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

Barnett Clutches

Barnett Yamaha MT03/YZFR3 clutch kits

American clutch specialist Barnett Clutches has clutch kits available for many popular small displacement motorcycles, such as the Yamaha MT03/YZFR3.  

Kits available for 2015 and up YZFR3 models and 2020 and up MT03 models feature Barnett's new K22 Kevlar friction plates and heat-treated, heavy duty clutch springs.  

The kit for 2025 models also includes steel drive plates. Barnett Clutches carries 77 years of experience and technology behind every kit and are manufactured in-house and in the USA.  

BARNETT CLUTCHES & CABLES

www.barnettclutches.com

Bergamaschi

Quattroruote Professional unveils BDM - Europe's most advanced motorcycle parts database?

Italian data and digital information specialist Quattroruote Professional has launched its first European database dedicated to motorcycle spare parts. It encompasses both Original Equipment (OE) parts, with data supplied directly by OEMs, and aftermarket (AM) parts. 

Thanks to a strategic partnership with E. Bergamaschi & Figlio spa, of Milan, one of Italy's leading distributors of motorcycle components and accessories, the database also provides cross-references to their corresponding OE equivalents.

"This groundbreaking resource is the Motorcycle Database (BDM) is from Quattroruote Professional - a business unit of Editoriale Domus, a development of products and services for two, three, and four-wheel mobility professionals."

Bergamaschi say it "currently stands as the most powerful tool available to distribution, dealership and motorcycle repair professionals across Europe, serving both authorised and independent operators.

"As of August 2025, the BDM will be accessible via web service and web app, with 2,408 models catalogued from 44 brands, spanning 5,949 versions sold in Italy, France, and Spain. 

"Quattroruote Professional's ambition is to further expand coverage to encompass the entire European two-wheel market. For each vehicle - depending on its characteristics and complexity - the database contains between 150 and 600 entries."

A key unique selling proposition of this service is the standardisation of all spare parts: the database does not use the specific designation adopted by individual manufacturers, but rather a universal, normalised technical label, as defined in the proprietary "Infobike Technical Dictionary."

For every part, the database specifies its part number, applicability across various vehicles, and any symmetry (left/right). It also includes technical indications vital for operators to accurately identify and select the correct component, such as color specifications for body parts or distinctions for versions with or without ABS.

For Independent Aftermarket (IAM) parts, E. Bergamaschi & Figlio spa supplies the Motorcycle Database with additional valuable information for logistics and inventory management: box dimensions, weight, component photos, and the EAN (European Article Number) - the 13-digit standardised barcode that uniquely identifies each commercial product.

All body and mechanical components are also accompanied by their specific disassembly/assembly times. These times are the result of dedicated measurement activities conducted by Quattroruote Professional on vehicles of all types and brands. 

"Thanks to a collaboration with Autodata, the BDM is also integrated with essential technical information, including routine maintenance procedures and the quantity and characteristics of fluids to be used."

The method of part presentation and search is also unique to the BDM resource. The database is structured into seven distinct areas: Engine, Chassis, Frame, Electrical Components, Fuel/Exhaust System, Bodywork, and Power Electronics for electric vehicles. 

Within these areas, parts are organised and graphically illustrated in a standardised manner. For the Italian and French markets - and soon for the German market - operators can also identify parts directly using the license plate lookup service, which significantly minimises potential errors inherent in manual vehicle identification and selection.

News Briefs

Italian Bike Week, the 2025 Grand Finale of the motorcycle festival season (Europe's 'Biketoberfest') returns to Lignano, Sabbiadoro (UD), north of Venice on the Adriatic coast on 18-21 September. This will be the fourth edition of an event that 'bookends' an outdoor season that has kicked-off with Biker Fest International at the same venue in mid-May each year ever since 1987; www.italianbikeweek.net

According to date published by La Mutuelle des Motards, one of France's largest motorcycle insurers, the top-ten most often stolen motorcycles in France in 2024 were - BMW R 1250 GS / GSA; Yamaha Tracer 7; BMW R1250RT; Yamaha Tracer 9 GT/GT+; Yamaha MT-09; Yamaha MT-10; BMW S1000RR; Yamaha Ténéré 700; KTM 125 Duke and Yamaha MT-07. The list is very BMW and Yamaha-centric but at least shows that French bike thieves have good taste! 

