Surflex

Surflex - 75th Anniversary, from Vintage Range to 2026 bike clutches

Proud owners of the Italian 'Marchio Storico' - the prestigious recognition awarded in Italy to what are regarded as historic and industrially important brands and businesses - Surflex (founded in 1951) celebrates its 75th anniversary in 2026.

To mark the achievement the Tradate (VA) manufacturer is introducing a 'Vintage Range' of clutch components dedicated to motorbikes from 1914.

It was at that time that the early Italian bike industry was finding its place among the burgeoning British and German brands and models, enjoying already gaining a reputation for design and prestige.

Ariel and Norton dominated the international landscape at that time and, in Italy brands such as Bianchi (founded in 1885), Benelli (1911), Gilera (1909), Della Ferrera (1909) and Frera - founded in 1905 and based in Tradate, the same town that would eventually become home to Surflex.

Early brands that Surflex worked on included the likes of Vespa and Lambretta scooters, and 50 cc mopeds with Minarelli, Franco Morini and Zündapp engines, and the stylish reverse gear equipped Belgian Sarolea marque.

Surflex was founded by Giuseppi Rimoldi, the first Italian manufacturer of motorcycles clutches. Caterina Rimoldi told IDN that "in Surflex enthusiasm and excitement drove the production of mechanical parts and still does. 

"Shaped and made with the same raw materials selected and designated by the OE manufacturer, always conducted our own independent research into friction materials. This resulted in own-made organic and sintered materials for various applications - especially for trial and speedway models - always been among the most demanding and specialist applications for friction materials.

"Racing was always a very important - and successful - market for Surflex. Among other famous racers our sintered discs equipped the MV Agustas of Giacomo Agostini.

"Surflex invested heavily in manufacturing technology, much of it was of our design and some of the original equipment is still used sometimes today. It is the only way to replicate the delicate operations and production differences that characterised some of the earliest components made in our factory. 

"The same attention to detail, precision, materials research and craftsmanship that informed our earliest manufacturing is still applied to everything we do today. Despite the care of the conservation and restoration of vintage pieces, Surflex have continued following, considering, observing, studying and reproducing contemporary European and Japanese model clutches. range, as tradition and innovation."

The Japanese motorcycle industry started to develop in the 1950s, especially with Mr. Soichiro Honda. Surflex was what we'd these days call an "early adopter", offering OEM upgrades for early Honda and other Japanese made models as early as the 1950s. 

The present Surflex catalogue for Honda replacement parts includes about 500 models while the complete catalogue lists 15000 items.

The Surflex attention to detail even went as far as the care that went into packaging with its classic black suitcase for road clutches and the plastic box for off-road items. Both contain instructions for the correct assembly of the products and can be reused in various ways: for tools, documents and small parts. Many is the race van that has Surflex clutch cases being used for race day and pit lane essentials. The design of the plastic box for off-road components has even proven ideal down the years to contain the oil for soaking the clutch disc kit before use, then, to collect the oil during disc changes, directly on the track.

"That is how deeply the Surflex brand has been integrated into the motorcycle power transmission, clutch care and racing culture in the past, and it still is today - 75 years and still counting".

www.surflex.it

News Briefs

Ducati closed 2025 with 50,895 motorcycles delivered worldwide (-7%). Limited availability of the Monster, Hypermotard, and DesertX, linked to the process of complying with the European Euro 5+ emissions regulations held unit sales back. In terms of volumes, Italy continues to be Ducati's leading market, with a total of 8,803 motorcycles delivered (-8%). The United States ranks second with 7,268 units (+4%), followed by Germany, the third market with 5,759 motorcycles delivered (-12%). Among the European markets Spain saw a +15% increase, along with Austria +14%. Japan posted a double-digit increase of +11%. In China, Ducati closed the year with a 31% decline compared to 2024, continuing a negative trend after a 26% decline in the previous year. The Multistrada, in all its versions, remained the most popular motorcycle family among Ducatisti enthusiasts in 2025, with 13,873 units delivered globally. The Panigale family followed, with 10,606 motorcycles delivered, while the Scrambler family recorded 5,814 units.

Yamaha Motor has announced plans to construct two new buildings at IWATA, Shizuoka Prefecture, Japan headquarters campus.

