KawasakiZ900: New-agenaked HasKawasakidone enoughtokeepup withthecompetition?
Swift one to Sweden…
Swiftone toSweden… Bigmilesandsmileson Suzuki’smile-munching do-it-allS1000GX
Big miles and smiles on Suzuki’s mile-munching do-it-all S1000GX
GRINTWIN
Used Blade Buyer’s Guide
Whatyo eedtoknow aboutthesnub-nosed
What you need to know about the snub-nosed 2008 model
Grin on a twi 14
Whatever you know about Duca s Panigale V2… forget it. Having started again from scratch, the Italian marque has gone all out to create a class winning middleweight sportsbike New-age naked 24 The for sub-litre nakeds seems hotter than ever The big question is, has Kawasaki’s updated Z900 gone far enough to keep up with the ma 70
ST on Whatever t. mar ge battle ever ted competition? Mid-sized market?
Looking for the best middleweight sp bike on the If so, this shoot-out is sure to put you on the right path
n Iddon ............................... 96 s back on a bike, and he’s hungry to get 2025 into full swing
Swift one to Sweden ...................... 32 to get better acquainted with Su Dave heads off on a fast-paced blast on the consummate mile-muncher ic warfare .......................... 38 Love it or loathe it, most bikes are loaded with tech these days How can you make the most of it to aid the set-up of a bike? Big Mac gets stuck in on latest Fireblade Honda Fireblade Buyer’s Guide ...... 54 All that you need to know about Honda’s 2008 Blade you go dipping your hand in your pocket.
Project Corner: Ducati TT F1 replica .. 86 s amazing what you can make in your garage, as this month’s reader project hammers home. , scan the code on this to
LU Christia ack into AT one Looking GSX-S1000GX, Electron or these the you before mazing month’ Alternatively,scan the QR code on this page and order your next copy today.We will send it directly to you!
-order y r next i
Same old,same old…
I’m not one for fads.I know what Ilike, and Ilike what Iknow.Perhaps that’s aprerequisite to living in Lincolnshire, but the point is that Ilike the life Ilive,the things Ido, and the familiaritythat comes with the changing times of the year.For instance,I embrace the winter months as abit of areprieve…achance totake stock, catch up with friends, chillout,and reflect on the fantastic two-wheeled endeavours that’ve come my way over the past season. Twenty years into this way of life and it goes to reason that I’m somewhat conditionedtothe annual cycle of amotorcycle journalist…with this particular window in time being the best of themall –the chance to trythe stuffthat’snew.Having pigged out on mince pies and bike specs over Crimbo, now’sthe time when my passport takesa
hammering as I begin to sample the goods of what the new year has on offer
Just afew weeks back, 2025 kicked off with the launch of Triumph’snew Tiger Sport 800 (moreonthat next issue). It was arude awakening to riding, not just because I realisedtoo late (at the launch) that mice had sneaked into my kitbag and eaten my jacket,helmet and gloves, but also because I’dforgotten what it was to ride in torrential rain and gale-force winds Nope,the Portuguese weather was not kind to us, but it made for agreat test and, mostimportantly,got the launch season into swing. Thenext month is looking pretty bonkers, with new additions from Ducati,BMW and Triumph filling the calendar.And Ireckon there’ll bemorebythe time this issue gets to print. In essence,launch season is now well and truly upon us, so expect araft of new metal reviews in the coming issues
On the flip-side,this time of year is also prime time for tinkering in the garage.I’ve got several projects on the go right now –including my ZX-7R,which might get
finished one day –and Ilikethat sideof things as much as riding, on occasion. Especially when it comes to tinkering with older bikes, like the late 1990s Kwacker or my Mille.You get to appreciate howmuch things have moved on, but also how brilliantly analogue life used to be.As fascinated as Iambywhat’snext, there’s often much tobevalued from what’s come before.
Continuing with that tangent, offthe back of Johnny’slaunch report on the new Kawasaki Z900, Ihad asearch around for just how much bike you can get for your money and the results were staggering, as you’ll see in afew pages time in our used naked section. Thereare some serious bargains to be had if you’re not fussed about buying box-fresh, but the temptation to get aslice of thelatest and greatest is pretty irresistible.Takethe Panigale V2 I’ve just tested,for example… that thing is immense and arguably all the sportsbike you couldever want or need And whileyou couldown awhole fleet of ZX-7Rsfor that same amount of money, I’dbea liar if Iweretosay that theV2 wouldn’t be wheremyhard-earned would go.Would you say the same? Answers on apostcard.
