element, powder coated
Subframe Aluminium, powder coated
Handlebar Aluminium, tapered, Ø 28/22 mm
Front Suspension WP APEX, Ø 43 mm
Rear Suspension WP APEX shock absorber
Suspension Travel Front / Rear 140 / 150mm
Front Brake 2 × Brembo Stylema four piston, radially mounted calipers, brake disc Ø 320 mm
Rear Brake Brembo single piston floating caliper, brake disc Ø 240 mm
Abs Bosch 9.1 MP (incl. Cornering-ABS and super moto mode)
Wheels Front / Rear Cast aluminium wheels 3.50 × 17″; 5.50 × 17″
Tyres Front / Rear 120/70 ZR 17, 180/55 ZR 17
Chain X-Ring 520
Silencer Stainless steel primary and secondary silencer
Steering Head Angle 65.7°
Trail 99.7 mm
Wheel Base 1,482 mm ± 15 mm
Ground Clearance 206 mm
Seat Height 834 mm
Fuel Tank Capacity Approx. 14 liters / 3.5 liters reserve
Dry Weight Approx. 166 kg
Available May 2020
RRP $17,495 +ORC
KTM 890 Duke R
Brembo single-piston caliper and 240 mm rotor at the end of that long swingarm
Seat height is a quite low 834 mm
43 mm WP Apex forks work well and are adjustable
Available now

Source: MCNews.com.au

Riding the Ducati Superleggera V4 at Mugello

Ducati Superleggera V4 Test by Adam Child ‘Chad’
Images Milagro and Ducati

Dry weight is 159 kg, a colossal 16 kg weight saving over the standard V4 Panigale. Peak power is 224 hp in standard road trim, or 234 hp with the supplied race exhaust/kit. The race kit removes road mirrors, number plate etc and drops the weight further to 152.2 kg. Despite its V4 Stradale motor revving to 16,500rpm, and capable of lapping just over two-seconds slower than an Italian Superbike around Mugello, service intervals are at a perfectly normal 12,000 kilometres and it’s a normal homologated road bike.

Desmosedici Stradale 90° V4, lightened, counter-rotating crankshaft. 81 x 48.4 mm bore. 14.0:1 compression

Don’t be misled into thinking this is ‘just’ a Panigale with a race pipe and big wings. No, this is an entirely new bike from the ground up. It is, for starters, the world’s only homologated bike with a carbon chassis (which saves 1.2 kg over the standard bike). Carbon wheels account for another 3.4 kg saving. Even with its homologated power output of 224 hp, that’s enough to give the it record-breaking power to weight ratio of 1.41 hp/kg.

5 split-spoke carbon fibre rear rim 6.00″ x 17″

Let’s chat about the huge bi-plane wings. The exclusive and, I would say, attractive wings are fascinating and directly derived from MotoGP. Back in 2016, there weren’t any restrictions in the size and shape of the wings, which means the GP16, Ducati’s last MotoGP bike before downforce-curbing regs were introduced, had the most effective wings of all time. In fact, the downforce created by the Superleggera is higher than the GP20, a bike that must conform to strict regulations on wing size.

The wings are larger than the current MotoGP bike due to restrictions on their size in MotoGP

At 167 mph the wings are claimed to produce 50 kg of downforce, 20 kg more than the current Panigale with its single wing. At 186 mph that’s up to 61 kg, more weight than Dani Pedrosa in race leather – enough to improve stability and reduce wheelies, therefore allowing better acceleration, braking and corner entry.

At 167mph the wings produce 50kg of downforce, 20kg more than the current Panigale with its single wing

The electronics package is brand-new since simply transferring the electronics from the current Panigale R to the lighter, more powerful, extra downforce Superlegerra wouldn’t work. As you’d expect, it gets the full range of goodies: cornering ABS, slide control, traction control, anti-wheelie, launch control, an up and down quick-shifter, and changeable engine braking strategies. Rider aids can be trimmed and changed to meet personal demands while Ducati has also added three additional new rider modes, simply A, B, and Sport – two are track specific, the third for the road. There’s also a new RaceGP dash mode, for track use only, which shows your lap times, splits, and riders aids. Pre-programmed tracks are already saved, like Mugello, so you can simply work on improving your lap time and splits.