Royal Enfield already has substantial facilities in the UK but emphasising the importance of continental European markets to its future plans, parent company Eicher Motors has approved the establishment of a Royal Enfield Europe BV branch in Germany later this year.

Colorado based F1 owner Liberty Media has been given the green light by the EU's competition authority to conclude its controversial plan to add Madrid based MotoGP and World SBK rights holder Dorna Sports - without any conditions being imposed. The € 4.3bn deal was first announced at the end of March 2024. Carmelo Ezpeleta, CEO of Dorna since 1998, will continue to run MotoGP along with his management team. Liberty Media will acquire 84% of Dorna, with MotoGP management retaining 16% of the business. 

German BMW and adventure tourer parts and accessories specialist Wunderlich has again been chosen for first place in the "Accessories/ Conversions" by the readers of German magazine Motorrad in its 2025 Best Brand awards; www.wunderlich.com

Dainese, the Italian motorcycle gear and apparel company, has been sold by Carlyle Group for € 1 to London based Arcmont Asset Management and HPS Investment Partners. The transfer of ownership follows a period of financial losses at Dainese, with the company reportedly being some € 300 million in debt. The new owners have acquired Dainese in full as part of a restructuring plan - essentially a debt for equity swap (aka a 'debtor in possession' acquisition) that gets Carlyle off the hook for part of their original acquisition cost only. This is the latest stage in a fall from grace at the hands of sequential Private Equity investors. Founder Leo Dainese first sold the business he had loving built to Investcorp (the Bahrain Sovereign Wealth Fund) for € 285m in 2014. Investcorp financed that acquisition with credit provided by, yes, Arcmont and HPS. Investcorp flipped Dainese to Carlyle Group for an absurd enterprise value of € 630 million in 2022. In the Land of The Usurers, Dainese is now what is known as a 'Distressed Asset'.

Parts Europe has added the French ELF brand to its range of available motorcycle lubricants. Available in synthetic, semi-synthetic, and mineral versions, the ELF Moto range of motor oils covers a wide spectrum of motorcycles, from scooters to high-performance superbikes; fork oil and bike care products also available; www.partseurope.eu

In its 'late-model' annual, pre-Christmas incarnation, INTERMOT (Cologne, 4-7 December 2025) is promising "maximum visibility, high-quality contacts, long-term customer relationships - in person". The organisers (Koelnmesse and IVM) state that "this is where you can connect with your target groups - and bring even more industry success within your grasp. High purchasing power meets direct sales" with "an audience fully focused on new models, products and brands" backed by "unrivalled specialised trade, community and new target groups digital reach and powerful live experiences"; www.intermot-cologne.com

John Penton

John Penton Passes Away 

AMA Motorcycle Hall of Famer and founder of Penton Motorcycles John Penton - one of motorcycling's most influential and well-known figures - has passed away, just a few days after celebrating his 100th birthday. 

Born in 1925, Penton and his brothers learned to ride after reviving an old 1914 Harley-Davidson they found in their barn. But when World War II began, Penton shifted his emphasis to defense of the country, serving during the war as a Merchant Marine and in the Navy.

After the war, he bought a used Harley-Davidson Knucklehead, heading with his brother Bill to Lansing, Michigan, to ride in the grueling Jack Pine 500-Mile Enduro in 1948. It was at that race that Penton realized that the days of larger bikes like Harleys and Indians were likely numbered in races like the Jack Pine when he saw a lighter, nimbler BSA beating the more powerful bikes.

Penton returned to the Jack Pine the next year on a B-33 BSA and finished second, which was the beginning of his mission to find a smaller, lighter and better-performing enduro motorcycle.

