Fast Bikes UK 02.2022

TRIUMPH SPEED YAMAHA
TRIPLE RR WR250F LAUNCH DOWN AND DIRTY WITH

A WOLF IN SHEEP’S YAMAHA’S NEW ENDURO
CLOTHING TPWAORT

IFSESBUREU3A88RY 2022 ON TRACK AND ON
SLICKS WITH THE TOP
THREE SPORTSBIKES

ON THE MARKET…

REDDUCATI V4S
ROCKETUJATHUNPSESYTPTSWAHANEUHICEAGNINAELTRYEE,O..DCU. UATNCHA’TITNIGKET
IN 2004 HRC CAME TO BSB,

ARMED WITH A TRULY TRICK FIREBLADE…

PLUS ZX-6R BUYER’S GUIDE: AFFORDABLE, FAST AND FUN 2022’S NEW METAL
TRACK SPEC: BMW S1000RR TOP BIKE TRANSPORTATION TIPS





ISSUE 388 FEBRUARY 2022

THE KNOWLEDGE 68

Used Bike Guide .............................62 BUY GEAR COLUMNISTS

If you like your bikes fast, fun, and affordably FASTBIKESMAG.COM Christian Iddon ..............................94
priced, make sure to check out Kawasaki’s
ZX-6R B1H. To pre-order your Iddon’s on the hunt for a ride.
next issue of Fast
Track Craft .....................................84 Dom Herbertson .............................96
Bikes, head to
Want to know the best way to transport your classicmagazines. Say hello to our new columnist, road racer
bike to the track? Dean’s got some wise co.uk/pre-order-fb and all-round good guy.
words for you.
Alternatively, scan the Tim Neave .......................................97
YOUR LIFE ON BIKES QR code on this page
and order your next Tim’s 2022 season is set to kick off.
You and Yours .................................88 copy today. We will
send it directly to Steve Parrish...................................98
All of your adventures you!
Steve’s been out and about… and pestering
Chatter ...........................................90 plenty.

A page dedicated to the best readers in the FEATURES
world…
The sharpest Blade ever.................68
TESTS
One bike was more special than most in the
Ducati Panigale V4S........................ 18 2004 BSB season. We get to grips with
Rutters HRC-spec Fireblade.
We sent Timmy to Jerez to give Jorge Martin
a battering on track… and try out Ducati’s Track Spec ...................................... 78
new Panigale V4S.
We check out a very saucy BMW S 1000 RR.
Ultimate Sports Test Part Two ...... 28

We may not have had the weather, but we
sure had blast on the top three sportsbikes
on the market.

Yamaha WR250F launch .................44

Looking for a new enduro for some winter
fun? Check this out…

Triumph Speed Triple RR ................54

It might look a little unassuming, but don’t be
fooled by the RR’s skimpy outfit. It’s an
animal, and we love it.

44
62



WELCOME

Box fresh and hope that we get to savour them cast your eyes over in the ‘Upfront’ news
wholesale again this season. What have section, but I’m still hopeful of another
There’s only one way to start this you got planned? A new bike? A big trip? addition or two into the soiree. Covid’s
piece and that’s by wishing you We’re always keen to hear of your turned everything on its head, including
all a Happy New Year. With a bit shenanigans, and also for your production timelines, which is why the
of luck 2022 will be the year the world suggestions of what we should be doing flow of new bikes has been a little more
finally gets back to normal, meaning we in the mag, so get in touch. sporadic than usual. I quite like that; it
can ride where we like, when we like… as keeps you guessing. There are plenty of
fast as we like. Okay, that last point might On the whole 2021 wasn’t all that bad, new bikes for us to get our teeth into, but
be pushing things a bit, but I for one can’t and I hope you can say the same. The I’ve also got a keen eye on the used
wait to get stuck in and tick off a load of weather wasn’t always kind, as you’ll be bargains that are ripe for picking, such as
biking ambitions that’ve fallen by the reminded if you read our USB: Part2 the ZX-6R B1 in our buyer’s guide. It just
wayside in recent times. It’s hard to feature in a few pages’ time, but we still goes to remind you that you haven’t
believe that only a year or so ago riding a clocked the miles and smiles at every always got to spend £20,000 to have fun
motorcycle without good reason was a given chance. On that note, Johnny’s not when it comes to bikes. There are some
culpable offence, or that trackdays were stopped smiling since getting home from great used bargains out there, and we’ve
non-existent, or rationed at best. That you the Triumph Speed Triple RR launch, and got three of them headed your way in
couldn’t meet up with mates for a brew having read what he’s had to say about it, next month’s issue. So enjoy this mag and
or plan a mega trip around Europe in a I can understand why. We were thrown a make sure to pre-order the next one, too.
bid to dodge the in-laws. I’m not trying to few curveballs in 21 and the RR was one
be provocative or political, but more to of them. There’s been a good amount of
hammer home the simple pleasures and new metal unveiled, with plenty more to
opportunities that motorcycling creates,

