Comment by Editor, Robin Bradley

"But, soft! What light through yonder window breaks?" 

Picking up where I finished in the last edition, the Euro 5/Euro 5+ end of year 'pre-reg' rush to get motorcycles registered for sale legally after the new regulation version came into force on 1st January  continues to cast a long shadow.

We knew it would, and it will likely still be doing, in statistical terms at least until the year-end. Possibly into 2026 as we lap the distorted H1 2025 figures.

The most recent available National Trade Association data for Germany, Italy, Spain and the UK (data from the IVM, ANCMA, ANESDOR and the MCIA respectively) appear on pages six and seven of this issue.

The bad news is that they are clearly still distorted by the 2024 Q4 'pre reg' issue. The good news though is that they do make slightly better reading when compared to the 'near death experience' of preparing the data for the prior edition.

In Germany (especially) -25.9% (January - July) is a little easier to take than the -30.90% reported for the first five month, even though only a 5% improvement. When the carry-over model sales are added to the 112,096 Euro 5+ units registered for the seven month YTD (around 25-35,000 units - of which at least 15-20,000 will have been sold in the period to the end of July) it is more likely that the German market is closer to -15% down YTD with some 10 - 15,000 units of 'data subsidy' still set to work their way through.

recovery from Q4 2024 ‘pre-reg’ trauma

In order to prepare the data this year we are comparing the usual National Trade Association sources data seen in their top-line registration statistics to other data sets. Especially to the brand market share data released that is routinely released by most of the Trade Associations and the 'Big Five' data released quarterly by ACEM.

The trends seen in those metrics confirm our thinking. Namely that we are seeing a market in Europe that is doing at least somewhat better than it would appear. So as the months tick by we are increasingly comfortable with the year-end forecasts we are making of, for example, a -3% to -5% year-end number for the German market in 2025.

This 'hunch' ('guesstimated'?) edges closer to meaningful forecast territory when the market performance in Spain is added to the wider pan-European context.

There, the 'pre-reg' issue was either a lot less pronounced at the end of 2024 or else the 2025 market is on fire. Knowing the efficiency of ANESDOR's data gathering and reporting under long-serving Secretary General José María Riano it is much more likely to be the former - though that said, the motorcycle market in Spain is continuing to do well.

Motorcycle sales in Spain were up by +9.95% by the end of July 2025 (141,249 units), from +6.58% for H1 (112,880 units).

The jewel in Europe's crown in recent years has been the Italian market, but even there the data so far this year has been scary. From -15.03% (81,933 units) for the first half of the year, to -13.56% (97,983 units) for the first seven months might not seem a trend to stake-the-farm on (and it isn't) but for a 26-day selling period we'll take it. If repeated for each of the next five months (August to December) a +3% to +5% result would be a triumph when the added Euro 5 carry-over sales are factored into the Euro 5+ equation.

In terms of theoretically 'major markets' in Europe, if there is a 'sick man of Europe' then I am afraid to report it is my own country. As there has been for most of the past 12-18 months, there are again several reports in this edition (mostly in the News Briefs) about manufacturers (motorcycles and P&A/G&A) and distributors struggling or going out of business. Dealership and P&A/G7A retail outlet closures have been running at a highest rate since time of the 2007-2009 Financial Crisis too.

UK new motorcycle registrations were reported by the MCIA, the UK's motorcycle industry trade association, as being -20.21% for the five months to the end of May 2025 at a 'mere' 37,267 units - way too few to keep the doors of what is clearly now an over-populated dealer network alive.

At -17.57% two month later (January to July 2017) the recovery is meagre for something like 50 selling days, and 55,769 new registrations are not going to be keeping all the lights on. Yes, there was a 'pre-reg' issue in the UK too, as everywhere, but even allowing for around half of those finally finding buyers this year the 'real world' UK sales figure January-July YTD is still only likely to be around 60,000 units at best. With the best will in the world the most optimistic forecast we can justify for the UK 2025 full-year at this time is in the region of -2% to -4%.  

Europe's so-called 'Big Five' national markets account for something in the region of 80% of all the annual motorcycle sales in Europe, however the economies are doing. Of the rest of Europe, the markets in Poland and Greece are not to be underestimated, but of the 'Big Five' the most difficult for anyone to report on is France. 