Penton went on to open a motorcycle dealership with his brothers while also continuing to race, winning the Ohio State Enduro Championship and many other enduros throughout the Midwest. In 1960 he won the AMA's Most Popular Rider Award.

Later becoming a Husqvarna distributor after winning the Jack Pine aboard a Husky in 1966, Penton toured the Husqvarna factory in Europe in 1967 and tried to convince the manufacturer to begin building lightweight off-road machines, which Penton saw as the future of off-road riding and racing.

His idea was met with a lukewarm reception, so he went to visit the KTM factory in Austria, where his idea of a lightweight off-road bike was greeted with slightly more enthusiasm. He offered to put up $6,000 of his own money if KTM would build a handful of prototypes to his specifications, and KTM agreed.

In early 1968, Penton took delivery of six Penton 100 cc prototypes, promptly entering them in races and putting other top riders on the bikes. Right from the start there was a big demand for the Pentons, which were lightweight and inexpensive, and in the first year over 400 were sold. More than a decade later, over 25,000 highly-competitive Penton motorcycles had been sold in America.

Penton's innovations also included improving boots for off-road riders by working with Alpinestars of Italy to produce the legendary Hi-Point boots.

For his innovation and contributions to the industry Penton was inducted into the AMA Motorcycle Hall of Fame in 1998.

www.AmericanMotorcyclist.com

BSA

BSA revives the Bantam name 

By Ben Purvis

The BSA brand has been part of Indian giant Mahindra's portfolio since 2016 and after a low-key revival in 2022 with the launch of the Gold Star 650 its reviving the Bantam name on a new 334 cc single for 2026.

The Bantam 350 is a direct rival to the likes of Royal Enfield's HNTR/Hunter 350 and Honda's fast-selling GB350S, but in its UK launch market it undercuts both in terms of price while offering a useful advantage in terms of power. 

That's because despite its retro styling, it doesn't adopt the SOHC, air-cooled layout that Honda and Royal Enfield have chosen for their competitors. Instead, the BSA borrows a 334 cc liquid-cooled, DOHC single from another of Mahindra's 'Classic Legends' brands, Jawa. The motor also has an oversquare bore/stroke ratio where both the GB350S and Enfield's 350 cc range use long-stroke, under-square designs that prioritise torque over power. 

The result is that the BSA Bantam 350 puts out 29 hp at 7,750 rpm, around 10 hp more than either of its main rivals, while offering 40 Nm of torque at 6,000 rpm. So you have to rev it harder than its rivals, but there's more performance to be found if you do so. 

To suit the higher revs, there's a six-speed transmission where both Honda and Royal Enfield make do with five ratios, and even though there's the extra weight of a liquid cooling system and radiator, it's only a fraction heavier than its rivals, with the BSA coming in at 185 kg where the Hunter 350 weighs 181 kg and the GB350S is 178 kg.

The chassis is as simple as you'd expect from a low-cost, retro-inspired bike - a simple steel frame, dual shocks and right-way-up forks. There's minimal adjustability, with just five steps of rear preload on offer and no way to alter the damping at either end. Meanwhile the forks sit at a surprisingly relaxed 29 degrees of rake, suggesting that stability is prioritised over nimbleness. 

BSA might have launched the bike in the UK, but the company is spreading its reach around the world, with sales networks as far afield as Japan, New Zealand, the Philippines and the USA as well as major European markets like Spain, Germany, Italy and France. India, too, is planned to be a major market for the brand.

Aprilia

Aprilia preparing track only superbike 

By Ben Purvis

Piaggio has filed a new trademark application showing the name and logo of an upcoming Aprilia model - the XGP - which is expected to be the next generation of ultra-expensive track-only superbike.

RSV4 X Ex3main

The logo - a stylised 'X' incorporating the letters 'GP' - is a development of the graphic that's previously appeared on a series of high-end and increasingly expensive RSV4-derived track bikes. It's a series that started with the RSV4-X back in 2019, tuned for 225hp and lacking roadgoing equipment, it was offered at €39,900 and just 10 were made. 

