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Testoftime
It’smadtothinkthatbythetimeyou readthis,we’llbeintothe third quarteroftheyear…wherethehell doesthetimego? Iswearitwasonly Christmaslastweek. That said,it’sbeen anabsoluteblinder of aseasonsofar, with lotsoflaunches,lotsoftests,and lotsoftwo-wheeledadventures punctuatingmydailyshenanigans.We’ve actuallyjustwrappedupanepicfive-bike test on 1990sand2000s iconsonly yesterday,whichtookplacein34-degree heatover afewdaysatCadwell Park.We couldn’thaveaskedfor betterconditions, abettercircuit,or abetterlineupof bikes,either.Forgivemeforteasing you withthis,asthebigtestwon’tbein printforanothercoupleofissues,
butgettingbackontobikesofthatera wasreallyprofoundandhasbeen consumingmymindthesepast48hours. Ifanything, it hammered homehow specialthatera was,withsuch varied and uniquepropositions…notwobikes were even slightlysimilarinstyle,performance orhandlingcharacteristics,whereas in today’sworld, it seems like thespecand competenceofmostmachinesisthat chunkmoresimilar.Anddon’t even get mestartedonhowmucheasieritis to throwarounda modern,morelitheand technologicallyfriendliermotorcycle. It’s madtothinkthata litrebike oftodayhas almosttwicethepowerofaZX-7R(atthe rear wheel) yetcansomoreslick and effortless topushharder. I’mgratefulof that,undoubtedly,havingearnedthe blistersthesepastfew days,battling enoughwithstoppingbikes,letalone
blastingthemoutofbends.Still,it’s all partofthefun,and atripdown memory lanenever doesanyone much harm.I think MichaelRutterfeltthesamewhile puttingtogetherthisissue’scovertest, tooled upwiththe2004HondaFireblade he raced at BSBbackin theday,alongside thelatestandgreatestversion of CBR1000RR-R SP.Hetoohadhis eyes opened,as you’ll soon grasp,and understandablyso…time andtech stand stillfornoman(orwoman).Thequestion is,justhowmuchmoreadvancedwill bikesbeinthenext20years? Howmuch morepowerful?Howmuchlighter?How muchmoresophisticated? Whoknows, butifthepastfew decadesofinnovation areanythingtogoby,weare in for atreat. Enjoy themag,
...andepicwheeliepuller
Some things arebetterleft behind,but Fast Bikes isn’tone of them trustus. Fora start, we’d miss you, butit’dalso mean you’dmis sout on awhole
load of news,reviews,tech, talksand insightintopioneering protagonists.Justthink about theroad trips, theproject bike builds –and allthe excuseswe throwinwiththem. We want you on this ride,and we want your stories, your inputand guidance, so don’t be astranger! Check
outthe cracking dealswe’ve got here andlet’s getyou settled into anotherseasonof thegoodstuff from the UK’s leadingsport sbike magazine.
PL ANE T FASTBIKES
EVOLUTIONOFTHE SPECIES 2025 DUCATIPANIGALEV4
‘Convergentevolution’is avery well-established partofbiology. It basicallysays thattotally different speciescanend up withsimilar bodystructuressimply because theyworkbestthatway.Asan example,a dolphin hasasimilar shapeto afish –longand smooth to letthewaterflowpastasthey swim,andbigflatfinstocontrol movement.Butthecetacean startedout50millionyears agoas alandmammalwithlegs;evolution for alifeinwatermeantthatthose legsgradually changedintoflippers andthebodygotmorestreamlined.
carsorsmartphones –yet.There arestill bumps,wrinkles and oddities,whichmight notaddto performancebut arevaluablefor themanufacturerin other ways, likestyling, heritage ormarketing.
Ducati’ssingle-sidedswingarmis oneof those oddities. Ontheface of it,it’sadisadvantage fora performancemachine.All other things being equal, amono-arm has to beheavier,morecomplex, or madeofmoreexoticmaterials to matchthe basicstiffnessand strength of adual-sidedarm.Put simply,holding yourfast-spinning rearwheelsecurelyand transmittingroadforces tothe main frameviathesuspensionis easierwith astrongsupporton bothsides.