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PLANET FAST BIKES – NEW METAL, NEWS & REVIEWS

SHOWTIME!

Okay, the Milan and NEC bike shows aren’t as
vital as they used to be for new bike reveals,
and Covid-19 screwed things up even more in
2021. But there was still a fat sack of hot new
metal revealed last month from Honda,
Yamaha, Kawasaki, KTM, Ducati, Triumph, and
MV Agusta, among others. Here’s our pick of
the finest bikes that have landed for 2022…

SHARPENED BLADE paint scheme from 1992. It There’s three teeth added to the back
takes the modern styling a top-end sprocket for harder acceleration,
Is it really 30 years since the first and re-interprets it with the refresh while the traction set-up has been
FireBlade turned the world of fast brush-stroke design of the aimed at fettled for even finer control on the
bikes (and Fast Bikes) upside down? first-generation bike – and it beefing edge of grip.
It sure is; 2022 marks three looks properly sweet. up the
decades since Tadao Baba’s vision mid-range Enough to top the cheat-y
hit the streets, and while the Blade The current Blade is one of drive, with 1100cc V-fours from Italy? Maybe,
has been up and down a bit over the best-performing litre revised intake maybe not; but it should remain
the years, it’s still one of the most superbikes just now, so Honda’s ports, new airbox, airbox funnels near the top of the 999cc pile for
revolutionary sportsbikes ever built. not had to do much to the mighty and exhaust mid-section, plus a sure…
214bhp motor and top-spec higher compression ratio, up from
The 30th anniversary sees a chassis set-up. But there are some 13.2:1 to a heady 13.4:1. There’s
special edition machine from updates across the range for 2022.
Honda, with paintwork inspired by
the original tricolour red/white/blue

10 FEBRUARY 2022 WWW.FASTBIKESMAG.COM

Keep an eye on our online channels – Facebook,
Twitter and the Fast Bikes website (www.
fastbikesmag.com) – for live updates on news
as it happens

2022 YAMAHA R6 RACE
AND GYTR EDITION

We’re still a bit grumpy that the YZF-R6 is
no longer a road-legal machine. But Yamaha
cheered us up with these two super-hot
versions for 2022. First up is the standard
R6 Race, which now comes with black
bodywork and gold forks, and all road kit
removed ready for trackdays or race use.

The real sauce comes with this GYTR
version, though. Yamaha’s having a bit of a
push on its in-house factory race kit brand,
and while it’s still not quite got the kudos of
a brand like HRC, it’s definitely getting there.
Picking a snappier moniker than Genuine
Yamaha Technology Racing might have
helped, of course…

Crazy name aside, the GYTR version of
the R6 is very tasty indeed. It’s fitted with a
heap of GYTR track updates, including a
factory ABS emulator to dump the ABS
pump, race wiring harness, full Akrapovic
titanium exhaust, race fairing, keyless fuel
cap, and race rearsets, plus safety kit like
brake lever and rear sprocket guards
already in place. Best of all, it comes with a
programmable Supersport-spec ECU wired
in already – it really is a ready-to-go turnkey
solution for high-end track riding. Buy one,
go directly to Brands Indy or Cadwell, and
commence the slaying of the litre
superbikes is our advice!