Riding the Superleggera V4

Fully adjustable Ohlins TTX36 unit with GP valve and titanium spring. Carbon fiber single-sided swingarm

Once out of pit lane the clutch is now needless as I fire in a few quick gear-changes towards turn one. The bark between fast gear changes sounds like a gun going off and echoes around the historic grandstand.

It’s over 30-degrees out here and the Pirelli slicks have been scrubbed and then cooking on warmers, so there’s no need to take it steady. Immediately the carbon-chassis of the Superleggera wants to turn, feeling light, accurate, and fast steering. Out of turn five, I’m recalibrating to sheer intensity of the V4’s power and torque, yet only tickling the throttle.

Fully adjustable 43 mm Öhlins NPX25/30 pressurized fork with TiN treatment, billet fork bottoms

This Ducati might have the power of the factory’s WSBK contender, or near as damn it, but it’s usable and smooth. I’m a little rusty from the enforced lay-off due to the plague and braking and accelerating at the wrong points, but the bike is allowing me to do so without a hint of complaint.

165 kW (224 hp) @ 15,250 rpm – 174 kW (234 hp) @ 15.500 rpm with full racing exhaust

On the long straight I tuck in behind the sizable screen, tap the gears, push my arse up against the bump stop and revel in the ride. The liquid smooth Stradale motor loves to rev, while upshifts are almost seamless and incredibly quick. Each flick of the left foot slaps me in the head with another tidal wave of power. Yes, Mugello is over five-kilometres long but has never felt so short or so fast.

116 Nm (85.6 lb-ft) @ 11,750 rpm – 119 Nm (87.7 lb-ft) @ 11.750 rpm with full racing exhaust

I start to gel with bike and circuit but despite getting into the flow and really starting to make the engine shout, the front end remains planted. In my chosen race B riding mode there’s no hint of a wheelie or instability and it feels more like playing an Xbox game.

Mugello is wide and open but still the Superleggera shrinks it to the size of a car park. Now I’m only changing gear when the shift lights illuminate, but in no time at all I’m in fifth gear and tap into top before that notorious blind rise of Mugello. Fast bikes get notably flighty over the crest, some even weave as the suspension extends, but the winged Superleggera is rock-solid and clearly loving those 60-odd kilos of winged downforce.

Ducati Superleggera V4 Review

Then hard on the brakes into turn one and back down the gears. The Brembo Stylema R calipers grab the 330mm discs like a dog holding onto his favourite stick, yet the forks take the strain, and again the stability is faultless. The limiting factor isn’t the brakes but the rider. I don’t know of any other bike that can brake this late and remain so planted.

Hydraulically controlled slipper dry clutch

The wings are clearly adding to this stability, but so is the carbon fire chassis, which now has more flex and feel than before. Everyone knew this Superleggera was going to be fast, after all the figures stand out for themselves, but like the braking, I didn’t expect the handling to be so far ahead of the game.

Ducati Superleggera V
Carbon-fibre frame and swing-arm

I’ve ridden offensively powerful WSBK Ducatis before and even congratulated Chaz Davies on the size of his testicles after sampling his animal Superbike at Imola a few years ago. This Superleggera, however, is incredibly forgiving and easy to ride considering its jaw-dropping power.

As my bravery and confidence improves, I opt to flick to A mode, which delivers full power and torque in the lower gears. To be fair, Mugello isn’t a wheelie-happy track (I only used first gear to leave pit-lane), but in this sharper mode there’s certainly more kick lower down. But again, the front is unflustered, only lifting slightly on the first application of throttle when the wings aren’t really working at low speeds.

330 mm semi-floating discs, radial Brembo Monobloc Stylema R 4-piston calipers with Cornering ABS EVO


Yes, it’s priced at $150,000 and Ducati are only making 500 of them. And, regrettably, some will never be ridden, on the road or track. But beyond these negatives I can’t find any faults. This is a genuine superbike for the road, a machine capable of lapping within a few seconds of a top-flight factory race bike and, incredibly, can be ridden on the road. However, I doubt we will ever see one on the road, as it will likely be the poster bike for the next generation, in the same way I had a poster of a Honda NR 750, next to Pamela Anderson.

What number might you end up with…?

So you want to buy one?

I want one, where do a sign? For your $150,000 you don’t just get a motorbike. Oh no, new owners will have access to the ‘SBK Experience’ which allows them to ride the World Superbike Ducati around Mugello. Yes, included in the price, is a few laps of Mugello on Chaz or Scott’s work bike.