The performanceadvantagesare –maybe–slightly fasterwheel changesin endurance racing or at theTT.Buttruthis,the single-sider ismainlythere forlooks,exposing your giganticforgedrearwheel with aphat200-sectionPirelli Super Corsaforalltogaze upon. AndonDucati’sPanigales, Multistradas,Diavelsand Streetfighters,that’sbeenmore
thangood enough,especially with the heritage datingbacktothe legendary916 superbike.
Until now.Becausefor 2025, the Bolognafirm hasdecidedtodump the one-armed backend forits flagship PanigaleV4 superbikein favourof astill-trick, butdecidedly dual-sided,swingarm.Dubbed the DucatiHollowSymmetrical Swingarm,it’sgot asuper-deep structurewith massive cut-outsin eacharm,with theaimofreducing mass whilegiving anoptimalmixof lateralandtorsional stiffness. It’sa handsomeenoughpieceofkit –thoughless fancythana mono-arm –andhasbeendesigned to keep the underslungexhaust system of theV4.Ducati also reckons itgives better-handling performancethanbefore,working betterat high leanangles(upto 60°),andisofcourselighter,at 2.7kglessthan theoldarm.
Theswingarm isthemost obviouschange for2025,butit’s not theonlyoneonthe V4,which was unveiled at World Ducati Week lastmonth.Thetheme seemstobe evolution not revolution, with incrementalimprovements across
Panigale,a 955cc beastiewith 155bhp,about 60bhpmorethan the old 748evermanaged.The Bolognafirm benefitedfrom having aslightlylessinsane, cheaper sportsbikeoffering, betweenthesofter road-sport Supersport modelsand thefull-fat 1099-1299 Panigale V-twinsand laterV4. Formany discerning sports riders,the smallermodels were perfect:similar premium looks,designandhandling,with less of amental hammerblow performanceand lower costs.
Butthat’sall cometoanend withthis,the FinalEditionofthe PanigaleV2.Ducati has releaseda limited-editionvariantofthebike, withjust555 beingmade, dripping in
trickkitandwith aclassy paint job. Itseems thatthe Superquadro enginepoweringthe V2isattheendofits development–acommon story these days with thetighteningof Euroemissionsregs.
The upper-middleweight Duke isgoingoutin style, though. The FinalEdition featuresa full set of Öhlinstrack-readysuspension: 48mm NIX USDfrontforks, steering damper and TTX monoshock,as wellas Brembo M4.32 brake calipersup front, billetaluminium numbered yokes, 17-litrealuminiumfueltank, carbon fibre front and rear mudguards,swingarm protector, chainguard and clutchcovers. Youalsoget aspecial rider’sseat, adjustablemachinedbillet rearsetsand acustom key, plusa one-off animation onthedashat start-up,race gripsand GPS moduleasstandard. There’sa box of track-readyadd-ons aswell: numberplatebracket
Keepaneye onour online channels –Facebook, Twitter, andthe Fast Bikes website(www.fastbikesmag.com)–for news as ithappens.
2025 YAMAHA MT-09 Y-AMT
Lastmonthwesaw Yamaha’snew Y-AMT Automated Manual Transmissiontechnology, andnow thetuningforkfirm has released details on thefirst bike to feature theset-up. There’slittlesurpriseinthechoice–the firm’s MT-09 nakedroadsterwill havethe automatic gearbox asan option for2025,alongsidea conventionaltransmission variant.The Y-AMT dropsboththe gearandclutch levers,replacing themwith computerised actuatorswhich operateineitherfully-automatic‘D’ or manual overridemodes.A paddleswitchset-uponthe barsletstheriderchange up and downin
manualmode,and there’sasporty ‘D+’ auto mode aswell,whichholds the revs abithigher before shiftsforstronger performance.
We’ll beriding thenew 2025MT-09next monthin bothstandardand Y-AMTformat... checkbackthenfor moreonhow the new systemrides.