Selling out fast, it was a clue that this was a profitable avenue for Aprilia, and a naked Tuono V4 X was next to get the treatment - in a limited run of 30 221 hp bikes for € 34,900 in 2020.

In 2022 Aprilia upped the game with the RSV4 XTrenta, building 100 of the 230 hp track bikes at a price of € 50,000 each, revealing the RSV4 X Ex3ma in 2024, matching the previous model's 230 hp but sporting more extreme aerodynamics and priced at € 80,000 (before tax) for each of the 30 examples made.

The new XGP logo points to the same recipe being repeated, but with even closer ties to Aprilia's RS-GP MotoGP race bike than the previous models. There seems to be no shortage of deep-pocketed collectors prepared to spend vast sums on limited-edition (and limited-use, given their lack of road legality) bikes, and this is likely to result in another good payday for Aprilia.

QJMotor

QJMotor to launch Super4 retro sports bike 

By Ben Purvis

China's fast-growing QJMotor brand is planning to add another MV Agusta-inspired machine to its range in the shape of the upcoming Super4 - a 449 cc twin that borrows its styling cues from MV's stunning Superveloce range.

While it would be easy to dismiss it as another example of Chinese copycat design, that would be missing the longstanding connection that's tied QJMotor's Qianjiang parent company to MV Agusta. Back in 2020 the Chinese brand revealed that it had struck a deal to use a licence-built version of MV's four-cylinder F4 engine in future models - which has come to pass with the launch of the SRK921RR sports bike and the mechanically-identical, retro-styled Super9. Qianjiang also partnered with MV the following year to develop the MV Agusta Lucky Explorer 5.5 prototype, shown at EICMA in 2021 alongside the Lucky Explorer 9.5 that's gone on to become the production LXP model. 

The Lucky Explorer 5.5 was to be a cheaper, entry-level MV, built by Qianjiang using its own 550cc twin and a chassis similar to the QJMotor SRT550 and Benelli TRK502 - Benelli, of course, also being a subsidiary of Qianjiang. That cheaper bike project was shelved when KTM took a substantial stake in MV Agusta in 2022, expanding it to a controlling stake in 2024, but the Austrian company's well-publicised financial woes since then have seen it sell MV back to its previous owners, the Sardarov family, bringing the potential to revive the idea of an affordable line of MVs built in partnership with Qianjiang.

The upcoming QJMotor Super4, like the company's Super9, uses styling that's clearly derived from MV's Superveloce 800 and Superveloce 1000 models, and it's not hard to imagine that - had the Lucky Explorer 5.5 gone ahead as planned and led to a Chinese-made range of affordable MVs - it could have appeared with MV Agusta branding rather the QJMotor badge. 

Further QJMotor links to MV come from the company's use of C-Creative in Italy as a styling house for some of its models, a company that was set up by former MV boss Giovanni Castiglioni - son of Claudio Castiglioni who revived the brand in the 1990s - and MV's former styling chief Adrian Morton, as well as ex-MV research boss Paolo Bianchi. C-Creative was responsible for the SRK1000RC Ten78 concept shown a couple of years ago, which is expected to lead to an MV-powered SRK1000RR production superbike in the near future.

Mechanically, the Super4 borrows its 39 kW (52 hp), 449 cc parallel twin from multiple other models in QJMotor's rapidly-growing range, as well as an existing tubular steel chassis. The result is a 169 kg retro sports bike with appealing styling that sets it aside from more mainstream offerings. 

However, there's more to it than that, as sharp-eyed readers might notice that the bike lacks a conventional, foot-operated gear shifter. Yes, it's a semi-automatic, using QJMotor's own automated manual transmission to allow computer-controlled or pushbutton-commanded gearshifts via a servo-operated clutch and gearchange. 

The lever on the left bar, therefore, is likely to be the rear brake - a design that's well suited to the Chinese market where a large number of upwardly-mobile motorcycle buyers are stepping up from twist-and-go scooters to 'real' bikes. An auto box and bar-mounted back brake make the move easier and less intimidating.