And yes the WSBK experience is of course available to Australian owners as well however due to the current COVID environment this experience has been postponed until 2021. The custom made leather suit and helmet are also available to Superleggera V4 owners in Australia.

Furthermore, if you want to splash out further, you can splash out another 50k and get to ride the actual Ducati Desmosedici GP20 MotoGP race machines as used by Petrucci and Dovizioso.

However, this is limited to just 30 applicants and you must be the ‘correct’ size. And if you really, really, really want to spend some money, Ducati is offering colour matching Dainese air-bag leathers, and a carbon-fibre helmet from Arai. If you’re going to cash in your pension, you might as well spend it all. ScoMo is going to have to up the limit for early superannuation withdrawals somewhat!

Ducati Superleggera V4

2020 Ducati Superleggera V4 Specifications

Superleggera V4
Desmosedici Stradale 90° V4, lightened, counter-rotating crankshaft, 4 Desmodromic timing, 4 valves per cylinder, liquid-cooled
Displacement 998 cc
Bore X stroke 81 x 48.4 mm
Compression ratio 14.0:1
Power (EU homologation) 165 kW (224 hp) @ 15,250 rpm – 174 kW (234 hp) @ 15.500 rpm with full racing exhaust
Torque (EU homologation) 116 Nm (85.6 lb-ft) @ 11,750 rpm – 119 Nm (87.7 lb-ft) @ 11.750 rpm with full racing exhaust
Fuel injection Electronic fuel injection system. Twin injectors per cylinder. Full ride-by-wire elliptical throttle bodies with aerodynamic valves. Variable length intake system
Exhaust 4-2-1-2 system, with 2 catalytic converters and 2 lambda probes
Gearbox 6 speed with Ducati Quick Shift (DQS) up/down EVO 2
Primary drive Straight cut gears; Ratio 1.80:1
Ratio 1=38/14 2=36/17 3=33/19 4=32/21 5=30/22 6=30/24
Final drive Regina ORAW2 chain ; Front sprocket 15; Rear sprocket in Ergal 42
Clutch Hydraulically controlled slipper dry clutch
Frame Carbon fibre “Front Frame”
Front suspension Fully adjustable 43 mm Öhlins NPX25/30 pressurized fork with TiN treatment, billet fork bottoms, lightweight springs, fully adjustable.
Front wheel 5 split-spoke carbon fibre 3.50″ x 17″
Front tyre Pirelli Diablo Supercorsa SP 120/70 ZR17
Rear Suspension Fully adjustable Ohlins TTX36 unit with GP valve and titanium spring. Carbon fiber single-sided swingarm.
Rear Wheel 5 split-spoke carbon fibre 6.00″ x 17″
Rear tyre Pirelli Diablo Supercorsa SP 200/60 ZR17
Wheel travel (front/rear) 120 mm (4.7 in) – 130 mm (5.1 in)
Front brake 2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema R 4-piston callipers with Cornering ABS EVO
Rear brake 245 mm disc, 2-piston calliper with Cornering ABS EVO
Instrumentation Last generation digital unit with 5″ TFT colour display
Dry weight 159 kg (350 lb) – 152.2 kg (335.5 lb) with racing kit
Seat height 835 mm (32.9 in)
Wheelbase 1.480 mm (58,3 in)
Rake 24,5°
Front wheel trail 100 mm (3,94 in)
Fuel tank capacity 16 l
Number of seats Single seat
Safety equipment
Riding Modes, Power Modes, Cornering ABS EVO, Ducati Traction Control (DTC) EVO 2, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO,  Auto tyre calibration.
Standard equipment
Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2, Full LED lighting with Daytime Running Light (DRL), GPS module, Lap Timer EVO 2, PIT limiter, Ohlins steering damper, Quick adjustment buttons, Lithium-ion battery, Auto-off indicators, Chassis in carbon fiber, Carbon fiber fairings, Carbon fiber wheels, Carbon fiber mudguardsÙ Biplane wings in carbon fiberÙ High-flow air filterÙ Type approved Akrapovič silencer in titanium.
Additional equipment
Front and rear paddock stands, Battery maintainer, Racing Kit: Akrapovič Titanium racing exhaust. Machined mirror block-off plates, License plate mount removal plug, Swing arm guard, Carbon fibre clutch cover,Ducati Data Analyzer+ (DDA+) with GPS module, Side stand removal kit, Front and rear lights removal kit, Racing fuel tank cap, Brake level protection, Bike cover. 
Ready For Ducati Multimedia System (DMS), Anti-theft
Warranty (months) 24 months unlimited mileage
Maintenance (km/months) 12,000 km (7,500 mi) / 12 months
Valve clearance adjustment (km) 24,000 km (15,000 mi)
Standard Euro 4
Fuel Consumption 8 l/100km – 185 g/km Consumption and Emissions (only for countries where Euro 4 standard applies)
Price $150,000 approx.