APRILIA TUONO 660 FACTORY & MOTOAMERICA RS 660 2022 YAMAHA MT-10 SP

Aprilia’s certainly getting its money’s worth We saw the 2022 Yamaha MT-10 last issue,
out of the new 660 parallel twin engine, with and enjoyed its 6bhp more peak power and
the Tuareg, Tuono and RS all now hitting the torquier delivery, updated electronics, new
streets. And for 2022, there are a couple colour dashboard and standard up/down
more variants. First up is the special quickshifter. And Yamaha’s now dropped the
MotoAmerica edition RS660, which is a SP version, with all the updates of the
gorgeous piece of work, for sure. It’s to standard bike, plus a fancy new semi-active
celebrate the firm’s success in the Öhlins suspension set-up. This new system
MotoAmerica Twins Cup series, where the uses ‘spool valve’ damping adjusters, which
RS660 pretty much swept the board as soon are claimed to give even faster adjustment
as it arrived, taking 10 wins out of 13 races. and control on the fly. The 2022 MT-10 SP
Kaleb De Keyrel took the 2021 title on a also features a new belly pan and braided
Robem Engineering RS660, and this special steel brake hoses.
edition celebrates victory with a one-off stars
and stripes paint job, single seat, unique
larger top fairing and race-shift. Just 1500 will
be built, and you’d expect it to be in high
demand in the US…

Next from Noale is a factory version of
the Tuono 660 middleweight supernaked.
It makes 5bhp more than the stock Tuono,
now up to 100bhp, and the kerb weight is
down 2kg to 181kg. The chassis gets a big
suspension upgrade, with new 41mm
Kayaba USD forks and a Sachs rear shock,
both fully adjustable. And the electronics
are now proper top-end kit, with six-axis
IMU assistance for traction and wheelie
control and engine braking, plus a
multi-map cornering ABS set-up. Cruise
control, up/down shifter, power maps,
riding modes, cornering LED headlights – it
has the lot.

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 11

Keep an eye on our online channels – Facebook, Twitter and the Fast Bikes website
(www.fastbikesmag.com) – for live updates on news as it happens

YAMAHA R1 SPECIALS

Valentino Rossi and Toprak Razgatlıoglu get their own trick machines

Yamaha’s had an amazing year in you name it, basically. The bike is signed by
racing – sweeping the board in And just look at it… the Crescent tech
MotoGP, WSB, BSB, MotoAmerica, who built it, and
Japanese Superbike and WSS. Slightly less along with the
And it’s celebrating with a couple exotic is this bike you get a
of one-off special machines. Toprak training
Razgatlıoglu trackday with
The first and sauciest is also replica, limited Niall Mackenzie
the most unobtainable. Yamaha’s to just 21 bikes or James Hillier,
made a special one-off R1 for worldwide and a VIP weekend at
Valentino Rossi to mark his built by the a WSBK round of
retirement from MotoGP. It’s Crescent Yamaha your choice
basically a full factory superbike, team in the UK. It’s a
rammed with GYTR parts, but track-only machine, with (including time with
without any homologation a full WSBK motor making Toprak), a certificate of
restrictions – so even more 205bhp at the rear tyre (20bhp authenticity from team boss Paul
extreme. There are forged more than stock) and weighs Denning, and a signed piece of
Marchesinis, WSBK factory under 175kg wet, thanks to a Toprak’s riding kit from the 2021
Brembos and Öhlins, carbonfibre heap of GYTR and Crescent race campaign.
bodywork, factory WSBK engine, parts. There’s a WSBK-spec
carbon rear subframe, factory Akrapovic full titanium exhaust The price for all this sweet
swingarm, adjustable yokes – and a factory GYTR race ECU, sweet swag? A bargain at just
plus top-end Öhlins suspension, £33,000, plus your vodka and
factory-spec upper fork clamp tonic. Form an orderly queue
and forged Marchesini wheels. online (except don’t, because it
will be well sold out by now…).

2022 KTM 1290 SUPER DUKE R EVO AND GT

A brace of fresh Super Dukes from pre-load over 10 positions in 2mm anti-dive braking function and the
KTM for 2022 – the new R EVO steps, but can also be used in a damping program features track and
version and the updated GT sporty clever automatic levelling mode. automatic modes. We are very keen
naked-tourer. The EVO features a to see how this new tech works…
slick new next-generation There are three settings – low,
semi-active suspension set-up; the standard and high, with varying The updates are more modest on
WP APEX kit now has a cunning levels of aggression. The low setting the excellent GT sporty tourer,
automatic pre-load setting, with is a low-slung comfort setting, which now gets the Euro5 engine
motorised pre-load adjusters standard is more neutral and plus 1kg lighter wheels and a new
controlled via the suspension ECU. balanced, while high dials in a 7-inch colour dash and new
That can be used in manual mode hard-core track-biased geometry, ContiSportAttack 4 tyres. Still the
via the TFT dash to adjust the putting more weight over the front nutter’s choice for commuting and
end. There’s also a switchable light touring, with an ASBO vibe.