WORLDDUCATIWEEKBRE AKSRECORDS
Ducati’sbiannual World Ducati Week(WDW) gigwent offwithout ahitchagainlastmonth, albeitinabsolutely baking temperatures at theMisano circuitinRimini. Arecord94,000 visitorsturned up from86countriestoseea slew of Ducati-themedevents,including the new2025 PanigaleV4 unveilinganda tense RaceofChampions,which sawPecco Bagnaiaset afastestlap of 1m35.431s on
that new Panigale(andMarc Marquez skittle 2023WSS champ NicoloBulegaintothe gravel on thefinal turn of thelastlap). The nextWDWisintwoyears’time –get the Chunnel bookednow…
Himalayan.All-up weightis184kg(3kglessthana 216bhpDucati Panigale V4S…)anditlooks like just thejob for entry-level urbanwork,cruising, andeventheoddrundownatwisty back road. Enfield has aUK-baseddevelopment team packed withHarrisPerformancechassisengineersand ex-BSB racers,soitslatest bikesalwayshandle much betterthan youmightexpectfrom the spec.Asyou’dexpect, theGuerrillaiswell-priced, startingat£4850 for the basicAnalogue model, whichcomeswithoutthe colourTFTLCDdashon therest of the range.
VMOT OCPX PRO
Vmotomightnotbe abig name in the FastBikes world, but it’sbeen thetop-sellingelectric bikebrandin theUK foryearsthanks toits range of well-priced urbanmobility machinery.You’re mostlikelyto have seenits product delivering foodorparcelsin acity,butmany commuters use its bikestogetto workwithlowrunningcosts. And it’salsogotastrong presence in theracepaddocksof theworld, withsponsorshipdealsfor Ducatiin BSBandWSBK.Manyoftheworld’s
best racers spend plentyoftimeon aVmotoscooter…
We wentto Italylastmonth for thefirm’sannualPro Dayeventat Misanoandtriedoutthenew CPx Proscooter.Thefirmhadlinedup some125ccpetrolbikes asa comparison,andthebatterypowered machinery was actually muchnicer to ride thanthe restricted petrol bikes.Theinstant torqueygrunt andautomatic transmission onthe CPx was much nicerthanthe wheezy,asthmatic four-stroke 125s with clunky manualboxes.Itmakes11bhppeak power,weighs143kg,and will hit 65mph, with a65-mile range.Vmoto isalso offering anew batterydesign for2025,which chargesfrom emptyto80% inhalfanhourand uses the faster car-type charger plugswhichare becoming universallyavailable.
The CPxProcosts£4699 with dualbattery pack; moreinfoat www.vmoto.com
Keepaneye onour online channels –Facebook, Twitter, andthe Fast Bikes website(www.fastbikesmag.com)–for news as ithappens.
NORT ON UPDATESFOR 2025 –NEW MODELS,NEW GLOBAL NETWORKS
amassiveimpact.But cleaningupthe mess leftfor the newownerhasalso been tough. Not onlydidTVS have to build anewfactoryin Solihull, but italsothen had to re-engineerthe existingCommandoandV4modelstoimprove the reliability,performanceandemissions. Finally,itspent hundredsofthousands of pounds addressingtheproblemsoflegacy owners –Norton buyerswhotechnically weretheresponsibility of theprevious regime, but whoTVSwantedtosort out as anact of goodwill.
Thingsfinallyseemto bebackontrack though,andthefirm has announced thatit will be launching six newbikes overthe
next three years,starting from2025.It’salso setting up awidersales networkin internationalmarkets:theUSA,Germany, France,ItalyandIndia.There’snoofficial word on whatthe newbikes will be,though you’d expect some volumesellersin there–adventureand nakedmachinery,aswellasa new engineplatform or two.The existing powerplants have limited futuredevelopment, especiallytheair-cooledCommando lumps, and Norton needstogetahead of current and plannedemissionsregs,while hittingthe performancetargets needed forthemarket. Expect toseemoreatthebig bikeshows this autumn.
itout of thegroundeasily,soit’seithermade fromfossilfuels(pointlessif you’retryingto avoid carbon emissions) or by usingsolar,wind or nuclearenergytoelectrolysewater.Problem thereisthelosses:up to80% of theenergyis wastedmakingthe hydrogen,compressing it, pipingit out to adistribution network,then burningitin acombustionengine.Sendingthe green power out throughexistingelectricwires and charging abatteryin acar or bikeonly wastesabout 20% of theenergy.
Hydrogenlookslikeabit of adead-end,then (despitetheKawasakilookingpretty sharp aroundthe Suzuki circuit).Mainstream cars won’tbeusingit,andifthey’re notpayingfora distributionnetwork,wewon’t have one to use for ourbikes. Even avisit fromFreddyKrueger can’t changethefactshere…
BL ADEON BLADE
VS
JusthowfarhasHonda’sFireblade comein thepast20years? We rope inMichael‘Blade’ Ruttertoputusstraight.