2020 Ducati Superleggera V4 Images

Source: MCNews.com.au

Triumph Daytona 765 Moto2 Limited Edition Review

Triumph Daytona 765 Moto2 Limited Edition Tested

Motorcycle Review by Adam Child ‘Chad’ – Images by Joe Dick
Triumph Daytona 765 Moto2 Limited Edition

To revel in Triumph’s return to MotoGP as the engine supplier to Moto2, Triumph have produced a limited edition road-going version of their race bike. Ok, sort of, if you you’re not too critical – let me explain.

Its engine proudly carries the same logo and is the same capacity as the Moto2 bikes, but in fact the bike has more in common with Triumph’s super-popular Street Triple RS naked. Top power is 130 PS at 12,250 rpm up from the Street’s 123 PS at 11,700 rpm, thanks to a host of engine tweaks the team has carried over from the Moto2 engine.

Triumph Daytona 765 Moto2 Limited Edition

These include titanium inlet valves, stronger pistons, MotoGP-spec’ DLC coated gudgeon pins, new cam profiles, new intake trumpets, plus modified con rods, intake port, crank and barrels, and an increased compression ratio. Simply put, they have improved the flow, increased compression, and made the engine internals lighter to move faster, which is what they’ve done with the Moto2 engine, all be it more advanced.

All of these improvements allows the triple to sing, revving higher than the Street Triple RS engine by 600 rpm, with the redline now at 13,250 rpm. Peak torque is also up slightly, to 80 Nm from 77 Nm.

Triumph Daytona 765 Moto2 Limited Edition

The chassis isn’t a Moto2 replica because that would be too rigid for the road, and also terrifyingly expensive. Instead, Triumph has fallen back on what they know by adopting the highly-acclaimed 675R Daytona chassis. The ‘R’ chassis was and arguably still is class-leading. In the UK, the chassis has proven its worth, taking three national championships and winning the 2019 Supersport TT with Peter Hickman at the helm.

To bring the chassis package up to date for 2020, Triumph have chosen the very latest Öhlins suspension – NIX30 forks and a TTX36 rear shock – plus the hottest Stylema Brembo radial bakes. Tyres are sticky, track-focused Pirelli Supercorsa SP too.

Latest Öhlins suspension – NIX30 forks and a TTX36 rear shock

So while the Limited Edition may not be an actual Moto2 bike for the road, it has a similar racing DNA and is built by the same team that developed the Moto2 engines. So it is similar-ish.

Riding Triumph’s Daytona 765 Moto2

Shimmering in the English mid-day sun, this bike is number 75 out of the small production run of 765 (plus another 765 for the US and Canada market), identifiable by the meticulously finished top yoke. The ‘official’ Moto2 logo to the right of the ignition is a nice touch, too, while the carbon fibre bodywork grabs your eye as the weave catches the sunlight.

Triumph Daytona 765 Moto2 Limited Edition

The Union Jack livery gets a thumbs up from me, and gold Öhlins fork tops give a racy feel from the cockpit. I like the stealth finish but, if I were to find fault, the switchgear is merely stolen from other Triumph models, and the number plate holder needs to be carbon, and not look like an afterthought.

Turn the key and the new colour instrument console comes alive with a pleasing graphical ‘Moto2’ start-up screen, before leading you into a familiar Triumph dash, now with five rider-mode options – Rain, Road, Rider Configurable, Sport and Track – all of which adjust the throttle map, traction control settings and ABS settings to the conditions and the way you ride. There’s also an up-and-down quick-shifter with auto-blipper.

Triumph Daytona 765 Moto2 Limited Edition

The rider modes are not lean-sensitive, as there is no IMU, which means standard ABS braking and not corning ABS. Same with the traction control, which is not lean-sensitive, but can be switched off.