12 FEBRUARY 2022 WWW.FASTBIKESMAG.COM

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 13

PLANET FAST BIKES – NEW METAL, NEWS & REVIEWS

ADVENTURE

CORNER TRIUMPH TIGER 1200

As is the way of the world, a We’ll start with a hefty upgrade, though – to Triumph’s Tiger 1200. The
heap of new adventure bikes old one was great on a long trip, with the grunty motor, massive fairing,
have been released too. Some and touring toys all taking the strain. It was far too heavy for much in
of them, like the MV Agusta the way of high jinks – on or off the road. Now, though, it’s had a proper
Lucky Explorers, Yamaha Rally makeover for 2022, losing 25kg of mass and adding 8bhp from a new
Raid T7 prototype and Ducati T-plane crank motor, and comes in five different variations of road/off
DesertX have some proper road and luxury spec. The base bike is the GT road version, and the Rally
hard-core appeal, while the likes Pro has a more off-road bias. Explorer versions of both add a 30-litre
of the KTM 390 Adventure and fuel tank rather than the stock 20-litre part.
Kawasaki Versys 650 are a little
tamer. The frame is an all-new steel tube trellis design, and that, plus the
new dual-sided shaft drive swingarm, is behind a lot of the weight loss.
It also makes the new Tiger seem skinnier and sharper straight off. The
new 1160cc engine shares its bore and stroke with the Speed Triple
1200 but adds the T-plane crank set-up from the Tiger 900, giving an
off-beat big-bang firing order rather than the smoother pulses of the old
120° crank design. It makes 148bhp and 96ft lb of torque, which are
solid numbers, and easily tops the BMW R1250 GS.

The 1250 GS is, of course, the target for Triumph here, and the firm
reckons the new Tiger 1200 variants top the GS and GS Adventure in
terms of power, weight, and price. It’ll be interesting to see how
Hinckley fares against the Bavarian behemoth in the
marketplace next year.

14 FEBRUARY 2022 WWW.FASTBIKESMAG.COM

Keep an eye on our online channels – Facebook,
Twitter and the Fast Bikes website (www.
fastbikesmag.com) – for live updates on
news as it happens

MV AGUSTA LUCKY EXPLORERS

If you can see a bit of a resemblance between Agusta’s production partner in the Far East. actuated manual gearbox and the usual up/
the MV Agusta Lucky Explorer adventure It’s mounted in a steel tube cradle-type frame down quickshifter options. The composite
bikes and the Ducati DesertX, there’s a reason with decent KYB suspension, Brembo brakes, frame chassis has steel tube/forged parts,
for that. Back in the 1980s, Cagiva – which wire-spoked wheels and 19-inch/17-inch rims. with fat 50mm front forks and rear
made the Elefant big trailie – actually owned It makes 48bhp and weighs 220kg dry, so will monoshock and the Sachs Skyhook semi-
Ducati, too. That explains the Ducati 900 SS be a wee bit on the plodding side. active suspension set-up. Brakes are Brembo
desmo V-twin engine in the Lucky Strike- Stylema, and you get a proper 21-inch front
sponsored Elefant used in Paris-Dakar rallies The Lucky Explorer 9.5 is more serious. wheel and wire spoked tubeless rims.
in the late 1980s and early 1990s – and the It’s got a ‘proper’ MV Agusta triple engine;
(justified) similarities between the new a new 931cc version of the 800 motor The 9.5 Lucky Explorer weighs 220kg dry,
Agustas and the Ducati. making 123bhp thanks to a bigger bore and too, so a bit hefty still, but it’s also rammed
stroke, altered cylinder head and revised inlet with luxury kit and riding aids – IMU, cornering
Starting with the MV Lucky Explorer, there ABS and traction, launch control, wheelie
are two models: the 5.5 and 9.5. and exhaust. There’s a range of control, cornering LED lights, 7-inch HD colour
The smaller bike is based on a transmission options, too: dash, fog lights and built-in pannier
554cc parallel twin engine from standard manual, the SCS mounts.
Chinese firm Quinjiang, which is semi-automatic clutch, or a new
‘Cyborg’ electronically