Suzuki

Suzuki GSX8-T and TT launched 

By Ben Purvis

Few companies are as adept as Suzuki at making the most of each model platform in their ranges. After launching its new 776 cc parallel twin engine in the GSX-8S, GSX-8R and V-Strom 800, Suzuki has now added two more machines in the form of the GSX-8T and GSX-8TT retro models.

As their names suggest, the new pair are closely related, with the GSX-8TT being a part-faired version of the naked GSX-8T, and in turn they both share all their mechanical parts with the existing GSX-8S. Not that you'd know that at a glance, as they both swap the GSX-8S's futuristic, razor-sharp folds and edges for retro curves with all-new bodywork.

Using the GSX-8S platform means you get the same 61 kW engine, peaking at 8,500 rpm, that makes 78Nm of torque at 6800rpm, as well as the familiar steel tube frame from the earlier bike, the same aluminium swingarm, and identical KYB suspension that combines non-adjustable USD forks. 

The riding position is very similar to the GSX-8S, with no change to the seat hight or the position of the bars or pegs, but so substantial are the styling changes that the GSX-8T and TT will appeal to a different segment of the market, vying for the same customers that might currently opt for a Kawasaki Z650RS or Z900RS, or a Yamaha XSR700 or XSR900, although the Suzuki's performance and pricing slots the 8T and 8TT into a gap between the larger and smaller of those rival models.

BAAS Bike Parts

Blinker flashing buzzer

This new BLE2 permanent acoustic control from electronic accessory specialist BAAS Bike Parts (Abstatt, Germany) has a flashing buzzer to provide a permanent sound accompaniment for the indicator cycle.

BLE2 permanent acoustic control

The volume can be controlled by positioning it in the open or concealed within the motorcycle. In addition to the ground cable, only one cable each needs to be connected to the live right and left turn signal wires.

USB18 - 12/24 V on board systems 5 V converter

The BAAS USB18 twin socket converts the input voltage of 12/24V on-board electrical systems to the USB standard 5V. It has two USB-C output sockets and together offers a max. charging power of 3.6A QC quickcharge. It can be switched off to save battery.

BAAS BIKE PARTS

www.baas-parts.de

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.

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.

recovery from Q4 2024 ‘pre-reg’ trauma

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! 

BMW

BMW F 450 GS production model leaked in design registrations 

By Ben Purvis

When BMW showed its F 450 GS parallel twin adventure bike concept last year there was never much doubt that a production version would follow - and that machine has now appeared ahead of its official unveiling in design registration images.

It's an important machine for BMW, plugging the gap between the single-cylinder G 310 GS and the F800GS and slotting directly into a red-hot market segment for machines in the 300-500 cc bracket. Customers who want the BMW brand and the GS style but don't feel the need for the big R 1300 GS or even the smaller F 900 GS or F 800 GS might well be tempted by this 450 cc model, which also hits the spot for A2 licence holders thanks to a 48 hp output.

The original 2024 concept hasn't made the transition to production spec without changes. This showroom version adopts a more road-oriented style, retaining the same 19-inch front and 17-inch rear wheel sizes of the concept, but swapping the show bike's wire wheels for cast alloys. As with other GS models, there's scope for a future 'Adventure' version that comes closer to the look of the original concept.

The engine is the same as the show bike's, an all-new 450 cc parallel twin which is due to make 48 hp to meet A2 class rules, and the chassis and suspension also appear to be unchanged, with upside-down forks, a radial four-pot front brake caliper and a tubular steel frame. BMW claimed a weight of 175 kg for the concept version, and there's little reason to believe the production model will be substantially heavier.

Although both the initial concept and the design images seen here have a conventional clutch and gear shift, it is likely that the F450 will be the second platform in BMW's range to get the Automated Shift Assistant semi-auto transmission option. 

Motorcycle Industry Association

U.S. Commerce Dept. Expands Steel and Aluminum Tariffs

The U.S. Department of Commerce has expanded Section 232 tariffs to cover more than 400 additional product categories that include steel or aluminum. As of August 18, these items have faced a 50% tariff on their metal content as of August 18.