Mode selected, a quick dab of the starter button and the British triple barks to life through its titanium Arrow end can. I adore the roar and bark of a Triumph triple, and the new Daytona is one of the best sounding bikes in the Hinckley factory’s fleet. It sounds so sweet and charismatic, but not annoyingly loud, so sneaking out for an early morning ride without waking up the family shouldn’t be a problem.

Triumph Daytona 765 Moto2 Limited Edition

Within just a few miles, I feel at home. I rated the old Daytona, and thankfully Triumph hasn’t moved too far away from a proven formula. The fuelling at low speed is near-on flawless, the gears shift effortlessly, the quick-shifter and auto-blipper work perfectly. Around town, at slow engine speeds, the power is slick and there’s enough torque to let it burble along a gear too high. I don’t even need to slip the clutch away from the lights… Yes, for a Moto2-inspired rocket, it works in the real world too.

The chassis and Öhlins set up is, unexpectedly, soft and plush, with speed humps and road imperfections easy on spine and wrists. Yes, the physical dimensions are on the small side; I’m only 5ft 7in (170 cm) and I make the bike appear ‘normal’. If you’re over six feet tall or opposed to exercise, then you might find the Daytona too cramped.

Triumph Daytona 765 Moto2 Limited Edition

But let’s forget about practicalities. Let’s tuck in behind that bubble and make this triple rev! Now we’re talking, this is what the bike was designed to do. Out in the lanes, dancing up and down on the quick-shifter, tucked in behind the screen, knee slider occasionally touching down on sun-drenched British roads… Hell yeah, this is brilliant. I’m in motorcycle paradise and this is why mid-size sportsbikes are so good.

Triumph Daytona 765 Moto2 Limited Edition

The triple delivers more than enough mid-range torque to swiftly accelerate past slow-moving traffic; you only need to tap back one gear for a sharp overtake. But who wants brisk? That is like going to the pub and drinking tea. I want fun, which is why I opt to make the engine scream for sheer enjoyment.

Revving hard, into second gear, third and fourth – getting close to the redline, having ridiculous fun while still feeling in control. You’d never ride an unfamiliar B-road hard on a 1000cc production bike unless your name was Michael Dunlop, but you can on the Moto2 Daytona.

Triumph Daytona 765 Moto2 Limited Edition

Make no mistake, it’s a super-quick bike but anything but terrifying, and a quick brush of the radial Brembo stoppers quickly brings the pace down to legal speeds should you spot the boys in blue in those small mirrors.

The lightweight chassis handles with everything I throw at it, from painfully bumpy unclassified roads taken at speed to humpbacked bridges that launch the Daytona into the unknown. Again, like the engine, the suspension is there to be used and conveys perfectly to the rider what’s happening.

Triumph Daytona 765 Moto2 Limited Edition

The feel is excellent, the ride is plush, bordering on soft when pushed hard, but that might be down to my weight and aggressive riding. The rear sits down more than expected when exiting slow corners hard on the power, and the manually adjustable suspension will need a tweak to reduce the laden sag a little before a trackday.

Generally, the set-up is forgiving and extremely stable for a short-wheelbase bike that allows you to ride with such certainty on unseen roads. The Daytona is accurate and easy to steer, lets you attack corners with confidence, and gives immense grip from its sticky Pirelli rubber. It flicks between turns with simplicity, lets you carve up the lanes like an expert, and rolls over its 180 section rear effortlessly. The chassis flatters the rider, it’s that simple.

Triumph Daytona 765 Moto2 Limited Edition

The Stylema Brembo stoppers are powerful, it only takes one or two fingers on the span and ratio-adjustable lever to bring the dangerous-riding competition to a close. The ABS is a little intrusive when you brake hard over imperfections. The lack of cornering ABS was never an issue, in fact, I spent most of the ride with the traction control deactivated to make the most of the Dayton’s other trick – wheelies – which it does with blasé ease.

Triumph Daytona 765 Moto2 Limited Edition

The old 675 Daytona loved a long and precise wheelie and, now with more torque, the new Daytona is more willing to loft the front wheel in the first few gears than ever.