DUCATI DESERTX 21-litre capacity. Proper trick. The new DesertX is also
claimed to be a solid on-road contender by Ducati, so should
Another take on the 1980s Dakar bike, with the same styling make a tough competitor for the likes of the BMW F850 GS
roots, if a little less obvious, the DesertX fills a ‘hard-core Adventure and KTM 890 Adventure. It costs about £13,800
off-roader’ gap in Ducati’s range left by the Multistrada and will be on sale in the New Year.
Enduro. It’s based on the 110bhp 937cc Testastretta engine
used in the Hypermotard, Multistrada V2 and Supersport,
with a few tweaks to the transmission. The first five ratios in
the six-speed gearbox are lowered, with first and second
even shorter, and the selector drum has a new ball bearing
mount for slicker movement. The motor is also 1.7kg lighter
than before.

That engine is housed in an all-new chassis set-up, with a
tough steel tube trellis frame and slick double-sided
aluminium swingarm with braced arm sections. Suspension
is by KYB – hefty 46mm USD forks and rear monoshock, all
fully adjustable and with 230mm travel front/220mm travel
rear. Brakes are Brembo M50 calipers with 320mm discs, and
the wheels are proper wire-spoked rims with a 21-inch front
and 18-inch rear. Standard fit rubber is Pirelli’s Scorpion Rally
STR, but you’ll be able to slip much more hard-core dirt
fitments on there should you need to.

A solid base, then – though a little on the chunky side at
202kg dry. But it’s the styling, kit and optional equipment that
makes the DesertX stand out. Obviously it’s a real looker,
with the white paint scheme and dual LED headlamps, tall
‘Rally Raid’ bodywork and engine sump guard. And it’s got a
full suite of high-end electronics, with IMU-assisted cornering
ABS, traction, wheelie control, engine brake control, cruise
control and quickshifter. The TFT colour LCD dash is mounted
in a vertical portrait orientation and has a special rally display
mode, too.

Our favourite part is the optional rear saddle fuel tank,
though. It mounts on the rear subframe and plumbs into the
main fuel system, adding an extra eight litres to the standard

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 15

PLANET FAST BIKES – NEW METAL, NEWS & REVIEWS Keep an eye on our online channels – Facebook,
Twitter and the Fast Bikes website (www.
fastbikesmag.com) – for live updates on
news as it happens

GYTR RALLY RAID T7 single front brake disc for less mass and a
larger rear disc for hard-core desert antics,
Yet another run-out for Yamaha’s factory plus extra auxiliary rear tanks, dual cooling
GYTR race parts programme, this time in fans, rally dashboard, and much more.
the form of a prototype Rally Raid version of
the Ténéré 700. Like the GYTR R6 and Rossi Yamaha generally follows up these
R1, it’s packed with factory kit, including a prototypes with a production take a year
full titanium Akrapovic pipe, GYTR race ECU, later, so watch out for a 2023 T7 Rally
48mm KYB forks with 270mm travel and a Raid…
260mm long-travel rear shock. There’s a

KTM 390 ADV

KTM’s littlest Adventure gets a new Euro5
engine tune, putting out 43bhp, and a new
IMU-assisted electronics package, now with
an off-road traction control setting. The
updated cast wheels are stronger for tougher
dirt riding performance, and it’s had a styling
makeover, too. In the shops for the New Year.

KAWASAKI VERSYS 650

Kawasaki’s middleweight Versys is one of
those bikes that works far better than you’d
think from the spec sheet – or even seeing it
parked up. Sure, it’s a rather soft take on the
adventure tourer theme, but as an everyday
ride, it’s got a lot going for it – and it is decent
fun too. For 2022 it’s had an equipment
upgrade in the form of a new four-way
adjustable windscreen and 4.3-inch TFT full
colour dashboard, as well as all-new Versys
1000-style bodywork. Priced from £7799 for
the standard model, and up to £10,049 for the
fully-kitted Grand Touring edition with luggage
and all the accessories.