As far as anyone outside France can tell, CSIAM, the motorcycle trade association that includes representation of the motorcycle industry France does a good job in a very tricky context, but they do not release registration data with the kind of frequency that we and other outlets would find useful.

So, in the case of France, the primary source we check-in on is the quarterly 'Big Five' releases by ACEM. Though they are generally an additional month behind compared to the National Trade Associations, they are instructive

For the French Market the 'pre-reg' issue was clearly seen in Q4 2024 data, especially in December. For Q1, CSIAM reports 38,172 Euro 5+ unit registrations, which was -21.6% down on the year-ago data. However, by the end of Q2, the H1 data show registrations in France 'recovering' to 'just' -17.8% YTD at 94,49.

So, the 'Half term' school report? Forecasts of our demise are greatly exaggerated! 

News Briefs

A record 127,000 riders participated in The Distinguished Gentleman's Ride (DGR) this year, raising $7.6m USD for men's health. The top three fundraisers each received a brand-new Triumph Modern Classic motorcycle. Officially the world's largest charity event for classic and vintage motorcycle enthusiasts, 1,038 rides took place in 108 countries simultaneously on Sunday 18 May 2025. The overall winner, who is rewarded with a Bonneville Scrambler 1200 Icon Edition, was Canadian Joseph Mancinelli. He raised $62,625 this year riding in Hamilton, Ontario, bringing his total raised since his first ride in 2017 to an incredible $550k. Also winning their choice of a Triumph Modern Classic motorcycle, were Andrew Cook from Idaho, US, who raised $56,640, and Nick Politis from Florida, US, who raised $46,999. The 2026 Ride is slated for May 17; www.gentlemansride.com

Energica in Italy looks to be on the comeback trail after its bankruptcy and subsequent liquidation. Global Sales Director Stefano Benatti has announced the completion of a sale to a Singapore based group of investors. Founded at Modena in 2014, he says that the new iteration of the company will continue with a new financial base and the same development team; www.energicamotor.com

Finnish electric motorcycle manufacturer Verge is to offer its rim mounted motor drive concept to other manufacturers. The company has created a division called Verge Next for this and other components that it thinks can be propagated across the electric PTW ecosystem. The motor is mounted firmly on the rear frame, around which the spokeless (and therefore hubless) rear wheel rotates - as if on rails. The concept was developed by partner company Donut Lab, and the motor is available in various sizes; www.vergemoptorcycles.com

Six-time World Champion Jonathan Rea is to retire from full time racing when hi present contract with Yamaha Motor Europe expires at the end of the 2025 season. Having made his debut in the Superbike class as a wildcard in 2008, the Northern Irishman has lined up for an astonishing 459 races over his 17 years racing at the highest level. His 119 victories, 264 podium places, 44 pole positions, 104 fastest laps are highlighted by his six consecutive WorldSBK championship between 2015 and 2019 - making him the most successful rider in WorldSBK history.

The UK's oldest motorcycle shop has closed after 125 years. Lloyd Cooper of Watford, England was still located at the same premises where it was founded by Richard Cooper in 1900. The shop has only had four owners in its history, and if you don't count the founder they had all been employees of some kind at some stage. Most recently the dealership had been a Motorcycles Direct branch and featured one of Kawasaki's largest UK showrooms.

Norton has filed a pair of Trademarks in India - for the Electra and Combat names. Owner TVS has made no secret of its Norton ambitions for its home market and rather than limiting its aims to scooters, electrics or the range of upcoming smaller displacement bikes, or even trying to recreate the brand's 'big bike' reputation there, the trademark filing points to highway capable machines that can exceed 64 mph (103 kph). This makes it look like these will be a new 450 cc platform that shares its engine with the BMW F 450 GS single.

Invented in 2019 by Moses Shahrivar, Sweden's Mo'cycle offers unique wearable airbag tech. In addition to inflatables to protect the rider's torso, the multi award-winning EU approved brand also offers what are described as "the world's first and safest motorcycle airbag jeans." A 'modular solution' the jeans and jackets can be bought complete, or the inflatables can be bought as a stand-alone product for use with any riding jeans; www.mocycle.com

Italian registrations

Italy - registrations to July -15.03%

Though continuing to stabilise, the latest data from ANCMA, the motorcycle industry trade association for Italy, show new motorcycle registrations continuing to (theoretically) decline, being down for the first seven months by -13.56% (97,983 units YTD).