In a release dated August 20, 2025, the Irvine, California based Motorcycle Industry Association (MIC) Senior Vice President of Government Relations Scott Schloegel stated that "despite our opposition to these new tariffs and our request to be excluded from them, the Department of Commerce decided to move forward with tariffs that broaden the range of products now covered under Section 232.

"The powersports industry depends on high-quality steel and aluminum for frames, engines, components, and accessories, and we welcome comments from MIC members as to the potential impacts to their bottom lines - whether that be financial harm or particular vehicles that they will have to stop selling in the U.S. as a result of the unreasonably high tariffs. 

"As a nearly $51 billion industry, we will continue to engage with the administration and policymakers to push for balanced trade rules that don't cripple our industry."

The MIC commented that it is unclear how Customs will assess the steel and aluminum content of finished goods, but the update doesn't alter core reporting rules. Importers must still note country of origin and follow foreign-trade zone requirements. 

However, it does significantly widen the scope. The expansion now reaches beyond raw metals to a variety of finished goods and components, meaning powersports parts and accessories could fall under the higher tariff.

Importers are urged to review HTS codes (Harmonized Tariff Schedule) with suppliers right away. "Because there is no exemption for in-transit shipments, anything entered for consumption on or after August 18 is subject to the new rate."

This is the first round of tariff inclusions; another review process is expected in September.

www.mic.org

QJMotor

QJMotor - two new four-cylinder machines planned

By Ben Purvis 

Few bikes show the incredible speed of development in China as clearly as QJMotor's SRK450RR four-cylinder sports bike. Initially shown as the SRK421RR around a year ago as a rival to machines like Kawasaki's Ninja ZX-4RR it's since been renamed SRK450RR with the same 421 cc engine but also evolved into the visually identical 399 cc SRK400RS and the 249 cc SRK250RD - giving the brand an array of small four-cylinder models to suit the licence and insurance requirements of various global markets.

Now another variant, seen here and badged SRK450R, has been type-approved, taking the mechanical parts of the existing SRK450RR but restyling the front end for a more conventional appearance than the initial version, which didn't meet with unanimous approval thanks to a slightly unusual, hooded appearance to the headlights.

SRK450R

The engine is still the same 421 cc four that debuted a year ago, with an impressive claim of 76.4 hp at 14,000 rpm, paired to 28.8 lb-ft of torque at 13,000 rpm, using a 57 mm bore and 41.2 mm stroke, two overhead camshafts, 16 valves and fuel injection. It's mounted in an unchanged frame that combines a tubular front section with pressed elements around the swingarm pivot, with a cast alloy swingarm and upside-down Marchesini forks. Two variants have been type-approved, one with Brembo radial brakes, the other with unbranded callipers of a similar design.

The current SRK450RR borrows its styling from the SRK1000RC Ten78 concept bike that QJMotor unveiled a couple of years ago, with design work from C-Creative in Italy, headed by ex-Benelli and ex-MV design boss Adrian Morton. From the bars back, the new SRK450R looks identical, with the same tank, tail and seat as the existing bike, but at the front it's redesigned with twin, slanted headlights set relatively flush with the nose rather than set back in a hooded slot, as on the original design. The new model, perhaps inevitably, also gains winglets on the previously-unadorned side panels, while the mirrors - which are fairing-mounted on the current model - are shifted to a bar-end design.

SRK921

The second new four-cylinder is expected to go by the title SRK921, and looks to be a production version of the SRK1000 that was shown last year. It's a naked bike, again with design from C-Creative in Italy, but using a chassis and engine borrowed from MV Agusta. The motor is a 921cc version of MV's original F4 four-cylinder, sitting in a Brutale-like frame - part steel trellis, part aluminium castings - with a single-sided swingarm that's also straight from the MV Agusta school of design.