2022 KAWASAKI H2 SX SE MOTO GUZZI V100
MANDELLO
Kawasaki’s supercharged sporty
tourer is one of the finest ways to It’s not often that we see a Moto Guzzi in
eat up hundreds of miles in comfort, these pages – but this new V100
and that H2-derived engine is a Mandello is pretty interesting in a number
proper monster in terms of of ways. Firstly, it’s got a brand new
mid-range grunt. For 2022 it’s had a transverse V-twin engine featuring
tech uplift, with a new optional radar- water-cooling and DOHC four-valve heads
assisted cruise control and blind spot with vertical inlet and exhaust ports. It
detection system. A front radar only makes 115bhp from 1042cc but is a
transmitter senses any traffic up grunty old beast, and sticks with shaft
ahead, and lets you keep a safe drive as Guzzi tradition demands.
distance while maintaining a set
speed, automatically slowing down There’s also ride-by-wire fuel injection
and braking when needed. and a full IMU-assisted electronics
Meanwhile, a rear-facing radar set package, Öhlins semi-active suspension is
watches for vehicles in your blind an option, and the new V100 also has a
spot and lights up a warning in your neat active aerodynamics system, where
rear-view mirrors. Of course, if you’re moving flaps guide the windblast over the
riding the H2 SX as God intended, the rider and pillion, depending on speed and
only things in your blind spot should riding mode. That gives the protection of
be police helicopters… a bigger fairing, from much smaller
bodywork panels. Clever stuff.

16 FEBRUARY 2022 WWW.FASTBIKESMAG.COM

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 17

LAUNCH

WORDS> TIM NEAVE
PICS> DUCATI

Ducati blew our minds when it
launched the Panigale V4,
and it’s happened again with the
third generation...

DUCATI PANIGALE V4S 2022

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 19

LAUNCH

Even on wets,
the V4 S was
epic.

Like it or not, Ducati is probably the was (as it always has been) to make the few more sales, think again. There’s so
biggest pioneer and innovator in the bike even easier to ride for the everyday much to talk about... and I guess the
motorcycle world – and has been road and trackday riders – albeit while electronics are no bad place to start.
for the last five years or so. It was the first making the model even more competent
manufacturer to shake up the aero on the circuit. The new ECU and dash just got a whole
package, the first to stick wings to the side lot better. It might look just the same as
of a motorcycle, and the first to invent a That said, just like all the V4 Panigales its predecessor, but there has been a big
launch control device for the front and that have hit the market since 2017, the step in its evolution. We’ve now got a full
rear of a MotoGP bike… in a nutshell, it 2022 model was intended to be an absolute power mode to add to the already existing
has reshaped the racing world in recent weapon on track, with a greater low, medium, and high modes that
times and, lucky for you and I, this performance focus than ever, and coincide with the four rider modes –
world-class tech and engineering is now enhancements to the aero, ergo, motor and street, sport, race B, and race A – and will
starting to filter its way down to the chassis, as I learned first-hand on the change the torque delivery strategy as you
production line. When Ducati set out to bike’s launch at Jerez. If you were thinking move through the modes. The torque level
develop the new Panigale V4 S, its target this was little more than a marketing is now gear by gear, rather than gear
exercise to tart up an existing bike for a groups (e.g. first-second, third-fourth), so

20 FEBRUARY 2022 WWW.FASTBIKESMAG.COM

Highlights Jorge asked Timmy for
some tips...
215.5bhp
123.6Nm of torque HERE’S WHAT THE GP
174kg dry weight BOYS MAKE OF IT…
Incredible tech array
£25,995 In case we were left wondering just how
(not the most expensive) much potential the new V4 S has, Ducati
brought in two of its GP big guns… and we
BRAKING 9 got them to tell us what they made of it.
9
Best around (with ABS) 8 Johanne Zarco: “When I first rode the
10 new Panigale I used the standard exhaust,
STABILITY 10 but when I went to Catalunya – the first
big track – they told me to use the race
Unshakable exhaust. It made for an interesting step,
and it’s something worth trying. Everyone
AGILITY was really surprised that I kept the
standard electronics turned on and used
Minimal effort required the electronic suspension, but with this
bike it all works so well. This biggest thing I
DRIVE wanted to remove was the ABS, but even
so, the limit is quite far, which is really
Some serious punch interesting, and you can really push with
the brake. For the normal rider, it would
FUN never be a problem.”