However, as is the case in most other European markets (especially Germany, but except for Spain) the data remains hopelessly distorted by the Q4, 2024 rush by the primary OEMs to pre-register unsold Euro 5 spec models before the upgraded Euro 5+ regulations can into force on 1st January this year.

The result? In statistical terms a confused and confusing picture. However, the underlying data for Italy doesn't appear as bad as it might appear. July was the 'lowest decline' of the year so far, at -5.20% (16,050 units) having been -13.36% in May and -6.72% in June.

As elsewhere, this data does not take account of the 'pre-reg' units that, though heavily promoted, dealerships will have made some progress in clearing by now, meaning that some of the late 2024 'pre-reg' units have been valuable additional sales for 2025.

In that context, our analysis suggests that around half of the 37,000 registrations seen in Italy Q4, 2024 were 'legitimate sales' and that would mean that in the worst case scenario the Italian market H2 carry-over has been something like a 5,000 to 8,000 pre-registrations, some of which will be sold in July. Our best estimate for 'real world' new unit registrations forecast for Italy in 2025 remains unchanged at around +3% to +5% by the year end.

Underlying market growth may be evidenced in the total PTW registration figures for the first seven months with an apparent decline of just -2.25% (237,644 units YTD) - only some 5,500 units down on the same period of 2024.

As usual the top selling units in Italy are scooters, with Honda Italia's SH 125, 350 and 150 series taking the top three spots (nearly 30,000 units YTD between them) followed by the X-ADV 750, the Piaggio Liberty 125 ABS, Kymco People S 125, Honda Italia's ADV 350, the Yamaha TMAX and the Voge SFIDA SR16.

The top-selling motorcycle in the first six months in Italy was (no surprise) the BMW R 1300 GS (2,802 units YTD), followed by the GS Adventure with 2,294 units sold.

Total Scooter sales were 139,961 units, which was up by 7.63% YTD - further probable proof of underlying market growth.

QJMotor

QJMotor SRT450X to rival CFMOTO 450MT 

By Ben Purvis

Big adventure bikes might have ruled the sales charts for the last two decades but the ever-increasing performance and size of those machines is at odds with an aging motorcycling demographic as a growing number of owners opt to swap their litre-plus monsters for something a little easier to handle. That's opening a door for manufacturers for a new breed of middleweight adventure models offering the same comfort and all-round ability but with less performance and weight.

CFMOTO's 450MT is one example, with a more serious approach to its offroad ability than the likes of Honda's NX500, and, now rival Chinese brand QJMotor is heading into the same market segment with an upcoming model likely to be called the SRT450X.

Recently type-approved in China, the new bike packs QJMotor's own 449cc, 39kW (53hp) parallel twin engine (expect it to be detuned to 35 kW/47 hp should it reach European markets to match A2 licence rules). It's shown wearing 'SRT400X' badges, but the SRT450X name makes more sense given its capacity and its rivalry with the 450MT. It's the same engine that's to be used in the upcoming QJMotor Super4 sports bike, and already features in several other bikes in the company's range.

Fitted to a steel tube frame for the SRT450X, with long-travel upside-down forks and suitably offroad-style wire wheels, 21 inches at the front, 18 inches at the rear, the resulting machine has a very similar stance to the rival CFMOTO 450MT, including a Dakar-inspired shape with a near-vertical windscreen. However, it also features styling cues from QJ's larger SRT800RX - a 799 cc parallel twin adventure bike - including an unusual triple-light setup at the front, with a small central headlight bolstered by two larger, lower-mounted lamps tucked into the fairing just ahead of the fork legs. 

Weighing in at 185 kg, according to QJMotor's approval documents, the bike's mass is in the same league as the rival 450MT, which comes in at 175 kg dry but around 195 kg ready-to-ride. 

Four versions of the upcoming QJMotor have been type-approved. As well as the variant seen here, there's one with a low-mounted front mudguard wrapped close to the tyre, and both styles are also approved in fully laden form with three-piece aluminium luggage sets, a change that ups the weight to 204 kg but clearly adds a substantial load-carrying ability.

Suzuki

Suzuki GSX-R1000 gets overdue update 

By Ben Purvis

The collapse of the once-dominant superbike market in Europe reached its peak with the introduction of Euro5 emissions rules in 2020 with Suzuki making the decision not to update its GSX-R1000 - then only three years old - to meet the rules. End-of-series derogation rules allowed it to remain on sale for another two years but at the end of 2022 it was withdrawn from European markets.