Triumph Daytona 765 Moto2 Limited Edition

Our test was conducted in the perfect weather and dry, warm roads. In fact, it was almost too hot at times, which is why the traction control was deactivated for most of the ride. With a manageable 130 PS, perfect fuelling and feel from the sticky 180 rear Pirelli, I’d argue whether TC is even needed. However, in the colder, darker months I’ll certainly flick into rain mode, which reduces the power and adds more TC.

The Daytona isn’t going to be for everyone, and as a supersport fan I might be a tad influenced. Yes, it is on the small side, while around town it will become a pain to live with. The mirrors aren’t the best, the switchgear is like jumping into a Ferrari and finding it has Fiat switchgear. There’s no room for a pillion, and we’ve not even mentioned the price.

Triumph Daytona 765 Moto2 Limited Edition

Australians will pay $26,990 plus on-road costs (in the UK for comparison it’s nearly £16,000), which is a lot to ask when compared to Triumph’s own Street Triple RS from $19,800 ride-away – and that is a bloody good bike. With the initial 25 models selling out almost instantly, Triumph Motorcycles Australia also secured a further 25 of the US/Canada Moto2 Daytonas, meaning there are a couple of these bikes still left to be snapped up and in stock at specific dealers ready to roll.

If we look across the market Kawasaki’s ZX-10R is cheaper, as is Ducati’s stunning Panigale V2, with both available for around $23k ride-away. Ouch. But, in the Daytona’s defence, it is a very tasty limited edition model, it’s good on fuel, has a decent tank range and is comfortable at speed while the ride is plush enough to commute on the motorway. And who wants to take a pillion, anyway? They only upset the handling; get them to take the bus (and blame it on social distancing).

Triumph Daytona 765 Moto2 Limited Edition

Daytona Moto2 Verdict

This is a special motorcycle, one dripping in carbon fibre and quality components with the cache of being a road-legal, limited edition Moto2 replica. I enjoyed thrashing Triumph’s Daytona, almost the perfect summer sportsbike for the road, and in that context it’s hard to fault.

How do you put a value on amusement? It does feel unique and it is fun to ride. On some trackdays you might crave for more power, but everywhere else in the world, this beautifully built bike is more than enough. But please Triumph, can we have a non-carbon version with a slightly lower spec that brings it in at just a few bucks more than the Street RS?

Triumph Daytona 765 Moto2 Limited Edition

Triumph Daytona 765 Moto2 Limited Edition

Technical Specifications
Engine Type Liquid-cooled, 12 valve, DOHC, in-line three-cylinder
Capacity 765 cc
Bore Stroke 78 x 53.38
Compression 12.9:1
Max Power 95.6kW (130 PS) at 12,250 rpm
Max Torque 80 Nm at 9,750 rpm
System Multi-point sequential electronic fuel injection with SAI. Electronic throttle control.
Exhaust Stainless steel three-into-one exhaust system. Stainless steel underbody primary silencer. Arrow titanium secondary silencer.
Final Drive Chain
Clutch Wet Multi Plate
Gearbox Six-speed with Triumph Shift Assist
Frame Front – Aluminium beam twin spar. Rear – 2 piece high pressure die cast
Swingarm Twin-sided, cast aluminium alloy
Front Wheel Cast aluminium alloy 5-spoke 17 x 3.5 in
Rear Wheel Cast aluminium alloy 5-spoke 17 x 5.5 in
Front Tyre 120/70 ZR17, Pirelli Rosso Corsa 2
Rear Tyre 180/55 ZR17, Pirelli Rosso Corsa 2
Front Suspension Öhlins 43 mm upside down NIX30 forks with adjustable preload, rebound and compression damping
Rear Suspension Öhlins TTX36 twin tube monoshock with piggy back reservoir, adjustable, rebound and compression damping
Front Brake Brembo Stylema four-piston radial mono-block calipers, Twin 310 mm floating discs, switchable ABS 
Rear Brake Brembo single piston calliper, Single 220 mm disc, switchable ABS
Width Handlebars 718 mm
Height Without Mirrors 1105 mm
Seat Height 822 mm
Wheelbase 1379 mm
Rake 23.2°
Trail 91.1 mm
Weight 165 kg (dry)
Tank Capacity 17.4L
Fuel Consumption  5.9L/100km (measured) 48mpg (5.2l/100km claim)
RRP $26,990 +ORC
One more wheelie for good measure to sign off with!

Source: MCNews.com.au