Endless Jorge Martin: “From my side, my
Panigale for training is incredible. The
forks, shock, and brakes are much better
than the last bike. I’ve definitely got the
best bike for training. Ducati has improved
many aspects, like the aerodynamics,
which makes the bike much more stable
down the straights. I feel like the
electronics are much better; you can
change a lot with them, which is really
important, and helps with the fast corners.
Also, the ABS – us MotoGP riders, we
arrive always pushing so hard with the
braking. I remember with the old bike, the
ABS was always moving the lever a lot like
a bit of chatter, but now it is so smooth,
which is really important. I did a 1.43.1
around here (Jerez), which is a strong time
and only five seconds from my MotoGP
time.”

it is far more precise for a smoother power most raw and firm in terms of Zarco was a
delivery. performance, and wet evo and sport evo big fan.
being the softest and most rider-
Street mode gives the rider the most supportive.
support in terms of traction control, slip
control, wheelie control and ABS, and also As luck would have it, the heavens
caps the engine to 150hp with the ‘low’ opened during the morning of our day on
torque delivery strategy. As you move up track, so I was forced to break my Jerez
through the modes, you get less support virginity in the wet while riding the new
from the tech and more performance from and unfamiliar V4 S. Looking back, it was
the engine. There is also new track evo a blessing in disguise – a great excuse to
mode, which, unsurprisingly, is for riding try all the rider modes, starting with wet
on the tracks and gives you another four evo. The 150hp cap is a brilliant idea, and
pre-set riding modes: sport evo, wet evo, with the added TC and rider aids, it made
race B evo and race A evo – and works the for an unbelievably smooth riding
same as the road modes, race A being the experience.

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 21

LAUNCH

TECH DATA ENGINE:

2022 Ducati Panigale V4 S It looks the same as last year’s Panigale V4 motor but boasts another 1.5hp peak power and an extra 2.5hp
at 13,000rpm – which is even more impressive considering it is Euro 5-compliant. They’ve done this by
ENGINE Desmosedici Stradale 90° V4, improving the oil pump and circuit to reduce drag, and by upsizing the tailpipe by 18% to reduce back
liquid-cooled pressure. It’s kicking out a whopping 215.5hp, but if that isn’t enough for you, then you bolt on an
Type: 81 x 53.5mm Akrapovic full titanium race exhaust system, which takes it up to 228hp… it’ll only set you back £6156! The
EFI gearbox has also been under the knife; first, second and sixth gear have been lengthened, and first and
Bore x stroke: 215.5bhp @ 13,000rpm second gear are now closer together, which is much better for the track.
Fuelling: 123.6Nm @ 9500rpm
Claimed power:
Claimed torque:

ELECTRONICS Yes
Yes
Riding modes: Yes
Traction control: Yes
ABS: Yes
Quickshifter: Yes
Autoblipper: Yes
Wheelie control:
Launch control:

CHASSIS: Aluminum alloy ‘Front Frame’
Öhlins NPX25/30 pressurized
Frame: 43mm fully adjustable fork with
Front suspension: TiN treatment, electronically
controlled
Rear suspension: Öhlins TTX36 unit, fully adjusta-
Front brakes: ble, electronically controlled
2 x 330mm semi-floating discs,
Rear brake: radially mounted Brembo
Monobloc Stylema® (M4.30)
four-piston callipers
245mm disc, two-piston calliper

DIMENSIONS 1469mm
850mm
Wheelbase: 195.5kg
Seat height: 17 litres
Wet weight:
Fuel capacity:

INFO £25,995
www.ducati.com
Price:
From:

CHASSIS:

The bike is 1kg lighter than its predecessor, and
that’s with an extra litre in the tank and keeping the
Euro 5 officer happy. The big changes are in the
suspension; the forks are now 43mm, electronically
controlled Öhlins NPX25/30, which are fully
adjustable and have improved front end grip over
bumps, more support during braking, and better
corner entry ability. The shock is an Öhlins TTX36
unit, which is also electronically controlled. The
fixed pivot position has been lifted by 4mm, which
helps with cornering and improves anti-squat during
hard acceleration.