Since then, European emissions rules have tightened further with the introduction of Euro5+ regulations, a shift that's seen Yamaha cease sales of a street-legal version of the R1 superbike in markets adopting those standards, replacing it with a track-only model rather than investing in developments to meet the latest rules for road bikes. 

Meanwhile, though, BMW and Ducati superbike sales have gone from strength to strength and now Suzuki has decided to get back into the game with an updated GSX-R1000 that hits Euro5+ targets and will return to European showrooms as a result.

Both the base GSX-R1000 and the higher-spec GSX-R1000R with more sophisticated suspension get the same alterations, although not every market is offered both versions. 

The engine is, of course, the main focus of the developments, with far-ranging revisions including new pistons, new camshafts, new valves in an updated cylinder head, new crankshaft and conrods and even changes to the engine block itself to accommodate them. And not all the updates are purely for better emissions: many of them aim to make the GSX-R1000 engine stronger in race-tuned form, hinting that Suzuki is considering a return to production-based racing like WSBK, a series it departed as a works team a decade ago.

The basics of the engine are unchanged, so it's visually identical to its predecessor and retains the innovative, all-mechanical variable intake valve timing system that debuted in 2017 after being developed as part of Suzuki's MotoGP effort. In GP racing, hydraulic or electronic variable valve timing systems are banned, so Suzuki created a completely automatic mechanical system, based on centrifugal force, which retards the intake cam timing at higher rpm to increase valve overlap, giving a good compromise of low-end torque and high-rev power.

For 2026, the camshafts are new, reducing valve overlap to improve emissions, and new pistons raise the compression ratio from 13.2:1 to 13.8:1 for more efficient combustion. New, 26 mm exhaust valves are used, 1mm larger than before, and the engine breathes through larger, 48 mm throttle bodies instead of the previous 46 mm versions. New upper fuel injectors are used, with 8 ports instead of the previous 10, while the four lower, throttle port injectors are unchanged.  

Stronger connecting rods connect the pistons to a revised crankshaft with 37 mm journals, up from 35 mm, to make the engine able to withstand higher levels of tune and the increased compression ratio.

A new exhaust combines a larger under-engine collector that shifts the catalyst closer to the headers for improved warm-up with a slimmer, smaller-volume end can that gives a sleeker look than its predecessor.

Despite all that, the 2026 GSX-R1000 is actually a fraction down on power and torque compared to its predecessor - reflecting the difficulty in meeting the latest emission rules. Max power declines from the previous 199 hp to 192 hp at 13,200 rpm, while torque drops from 117.6 Nm to 110 Nm at 11,000 rpm. That puts the bike a noticeable step below the latest batch of 200 hp-plus four-cylinder superbikes from the likes of Ducati, BMW and Honda, but the GSX-R1000 is also expected to be more affordable than those machines.

The chassis is unchanged, with the standard bike getting Showa BPF forks while the 'R' model uses Showa BFF forks and a matching BFRC shock. Despite a light, lithium battery and a revised ABS unit that saves a few grammes compared to the old model, the 2026 GSX-R1000 is 1 kg heavier than its predecessor, coming in at 203 kg.

Both variants get a subtle styling tweak in the form of new, carbon-fibre winglets on the side panels, rather smaller than some of the more extravagant designs appearing on rivals but modelled after a design that Suzuki tried at the 2024 Suzuka 8-Hour race. More noticeable, though, are the 2026 paint schemes that are part of a 40th anniversary celebration for the GSX-R750, launched in 1985, with Suzuki offering a classic blue/white option alongside a red/white version reminiscent of the Lucky Strike-sponsored GP bikes of the 1990s, and a yellow/blue variant that harks back to the Corona Extra-sponsored Alstare Suzuki WSBK machines from the same period.

CFMOTO

CFMOTO Papio XO Racer

By Ben Purvis

The growing confidence of the Chinese motorcycle industry is increasingly and clearly illustrated not only by the fast-improving technology and performance, but by an increasing adoption of light-hearted bikes that have overtone of some of the mini sportbikes of Japan's late 80s bubble era - and never more so than by the new CFMOTO Papio XO Racer.

The Papio (that means Baboon - a clear nod to the Honda Monkey and Gorilla models) has been around for a while, and the XO Racer has existed before as the sportiest version of this 126 cc single-cylinder offering, which features 12-inch wheels for an appeal akin to Honda's MSX125 Grom, but the latest version ups the ante with a new, more extensive fairing to make it into a full-on miniature race-rep.