Enjoy the mag, the mag,
Some things arebetterlef t behind,but Fast Bike s 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 theroadtrips,the projec tbike 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.
JOIN OUR MOTORCYCLING COMMUNITY
2025 TRIUMPHSPEED TRIPLE
formats. It took old Speed Twin models of the prewar period and its engine and chassis from the ‘modular’ range of bikes that the Hinckley launched with. The three and four-cylinder engines in that initial model range borrowed engineering cues from 1980s Kawasaki and were designed so that common rods, 76mm pistons, valves, cranks and cases could mixed and matched to make a range of capacities in short 55mm and long 65mm stroke formats, from the 750 triple to a 1200 four, with 900s 1000s in between.
The modular range worked well overall, but the 900 Speed Triple was one of the best of the bunch, and the 750 Striple was soon dropped.
The Speed Triple is nearly –nearly! –asold as Fast Bikes.Thisaugust organ first appeared in 1991 andjust afew yearslater the reborn Triumph brand sold its first Speed Triple: a three-cylinder naked roadster with bulldog breed spirit and punch performance,first produced in 750 and 900 formats.Ittook its name from the from factory -cylinder engineering powerplants 6mm be apacities formats and worked one Striple
Suzuki Bandit the factory performance super-naked bike.
The 885cc 12-valve DOHC motorwas strong and grunty,the streetfighter design was on-trend for the times,and it actually handled well too. It swept aside thecompetition –tame nonsense like the Kawasaki Zephyr 750 andHonda CB750 –and arguably created the classthatsaw the likes of the SuzukiBandit 1200, thefactory pe hree sformed cast-o highest-p aluminium mo na hen ap
Over the three decades since, the Speed Triple has been transformed from a parts-bin naked, built from cast-off sportsbike parts, into one of the firm’s highest-performance machines It gained an aluminium frame, single-sided swingarm and modern fuel-injected engine parts from the Daytona 955i superbike at the end of the 1990s, when the first bug-eyed twin headlamps also appeared Through the 2000s power, capacity and capability soared, before a full redesign with a new chassis and powerplant for the 2010s
Andnow,for 2025, it’safull-on 1200 super-naked design,with themost powerful engineever built by Triumph factory –a solid 180.5bhp –semi-active suspensionand track-ready rider aids.But it’sstill recognisably a Speed Triple,with that single-sided swingarm, a pair ofinsectoid headlamps and the trademark three-cylin lar What’ We triple exhaust
of insectoid and the three-cylinder motor hanging from the aluminium tubular-style frame
What’s the big news for this latest Striple, then? Well, the mods on the 1160cc 12-valve DOHC engine are fairly minimal – intake and tweaks, giving it a few more peak ponies than last year and enough to lift it to 180.5bhp @ 10,750rpm with 128Nm of torque at 8750rpm. Good numbers – but some way off the loony supernakeds, the 210bhp BMW R and 214bhp Ducati Streetfighter V4S
Still, a 180bhp naked bike is far from a dull thing, even in 2025, and Triumph’s given it a chassis and electronics package to help get the
180.5b 8750rp ultimate M1000 ill, even chassis
Keep
most out of it. The big chassis update is the suspension, which now has the Öhlins Smart EC3.0 ECU,with an ‘objective-based’ interface.Thatmeans instead of just amatrix of numbers to adjust, you get parameters like ‘firmness,’ ‘brake support’ or ‘accelerationsupport’totweak instead,making a more user-friendly set-up.The new semi-active control set-up looksafter thefully adjustable 43mm USD front fork and rear monoshock with compression/rebound adjustment, and there’salso anew steering damperfitment to calm down the front end.
Triumph has extended the rider aids package for 2025 too,soyou now get four-level adjustable
wheelie control, independentofthe cornering traction, plus anew brakeslide control function for use on track, whichgives more rear wheel lift anda degree of front end slip to push that bit harder on circuit. CorneringABS,engine brake control, five power modes and keyless ignition/fuel cap/steering lock, plus Bluetooth phone link, cruise control and an up/down quickshifter round off the technology nicely
New,lighterwheelscome shod with the finest Pirelli Diablo SupercorsaSPV3supersport tyres, the wetweight is now 199kg,and there’saload of new accessories,including an Akrapovic titanium silencer Price is asolid £17,495 andit’ll be in dealers in April.