The SRK1000 shown last year promised 161hp, but has yet to appear in QJMotor's full model range. The new version seen in the latest type-approval in China has a tamer 127 hp, matching the output of the SRK921RR sports bike that uses the same engine and chassis in the company's current model range. Paired to a kerb weight of 215 kg, the result should still be one of the highest-performance bikes yet to emerge from China - even if most of the engineering is Italian.

Royal Enfield

Himalayan Twin

By Ben Purvis

A big, twin-cylinder version of Royal Enfield's Himalayan has been part of the brand's product plan for years - appearing in silhouette form as early as 2022 in a shareholder presentation - and now it's nearly ready for launch with RE publishing images of top staff including CEO B. Govindarajan aboard the bike.

Widely rumoured in the Indian press to be the debut platform for a new generation, 750 cc version of Royal Enfield's air and oil-cooled twin-cylinder engine, the Himalayan twin moves away from the retro styling of other bikes to use the company's twin - the Interceptor 650, Super Meteor 650, Continental GT, Bear 650, Classic 650 and Shotgun 650 - in favour of an up-to-date look and construction, with kit including a monoshock rear suspension system, upside-down forks and a completely new frame.

The idea is to create a machine with genuine dirt road ability rather than one that is only for Royal Enfield's traditional retro-bike customers. 

Royal Enfield's 750 cc generation of the twin, currently available only in 35 kW, 650 cc form, is known to be under development, but it could yet retain the existing 650 cc twin - we'll have to wait until its launch, expected around EICMA, to find out for sure.

Honda

Honda patents electric superbike 

By Ben Purvis

This September Honda is expected to take the wraps off its first full-size electric production bike - a showroom version of the 'EV FUN' concept model that was unveiled at EICMA in 2024 - but the company is already working on a much more ambitious machine in the form of a battery-powered superbike as revealed in a recent patent application.

While electric bikes are still struggling to get a foothold in the West, suffering declining sales in the largest European markets and similarly failing to make a substantial dent in the US sales, there's an underlying understanding that, with the introduction of improved battery technologies allowing reduced weight, greater energy-density and faster charging, electric bikes are still likely to become a mainstream success in the medium to long term. 

Ongoing developments including solid-state batteries and new chemistries like sodium-ion are likely to transform the EV market, and companies with patents on effective ways to implement electric power stand to see substantial rewards.

Honda's latest patent, therefore, ignores details of the battery design and chemistry, preferring to focus on packaging of the electric motor and rear suspension to maximize the available space for the battery and electronics. It depicts a FireBlade-style superbike with the motor and transmission shifted as far back as possible, creating a bolt-on sub-assembly that incorporates the motor, transmission, swingarm, shock and rear suspension linkage.

It's a development of an idea that Honda has previously explored when the company backed the Mugen Shinden project that raced at the Isle of Man TT Zero from 2012 to 2019, evolving each year to push forward electric sports bike design. 

The last iterations of the Shinden featured a similarly compact motor and transmission to the one seen in the patent, mounted below the front section of the swingarm rather than ahead of it, to maximise battery space in the main section of the frame.

On those last Shinden racers, the rear shock was unusually positioned, fitting under the rider's seat, but the new Honda patent shows an even more compact layout that puts the shock horizontally above the electric motor, almost entirely hidden inside the front section of the swingarm, with a compact rising-rate linkage to ensure it still works as well as more conventional designs.

The result is that the whole assembly, including the powertrain, the swingarm pivot, the entire rear suspension and even the rider's footpegs, comes as a unit that attaches to the rest of the bike using just three bolts. There's even a single, embedded electric connector to interface with the battery and control electronics.

What's the benefit? As well as maximising battery space, the rear suspension and powertrain unit's bolt-on design means it can be fitted to an array of different frames and batteries. The patent shows it bolted to a conventional aluminium beam frame, but it could as easily be attached to a monocoque-style design using the battery case as its main structure.

As the patent points out, incorporating the motor and transmission into this rear subassembly also relieves stress on the bike's frame, as all the forces from transmitting power to the rear wheel are dealt with in the rear unit, not the bike's main chassis. ­