There's a retro hint to the dual, circular headlights - a signature of the Papio XO range, with an 'O' and an 'X' featured in the lights themselves - and the bar-end mirrors, but where the previous XO Racer looked like a 1970s endurance racer that had been put through a hot wash, the new version takes more of its cues from modern MotoGP bikes. 

Updates include not only a full fairing and bellypan, where the original had a half fairing, but also stubby winglets on the fairing sides, just behind a pair of neatly integrated turn signals. Do they do anything? Of course not: it's a 126 cc, air-cooled single making a peak of 7 kW at 8,250 rpm and 9.2 Nm at 6,500 rpm, but the Papio is all about appearance and fun, not performance. Colour options include a replica of CFMOTO's own works Moto2 racers, plus an orange and white variant that has hints of Honda Repsol colours and an all-white version that could be a blank canvas for modifications. 

The bike's compact dimensions extend to a 1,204 mm wheelbase, making for an overall length of just 1,740 mm, while it's only 1,000 mm tall and 700 mm wide. 

Athena

RS 250 replacement cylinder kit

The Aprilia RS 250 remains popular with two-stroke fans. From World Championship tracks to the road, it remains a timeless legend. To help keep the venerable racer pointing in the right direction, Italian performance specialist Athena has developed a next-generation cylinder kit for the RS 250 (and the Suzuki RGV 250).

Described as "unique on the market", Athena's Standard Bore Cylinder Kit is fully compatible with the original, requiring no modifications - "just 'next-gen' components for reliable and long-lasting performance."

The kit consists of a ready-to-install aluminum alloy cylinder with Motor-Niksil treatment, lightweight flat-top piston with anti-friction coating and high-conformity gaskets for consistent sealing across all surfaces.

The 56 mm, 250 cc (12.0:1 Compression Ratio) cylinder is made of a high-silicon-content aluminum alloy CNC machined for precision tolerances. No changes to the engine crankcase required, and the kit includes the oil tank mixer fitting and the brass bushing for the exhaust valve shaft, all preassembled. The shaft features a threaded valve seat instead of the classic pressed-fit type, making any future disassembly and reassembly operations much simpler.

The Athena technicians also redesigned the coolant hose as the original sleeve installed on the Aprilia-Suzuki cylinders can corrode. They created a separate brass sleeve that can be screwed directly into the cylinder - simplifying the maintenance of this essential component.

The seats of the head studs have also been redesigned and, unlike the original, they are no longer in contact with the water passages of the cylinder, guaranteeing optimal contact pressure and maximum sealing in all conditions.

The inside of the cylinder wall is coated with Motor-Niksil to ensure smoother sliding of the piston, less friction, and reduced wear of the piston rings, for durable and consistent performance. The Motor-Niksil treatment provides extra hardness and superior strength inside the cylinder, limits wear and helps maintain the nominal bore size over time.

In addition, the inner diameter of the CNC-machined exhaust crossbar eliminates the risk of the excessive expansion that could damage the piston. The Athena flat-head piston kit was designed and developed specifically for long-life and to maximize high-performance. "We selected a high-silicon-content aluminum alloy to ensure a low coefficient of thermal expansion. Consequently, the mating tolerances between piston and cylinder are much tighter. 

"The piston skirt is lighter for maximum performance, and the surface has been coated with Molybdenum Disulfide to reduce friction, lessen noise, and improve sliding of the pistons.

"To ensure constant and effective lubrication of the needle roller cage bearing and the connecting rod small end shims (spacers), in all conditions, Athena technicians have designed a CNC machined window on the intake side of the piston skirt. On the exhaust side, the skirt features holes for the lubrication of the exhaust crossbar.

Two-piece Athena exhaust valves kit with advanced two stage design.

"The included piston rings are made in Japan from a special steel and feature a chromium nitride coating applied using a PVD process, ensuring low friction, smoother sliding of the pistons, and a longer lifespan.

"The piston pin is biconical for greater strength and lightness and is made of a nitride-treated aeronautical steel alloy to guarantee maximum hardness and minimal friction."

Also seen here is a two-piece Athena Exhaust Valves Kit with two-stage design is made for greater reliability and enhanced performance. 

ATHENA

www.athena.eu