PL AN ET OR AN GE
KTM 390 Adventure
handling, decentequipmentlevels andsharp styling lifted it above less-accomplished competition, andithas carved out aneat little niche for itself in the market.
us our heads sometimes Okay, if you’re on a month-long across with luggage for on, a 150-200bhp tourer-on-stilts
The trend for ever-bigger adventure bikes has us scratching our heads sometimes Okay,ifyou’re going on amonth-long jaunt across Europe two-up withluggage for four strapped on, a150-200bhp 250kg tourer-on-stilts makes alot of sense.But if you actually want to do any off-road antics,smaller and lighter is almost always the way to go.Hence the success of frankly tiny machinery like the Honda CRF300 Rally or Royal Enfield Himalayan 450 –both very slow,but much easier to handle in mud or sand thanthe 1200cc giants
KTM’sbeen in on this action too,though it took a while to catch on. Its 390 Adventure first appearedin2020 andwas abig hit, with solid performance, up towards the limits of the A2 licence limits with 43bhp and 158kg dry.Nimble
Five years onthen, theAustrian firm has expandedand updated the390 Adventure offering, with two models in the range: amore dirt-focused Adventure Rand acheaper,more basic road-biased Adventure X. The Xhas cast aluminiumwheels,with a 19in front and 17in rear rim and either Apollo Tramplr XR or MRF Meteor road-focused tyres TheWPAPEX suspensionhas less travel, with unadjustable 43mm USD frontforks and a preload-only adjustable rear shock. Add in afixed front brake discinstead of a floatingunit, and that’sthe main chassis differences between theXand R. TheR, as you’dexpect,gets proper wire-spoked rimswith a21in front and 18in rear anddirtcapable Mitas Enduro Trail E07+ rubber,plus longer-travel suspension.The WP APEX kit has solid spec: a43mmopen cartridge USD forks with 230mm oftravel, adjustable for compression andreboundin30-clicksteps, and aSeparate Pistonrear shock, also with 230mm of travel plus both preload and rebound adjustment. The frontdiscisafloating design and uses thesame twin-piston floating caliper as the Xmodel.
DOHC 4v l/c LC4cunit, now Euro 5+ emissions compliant.The cylinder headhas been redesigned, with revised cooling system and a thermostat housed directlyintothe head, while intake and exhaust mods,plusanew double catalyst, clean things up while keeping power about the same as last year:44bhp claimed. All-up weight is 165kg,without fuel, but otherwise ready to ride,soa little heavier than the old bike
The other main difference between the Xand Risthe dash; the Rhas afancy colour LCDTFT, the Xgets acheaper mono display.Both work with new switchgear to operate the respective rider aids package,and againthe Rhas fancier kit, with an IMU-assisted ECU for cornering traction control and ABS functions.Both bikes have rider power modes (off-road, street and rain) and thetractioncontrol can be turned off completely for use on thedirt.There’snew LED lighting all-round, Bluetooth phone link for calls, music,messaging and navigation, and there’s also options for cruise control, and an up/down quickshifter unit
Thenew 2025 KTM 390 Adventure range will arrive in showrooms throughout the year.The R variant will hitdealers in late March, with the X variant following in the autumn. UK pricing is £5399 forthe Xand £6699 forthe R.
The two variantsuse the same engine: a mildly tweaked version of the excellent 399cc
•KTM has also released abrace of more serious 390 machinery usingthe same LC4c engine as the Adventure.The 390 SMC Risa full-on supermoto with 17in wheels,sticky rubber,and a320mm front brake disc,priced at £5699. And the 390 EnduroR gives aserious enduro option with 21in front wheel, minimalist dirt bike kit and thesame£5699 RRP
Keep
KTM 125s
Down in the smaller eighth-litre class, KTM’s been hard at work with two new hardcore learner-legal variants. The 125 SMC Rand Enduro Rare similar to the 390 models, with the same basic set-up: 17in rims,sticky tyres and stronger brakes on the supermoto SMC,and serious dirt wheels and rubber for the Enduro They share the 125cc version of the LC4c engine,making the maximum 15bhp/11kW allowed, which has similar Euro5+ updates as the 390 motor for this year.Both modelscost £4899 and are on sale now
KTM 790 Duke
Finally –the orange brand has given the790 Duke abit of aspruce-up for2025. The mental middleweight hoonigan machinegets anew 5in TFT dashboardwith access to KTM’sDemo Mode,a telemetry screen and six-setting anti-wheelie mode.There’salso all-new backlit switchgear,and the firm’sadded afour-year manufacturer warranty.Itwill cost £7999 andis in the shops now
KTM finance story
The situation at KTM andparentfirm Pierer Mobility is fast-changing, andbythe time you read this,things may look very different. As Fast Bikes went to press,though, therewas some solid news,whichseemed positive on the face of it for thefutureofthe orange brand. CEO Stefan Pierer left thefirm in late January,seen as part of thenecessary changes to restructure massive debts.Atthe same time,itwas announced that the previous owner of MV Agusta, theSardarov family,had taken back control andnow owns the 50.1% shareholdingwhichPierer Mobility bought just last May.The Russian family now owns the entire Varese brand once again, through its Art of Mobility company.