Barcelona based Stark Future - "the world's fastest-growing motorcycle company" - has announced a strategic partnership with global battery leader EVE Energy to bring a new Stark-developed, purpose-built cell format into mass production for the next generation of high-performance electric motorcycles.

BMW Motorrad posted another strong result in 2025: for the fourth consecutive year the company delivered more than 200,000 motorcycles to customers - a total of 202,563 units worldwide. "Despite a challenging market environment, including a global decline in the over cc segment, volatile conditions, intense price competition, regulatory constraints and new customs rules, BMW Motorrad achieved a solid sales result." Several of BMW's markets nonetheless recorded best ever results, including Italy, Spain, Japan, Australia, Portugal, Canada, Malaysia and the Netherlands. In December 2025, a total of 15,109 motorcycles were sold, their third-best December in BMW Motorrad's history and a positive indicator for 2026. The German market saw BMW gain market share (+4.1 p.p. in the over 500 cc segment) as it expanded its home market leadership, with 25,516 units sold. France was its second strongest market in Europe with 19,019 units sold, Italy third (16,692), and Spain fourth (14,005). Outside Europe, the USA saw 14,869 units sold; Brazil 14,488, and China 10,555. Unsurprisingly, the BMW R 1300 GS Adventure and R 1300 GS were their strongest sellers, followed by the S 1000 RR.

Human rights groups have reported that among the fatalities in the Iranian regime's January crack down on protests was a teenager called Duana Bahador. Known as Iran's 'Baby Rider' the motorbike influencer was shot dead by security forces. The 19-year-old had built a strong following in Iran and elsewhere and, among other efforts to enjoy her young life, is known to have posted videos of herself online without a headscarf. Doing God's will?

Following the decision announced by José Boisjoli to retire as President and CEO of BRP and step down from his role as Chair of the Board of Directors, the Valcourt, Quebec based manufacturer has announced Denis Le Vot as their new President and Chief Executive Officer.

Europe's largest motorcycle rally, the (40th) annual Biker Fest International (an AMD Approved Custom Bike Show event) will be staged at its traditional Lignano Sabbiadoro (Udine, Italy) seaside resort from May 14 to 17. Last year recorded a massive 265,000 attendee count over the course of the weekend - making it not only the biggest motorcycle rally in Europe, but also the third largest event of this kind in the world - only after the legendary U.S. rallies of Sturgis and Daytona; www.bikerfest.it

Parts Europe

Parts Europe adds Brembo 

Brembo is now available across the full Parts Europe distribution network. "Internationally recognised for its leadership in braking system engineering, Brembo's products are widely used by motorcycle manufacturers and racing teams, reflecting a commitment to performance, safety, and continuous innovation.

"Parts Europe now offers Brembo aftermarket braking components, including brake calipers, discs, pads, master cylinders and related components and accessories. The Brembo range covers a broad spectrum of motorcycle applications, from street and touring models to high-performance sport and track-oriented machines.

"All the Brembo aftermarket products supplied by Parts Europe are manufactured to OEM-level quality standards and undergo extensive quality control and validation. This ensures accurate fitment, regulatory compliance, and dependable performance, making Brembo solutions suitable for both performance upgrades and professional replacement applications."

More recent Parts Europe additions include German made ESJOT sprockets, the long-established Italian made DOMINO brand grips, and Spanish OXA FACTORY 2-stroke exhausts, a specialty off-road exhaust brand made near Girona in Catalonia by Tecnigas.  

www.partseurope.eu

www.brembo.com

Oxford Products

Montreal 5.0 Dry2Dry jacket

"Back and better than ever", British specialist Oxford Products say its Montreal 5.0 Dry2Dry Men's Jacket is a CE AA Certified (EN 17092-3:2020) approved "versatile adventure jacket with a best-in-class specification. It builds on the great value already offered by the Montreal 4.0 and represents a major lift for the specification one of our top-sellers".

The 5.0 pairs an upgraded HDR Poly (High-Density Recycled Polyester) outer shell with a high-performing Dry2Dry waterproof membrane for downpour-beating performance. The membrane also offers exceptional breathability (rated at 20,000g/m2/24hrs) ensuring a sweat-free, extended comfort ride, suitable for a wide range of conditions.