How canitalreadybe 20yearssince Hondashiftedthefundamental philosophy ofitsground-breaking Fireblade away from a‘less is more’ road biketoafull-bloodedsuperbikedesignedto win racesfrstwithlittleor no concessions forroaduse? Twenty years!
Firebladesbetween1992and2003wereall sub-litre-sized engineswithemphasis on weightand usabilityonthe road ratherthan beingdesignedwiththesuperbike regulationsinmind.Hondahadits RC45to do allitssuperbikeracingforthebulkofthat period,butwhensuperbikes were allowedto beupto 1000cc andfour cylindersin2003,
the twin-cylinderSP1’sdayswerenumbered –and theobviousstartingpointfor anew superbikewastheFireblade.
By this stage,puristswillsay thatthere had been sixgenerationsofFireblades, but therewerereallyfour signifcantchangesto themodelbeforeitsphilosophyand design teamchanged. Underthe leadershipofthe legend TadaoBaba,theFireblade grew from 893ccto 919ccto929ccandfnally954cc, picking up fuelinjectionalongthe wayand boldchassis evolutions, withthe fnal 954cc versionbeingthe lightestofthem all, weighing inat 168kg,unimaginable today, forBaba-Santo sign offwith, his legacyand
BYTHISSTAGE,PURISTS WILLSAY THAT THEREHAD BEEN SIXGENERATIONS OFFIREBLADE.
legendarystatusintactforever.
Thenew eraofrulesmeant Honda leftthe past inthepastand started with aclean sheet ofpapertodesign asuperbike Fireblade,carrying over onlythe name,and eventhatgot changed. As amarkofrespect forBabaand his team,the capital Bwas droppedfromthe name –Baba Firebladesare actuallyFireBlades, wherepost-Baba Firebladesare Fireblades. Awholenew design team was puton the project,and unsurprisinglymanyofthemwerefromthe gang behindthe RCV211 V5 MotoGPbike which Valentino Rossiwas doing afairbit of winningonatthetime.Soon after, the frst 1000ccFireblade was produced.
Iremembervividlywhen the frst pictures camethroughhavinga similarmoment as when Isaw the frst pictures ofDucati’s916. TheHonda wassoradical, and notjust
Right: Friendsreunited… Rutter back on the2004 Blade.
similartotheMotoGPbike–itwas identical. Forme, it was agenuine ‘wherewereyou when…’moment.Inmycase, Iwas actually workingat MotorcycleNews, so Ihada previewoftheimagesbeforetheywere published.The atmosphere in theoffce amongall thehard-to-impress hackswas genuinelyelectric.
By allaccounts,itwas Rossi’sMotoGP bike,minustheV5engineand withaninlinefourinstead.That was theonlyway Icould describeitto my mateswhenI gothome from workthatday. “What? Youmeanit’s exactlylikeRossi’sbike?Itcan’tbe.”My description was met withdisbelief “Yes,it’s exactlylikeit.Just waituntilyouseethe pictures –itisstunning.”And it was.
The resemblance,however,wasn’tjust skindeep.Honda released pictures ofthe
2004 Firebladewithoutitsbodywork, lined upnext tothe RC211V alsowithout bodywork,andthe similarity wasstriking.If Hondawantedtodraw alinebetweenthe originalBabaFirebladesand the new generation,itdidsowiththe 2004 Fireblade –and thensome.
Obviously,itwas abrand-newbike without asinglecomponentcarried over, but morethanthat,it wasadifferent way of thinking,intermsofnot just theengineering, butalso –and crucially –the packaging. Thingssuchasthe34mmlonger swingarm was radicalthinkingatthetime as away to produce morerear grip, yetitisacommon approachnow. ItgotanECU-controlled ram-airbox,acassettegearbox, twin injectors,radialbrakes and afuel tankthat satfurtherback underneatha faketank cover. And,for afrstonany roadbike, it receivedanelectronically-controlled steeringdamper.Thissortofstuff hadneverbeen seen on road bikes before, andmuch like how theoriginalFirebladebroke newground,so didthe original 1000ccFireblade. Abigthing was madeof mass-centralising too, wherebyasmuchofthe mass was packaged as close tothepointofthebike’s centreofgravity,sothe layout oftheengine was