SUZUKI ZERO PERCENTOFFER
The season is only just kicking off and the bike firms are pushing hard for sales already It’s a buyer’s market out there, as evidenced by deals like this from Suzuki GB. The brand is offering 0% finance for four years across a number of models, on either PCP or HP, with a minimum deposit of £1000, and runs until the end of March 2025.
Katana. It’s also available on the V-Strom 1050 and 1050DE and Tour versions, as well as the GSX1300 R Hayabusa.
The deal covers the GSX-S1000 family, including the GX and GSX-S1000GT, as well as the naked GSX-S1000 roadster and the
The deal me ans you could have the GSX-S100 0 naked for jus t £79 per month with a de posit or trade-in of £2970. Meanwhile, the new-for-2024 GSXS1000GX+, complete with its s tandard-fi t panniers, can be had for £ 109 with a £ 3426 deposit. More info from your local de aler or online
GARMIN RADAR GA IN
On-board radar equipment has been available on some of the fancier bikes for a few years now And now, aftermarket electronic specialist Garmin has developed an aftermarket add-on rear-facing radar set-up to add the safety tech to older bikes The new Zumo-R1 radar unit provides warning lights on your dash covering your rear blind spot areas, warning if another vehicle is getting too close You can even link it to a smartphone app or suitable Garmin Zumo sat-nav unit for a heads-up radar display showing vehicles behind you. You also get audio warnings through a linked Bluetooth headset, and optional rear and side-facing lights make you more visible to other vehicles
The discreet R1 radar unit mounts unobtrusively on the rear mudguard and comes with the handle-bar mounted warning lights and phone link app It costs £519.99; more info at www.garmin.com
BMWR18 REFRESHED–BUT NO R20S…Y ET BM
BMW’senormousR18 mega-boxers have had some very minor tweaks,aimed at meeting the tighter Euro 5+ emissions rules.Sothe 1802cc air-cooled flat twin motor has anew ECU,which keeps power the same at 91bhp,but adds an extra5Nm of torque.The newengine is shared among the range –the R18
Classic cruiser,Transcontinental megatourer,B bagger andRoctanechopper. There’s also aload of small chassis and equipmentchanges, aimingatimproving handling andcomfort. No sign as yet, though, of theR20 Ssporty roadster behemoth we’re
desperate to see,whichappeared as a concept last year
PANIGALE V2 GRIN
In abid to conquer themiddleweight sportsbikesector,Ducati hasrewritten therule book on itsPanigale V2,starting afresh with alither,smarter and morefocused protagonist.
TO HARDCORE DUCATISTAOUT THERE, THE LOSS OF THEDESMO TECH MIGHTBE CONSIDERED SACRILEGE BUT THE REASONS FORDOINGSOARE QUITE SIMPLE –IT WASN’T NEEDED, IT SAVED WEIGHT AND IT SAVEDCOST.
Somepeople swear by the notionthat less is more,such as limiting alcohol intakeafter being sick onyour boss’s shoes at a works do… butwhen it comes to motorcycles and theprospect of offeringless power than the model that preceded it, that’s a tough oneto sell. Especially when,in thecase ofthe new Panigale V2, thedrop isn’t a mere one ortwo ponies,but a whopping 30bhp-plus. Could less really be more?