"Large, vented chest panels can be zipped open and folded inwards to create a flow of fresh air throughout the jacket, whilst SnapLock Vents at the forearms and chest draw maximum airflow. The removable thermal liner adds extra warmth on cooler days.

"The critical impact zones of the shoulders and elbows have been reinforced with heavier duty materials and trim, all of which helps the Montreal to comfortably achieve a CE AA rating, as well as a reassuring feel of quality". 

The protection includes CE Level 1 shoulder and elbow protectors (EN 1621-1:2012); dual size prepared Oxford back protector pocket (protector sold separately); hidden structure stitching; reinforced structure and 360° reflective printing for night-time visibility.

"The Dry2Dry waterproof and breathable membrane offers 10,000 mm waterproofing and 20,000g/m2/24hrs breathability. C0 DWR (Durable Water Repellent) makes water bead and disperse from the outer shell; there is a Storm Placket, 7 ventilation zones across the jacket, large foldback chest vents, SnapLock Vents at the forearms and a zippered rear exhaust vent, removable thermal liner."

The jacket is available in men's and women's sizing with optional matching pants.

OXFORD PRODUCTS

www.oxfordproducts.com

Matris

Matris for CFMoto 800 NK Advanced & Sport

Italian suspension specialist Matris has added improved suspension settings options for the increasingly popular and well regarded CFMoto sport naked 800 NK (2023 and up), with a complete range of high-end suspension products.

At the front, there's a choice of hydraulic, asymmetric "Quad Valve System" cartridge options, fully adjustable on compression, rebound and preload - the entry-level F20K (20 mm valve) for road and sport use and their mid-level F25R-X (25 mm valve) for sport and track-day use.

All the fork cartridge kits completely replace the original internal fork components and are a 'Plug & Play', fully reversible, ready to install design with no modifications to the original fork.

To complete the front-end upgrade, Matris recommend that sport riders install one of its award-winning fully adjustable "speed sensitive system" SDR or SDK steering dampers to reduce front wheel shake and provide greater safety at high speed. A mod-free 'easy install', they both fit easily on the original supports.

At the rear, a choice of shock absorber upgrade options includes the M46K and the M46KD rear shocks. 

Both are multi-adjustable in compression, rebound, length and preload, and equipped with a Hydraulic Spring Preload unit for an easy and fast setting change - allowing riders to tune the rear suspension for load and riding style.

As with all Matris suspension products, different spring rates are available to correctly match the rider's weight, load and riding style preferences - with the rear shock springs offered in Orange or Black.

MATRIS S.R.L.

www.matrisdampers.com

LeoVince

LeoVince LV-14 R for Yamaha MT-09

Italian exhaust brand LeoVince has developed a new street legal LV-14 R for the Yamaha MT-09 that "represents the constant innovation in technology and design that has distinguished us for more than 70 years. 

"Innovative shapes and cutting-edge materials come together to create an aerodynamic and elegant exhaust that enhances the look and riding pleasure of Yamahas popular MT-09."

The LV-14 R silencer contains a special packing material with high thermal resistance which is hand-assembled to a straight-through internal muffler core equipped with a db-killer. "This solution tunes the sound of the bike to the unmistakable LeoVince notes".

All TIG weldings are handcrafted by experienced, specialist operators - "because resistance and reliability are the key to pure and long-lasting fun."

The LV-14 R is available in three different versions for the Yamaha MT-09: LV-14 R Stainless Steel - Street Legal - part #15619K;  LV-14 R Black Edition - Street Legal - part #15619BK and LV-14 R Titanium - Street Legal - part #15619TK.

LEOVINCE

www.leovince.com

Comment by Editor, Robin Bradley

INTERMOT in February - the right plan but 15 years too late

The INTERMOT saga continues. Once one of the two largest motorcycle industry exhibitions in Europe, Covid forced a 2020 cancellation, but the problems for INTERMOT started earlier than that. 

There had been dissatisfaction among some parts of the 'Cologne' exhibitor community as early as the 2016 show. In 2017 was already concern that the show was not delivering a proportionate return on exhibitor investments, that attendance was lower that it needed to be.

Following the 2018 expo, that dissatisfaction morphed into a tsunami of negativity and the future of the show was already in trouble before Covid dealt it a long-term blow in 2020 - a blow that still has the potential to be terminal.