Well, probably likea lotof people on hearingthe news, I was hung up on that fact ahead of thelaunch of the new 890cc V-twin-powered protagonist at therecently-openedSevilla racetrack in thesouth of Spain.Tocutto it, poweriseverything, right? There’s no denyingit,but if I knew little else aboutDucati than its uncompromising passion for performance frst and everything elsesecond, Iwas obligedto have faith in its new direction andthe entirety of the package,which not only sawthe introductionofthe aforementioned, wholly new –desmodromic-deprived – motor, but also a new monocoque frame, doublesided swingarm, a raft of new tech includinga next-gen 5inTFT dash and, perhaps mostsignifcant of all, a weight drop of 17 kilos. Yep, youread that right. Imagine how much faster, lighter, and ftteryou’d feel having pied offthat much mass Or,in motorcycle parlance, how much quicker you’d accelerate, how much easier you’d corner,and how much sharperyou’d stop.
I’ll admit,as excited asI was aboutthe V2’snew look,which follows the V4 Panigale’s sleeker and slipperier stance – orthe introduction of new Y-spoke wheels, or the fancy Öhlins suspension that adorned the V2S spec machines we were to ride – it would have meantlittle from a pure performance point of view without that hefty weight loss Power-toweight is everything, andwhile the Slimming World approach hasn’t quite rendered the drop in output equal, it has meant thatthe old bikeand the new bike are much closer when thepin is pulled than you might think. This pointwas properly hammered into us ahead of this launch, with Ducaticlaiming that in testing, the new, lesser-powered V2 nearly matched its predecessor’s lap time at Vallelunga racetrack, near Rome, being just 0.2 seconds steadier per lap. How so?
Well,in Ducati’s opinion, the added virtues of better tech, improved handling and far less weight outweighed the power that’d gone walkies. Of course, being British and a cynic, I reserved judgement until having tested the bike
Turning up at a tropical (18˚C), shiny and new Sevilla racetrack, the excitement to get stuck in and kick off the frst of six 15-minute stints was palpable But before such antics could get underway, we were frst given a chance to see the V2 unclothed and stripped down, highlighting the bits of the build you wouldn’t typically see, such as the minuscule monocoque chassis, that looked about as wide as a
shoeboxand probably weighed thesame too Okay,that last fguremight be abit of an exaggeration, but hittingthe scalesatjust fourkilos, it also brought about arefned leveloffex to the V2 name… and doubled up as the bike’sairboxwhile it wasatit–talk about getting your money’sworth.Below it slotted the feature-pieceV-twin, said to have been built from ablankpiece of paper with twoclear goals: to achievea120hp output and lose ashed-load ofweight. To be more precise,nine kiloswas the target fgure overthe previous version’smotor,and 9.4kg was the fnal result. Youmight be wondering whether they’d forgottentoput pistonsin it or something, considering such asubstantial dropinmass, but the engineer behind the motor mentioned that most ofthe weightloss came from the use of thinner metals andthe dropping of the Desmodromic valvetrain system. To hardcoreDucatistasout there, the lattermight be considered sacrilege,but the reasonsfor doing so arequite simple –it wasn’t needed, it savedweight, anditsaved cost. What became very clear very quickly was that Ducati hadn’t gone abouttryingto build an improvedversion ofwhat’dcome before,but somethingentirely different, more purposeful, and more relevant to what the market actually wants right now, as opposed to the continuation of amodel that was neither alitrebikeoramiddleweightand for that reason didn’t really ft in anywhere. In other words, the message becameclear that despite the obvious comparisons, the only thing the newV2had in common with its predecessor was its name… andeventhat’s probably in aslightly differentfont
There’sanapexthere somewhere.
Armed with morefacts than my tiny brain could contain, our trackdebut eventually commenced…and so didthe surprises. Chief of all wasthe sensation of acceleration. Heading out of pitlane,with no idea which way the track went, Icouldn’tresist a handful of throttle,towhich the Pani obligingly romped forwardsata truthfully unexpected rate.Fromthat moment on, the engine didn’t stop impressing me.I’llspare youthe melodrama of getting my head around thecircuit and fast-forward to afew
THE VERYBEST THINGABOUT
sessionsinwhen Iwas setting adecent pace, having gained agood graspofwhat the V-twin had to offer.Top of all its good traits wasaverylinear dose of oomph, made so consistent owing to the newengine’suse of variable valvetiming on the inlet cam. From just 4000rpm, 80% of the Ducati’storque wasontap, and that fgurestayedconsistent up to 11,000rpm. On paper,that sounds impressive, and on adyno map, that kind of plot is the stuff of dreams, but from apure riding experience,what it meant wasthe V2
IT IS THE FRONT END FEEL, WHICH GAVEME THE CONFIDENCE TO DICK AROUNDAND SCRATCH AN ELBOW AT WILL.
Thisbikewillcostyou a fortuneinkneesliders.Don’t sayyou weren’twarned.
TECH DATA
Ducati Panigale V2 S
ENGINE:
Type: 890cc,90-degree V-twin, variable valves, liquid-cooled
Bore xstroke: 96mm x61.5mm
Compression: 13.1:1
Fuelling: EFI
Claimed power: 119bhp @10,750rpm
Claimed torque: 93.3Nm @8250rp
CHASSIS
Frame: Aluminium monocoque
Fsuspension: Fully adjustable,43mm Öhlins NIX30
Rsuspension: Öhlins monoshock with full adjustability
Front brakes: Brembo M50, four-piston monobloc callipers
Rear brake: Twin-piston caliper, 245mm disc
ELECTRONICS.
Riding modes: Yes
Traction control: Yes
ABS: Yes
Quickshifter/autoblipper: Yes
Wheelie control: Yes
Launch control: Yes
DIMENSIONS:
Wheelbase: 1465mm
Seat Height: 837mm
Wetweight: 179Kg (no fuel)
Fuel capacity: 15 litres
INFO:
Price:
£16,995
From: www.ducati.com
neverfelt lacking, regardless of gear choice or engine speed. Isoon learned that even if I’d cocked up, the V-twin could quickly and easily pull me out of apickle with an unintimidating supply of drivethat seemed to rise through the revsatafair rate of knots, beforepetering off at about 10,000rpm. At that point, I’d snick another gear,using Ducati’ssecond-generation shifter system, and plough on merrilyinto the distance… until it was time for some morepanicked braking. Honestly,the motor not only felt exhilarating, but it mademefeel likeI was the boss of it, because despite the bark from the stylish-looking twin silencers, the engine was so pliable and user-friendly.Therewere no peaksortroughs, no sign of aharsh pick-up, and eventhe back torque on offer failed to cause too much drama when banging down severalgearsin quick succession. However,that kind of abusedid cause the motor to throwafew redwarning lightsmyway,lightingupthe dash in ashow of frustration, asking me to stop taking the pissand calm things down beforevalvemet piston. The moremethodical Iwas with the engine,the moregiving it proved, which is quite typical of most V-twins, in my experience.Theyneed to be ridden differently,leaninglessonhigher revs and moreonthe bountiful amounts of torqueon offer.Tothat extent, Ilearned to almost always hook agear higher when tackling some of the faster,fowing sections, not only to smooth the gig out, but avoid running
If youlikeyourwheelies, the V2 will proveawinner.
UNDERTHE SKIN:
PANIAG LE V2
To getyou betteracquainted with thenew Panigale, hereare few keytalking points…
TE CH IT OU T:
It will come as no surprise that thenew V2 is literally dripping in top- endtech. Wheeliecontrol, slidecontrol, launch control… as well as ahorn– thePanigalehas it alland movesthe goalpost sofw hatc ameb eforeto anotherlevel.One of themos tobvious newfeaturesis the uprated, full-colour5in TF Tdashthatb oast sroad, road proand trackviewinter facesand playshos tto thegovernanceofthe Ducati’s multitudeofelectronic wizardry.Alongside four ridermodes,the quickshifter 2.0sys temand engine brakecontrol,there’s now corneringA BS (three levels)thatare governed by new, simplerswitchgears
MO TO RING ON:
So,the bignewswiththe newV2is… thenew V2.Aw hole newmotor from the It alianmaes tros sees notonlyadropinc apacit yto890 cc,but also adropin poweroutputofmorethan3 0bhp.Weightisanother thingthat’sb eenslashed, with as avingof9.4 kilos, largelyhelpedbythe loss of thepriceydesmo dromic valvetrain system in favour of conventional fingerfollowers andvalve springs. Whiles till maintaininga9 0- degree angle, pret ty much ever ything else with the engine is incomparable with thenew Euro5+ motorthatclaimstomake8 0% of peak torque form just 40 00 rpm, whilep eakp ower hits at 10,750 rpm. If youwant more oomph, anon -roadlegal system boos ts theoutputby6bhp, whileatthe otherend of thescale,it’swor th noting that theV2and V2SPanigales canb oth be made A2-compatible, seeing theoutputcut to 43.5bhp.