Many people, me included, had been suggesting to Koelnmesse (the Cologne Exhibition Center that organises and stages it for IVM - the German motorcycle industry trade association) that the show needed to be held annually and move to February (away from EICMA) as early as 2006 (the year the show moved to Cologne from Munich). 

This was in response to ANCMA's decision (the Italian motorcycle industry trade association) to break its agreement with the IVM, ending the alternate annual show rotation that had seen the shows working well in tandem. 

ANCMA had its reasons - mostly to do with OEM membership fees and of increased costs of moving EICMA away from the historic, but outdated downtown Mussolini era Deco/Brutalist edifice.

Among the effects of SM and the internet on the motorcycle show sector, one of the most toxic had been to apparently cut the umbilical cord that tied the OEMs to autumn shows. That allowed them to jettison a new model year introduction cycle that had been a fundamental structural pillar.

'walk away from the shows'

With that gone, the OEMs were able to escape the effects of a structured new model introduction cycle on their calendar, for an unstructured new model introduction cycle that could be shaped by them instead, to suit different business cycles. Cycles that allowed the OEMs to choose when, why and (above all) how to release new model information, and to do so in line with their perception of what worked best for their production and sales cycles.

They were also eying big savings at a time when it was widely expected that shows were 'over' and would never be the 'power in the land' again.

In 2020 and 2021 the primary response among the OEMs, especially in Germany, was to walk away - from INTERMOT especially. BMW even went as far as to state on, the record that, moving forward, it would stop using corporate budgets to fund expo investments.

For a period of 24-36 months, the motorcycle industry (in Europe especially) was convinced that they didn't they had been liberated, that they didn't need the shows anymore, that the public no longer wanted to attend them and that they no longer served any practical competitive advantage. 

They were wrong. All they were now focussed on were the (theoretical) savings, as exhibition budgets could shrink, and the increased overlordship and empowerment that being able to directly 'boss' they customers through their device screens would give them. They really were (and largely still are) that naïve and that insanely drenched in corporate 'Kool Aid'.

Ironically, the reaction of the OEMs, in Germany in particular, in INTERMOT's hinterland, included those who are, in effect, the German Motorcycle industry trade association's owners and stake holders, in both conceptual and financial terms. Not least BMW - whose arrogant pronouncements on shows was tantamount to "screwing their own pooch". Oh, the hubris of it.

Fast forward five years or so and the OEMs in Germany (in particular - manufacturers, subsidiaries and importing subsidiaries) must be in a blind panic. The experiment of moving INTERMOT to a December timing was a forced acknowledgement that they failed to compete and had allowed their show to now stand behind EICMA in the line for new model debuts. What were they thinking? It was never going to work.

So now we have a brand new bright and shiny idea - "I know, let's stage INTERMOT every year, but in February".

What a great idea. You finally got to the same blindingly obvious conclusion that dozens if not hundreds of people in the motorcycle industry had been trying to tell you more than a decade ago.

So, now that they have done it, all will be well, yes? No, it won't. The decision was left so long that the opportunity for INTERMOT to prosper annually in February has closed on them. I hope I am wrong, and I for one will certainly visit it on February 19-21, 2027, but the Q1 expo landscape in Germany (and Europe as a whole) is now entirely different. It has altered decisively.

Without taking account of MOTORbuers in Utrecht, or Motor Bike Expo (MBE) in Verona in January and MC-Massan in Sweden at the end of January, or any of the dozen or so valuable specialty and regional shows that happen around Europe in the February through April period,  INTERMOT is now faced with even fiercer competition than EICMA represented.

In the space of three or four weeks, the industry will now be expected to support, sustain, invest in and help further develop  cluster of budget-cucking events - INTERMOT at Cologne, Mondial du Deux Roues at Lyon, IMOT at Munich and MOTORRÄDER Dortmund at the beginning of March. All three of those other shows have been doing increasingly well in recent years, as have Utrecht, Verona and the newly re-born show in Sweden.

Like nature, capitalism abhors a vacuum and the uncertain response to ANCMA's declaration of war on INTERMOT in 2006 has now left the show at a major competitive disadvantage. Others have since stolen the February opportunity from them. At a time when the weakness in new model registrations will likely feed back into marketing budgets, the outcomes will profit no one.