22 FEBRUARY 2022 WWW.FASTBIKESMAG.COM

DUCATI PANIGALE V4S 2022

ERGONOMICS:

The old wings have been chucked in the bin and we’ve got a more compact,
two-element winglet which is more aerodynamically efficient yet provides equal
vertical downforce. The fairings feature new vents to help with the cooling of the
engine, oil radiator, and quickshifter sensor – these homologations will help the
SBK teams. The wheels have got a red tag – we aren’t sure why, and the seat is
flatter to help with the moving around of the bike. Last but not least, the tank has
been sculpted again and bags another litre, and also provides a better surface to
grip onto during heavy braking.

Blipping the throttle in the pit lane, the
response actually felt horrendously numb, but on
track it took all the risk and worry away from
pinging the Panigale to the moon (disclaimer:
I’m not saying it’s highside-proof), and it filled
me with confidence to open the throttle hard on
the exit of a corner as the tech just worked it out.

Leaner angle equals less power; it was as
simple as that, and as I rolled up onto the fat part
of the tyre, I could physically feel the power
increasing, even on a constant throttle. As the
track started to dry, I soon found myself going to
100% throttle at lean angle far too early (by full
power standards), and 150hp felt pretty tame. We
had three wet/drying sessions in total, and each
time I increased the rider mode, working through
to race B eco mode to unleash the full 215.5hp
(albeit with the low and medium torque control)
for a smoother power delivery. Each mode
change was the perfect step, and it never
changed the characteristics to a point where it
felt it could catch me out – but just enough allow
me to improve my speed and confidence.

In the new track evo mode display, you get a
GPS lap timer with track split times all built into
the screen layout, which is so easy to read with
the enlarged font. The rider settings are perfectly
laid out down the right side of the screen, and
these can be easily selected and changed on the
fly. The dash features a new gear shift light,
over-rev light, and an exciting new vehicle
feedback light that illuminates the rider aids if
they are becoming too intrusive. For example, if
you’re using wet tyres on a drying track and the
rear is spinning too much, the TC icon will flash,
so you know to make a settings change. This is a
brilliant way to understand what is going on
underneath you, and gives all the information
you need to make a calculated settings change.
Who said you needed a racing engineer to learn
and improve? Not Ducati.

Engine performance-wise, we see an increase
of 1.5hp in peak power and 2.5hp at 14,500rpm
over the 2021 model V4 S. How has that been
done with these crazy Euro 5 regulations, I hear
you say? Well – the tailpipe has been increased
by 18% to reduce back pressure; the oil pump
and oil circuit set-up has been improved to
reduce drag and power loss; and the engine has
been calibrated to make the Panigale stand proud
with 215.5hp at the engine. If that’s not enough,
you can whack on an Akrapovic full titanium
racing exhaust that will give you another 12.5
ponies (128hp) and reduce the overall weight by
5kg… but you can expect to lose a similar weight
in your wallet. It’s priced at £6156.

I’d be lying if I said I noticed the extra 1.5hp
on track, especially when you’ve already got well
over 200hp… in fact, I think Valentino might
struggle to identify that one. But anyway, big
numbers always put a smile on our face,
especially after we saw a horsepower loss with
the V4 SP during our dyno session in USB pt.1,
due to Euro 5.

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 23

LAUNCH

It looks as fast
as it is...

First, second and sixth gear have been subtle bike which gives me loads of feel and expecting that! We could have gone with race
lengthened to make things more track- feedback. I’m pleased to say the Ducati A evo mode, which would have been
orientated. In racing terms, it presents better performed brilliantly; I had so much feel for awesome, but the new tech allows you to
engine braking, quicker corner exits, and a the Pirelli wets on the unfamiliar tarmac create your own modes. Luckily for us,
faster top speed by 5km/h (with the standard surface, and the grip level was in abundance. Alessandro (the genius behind the
gearing). The ratio between first and second development of this bike) had already created
gear has also been brought closer together, so As the track started to dry, the settings a mode called Jerez with track-specific
it’s much better on the track. Again, we are became too soft. But as we moved into the settings; so reduced TC, ABS, wheelie
probably talking small gains so it’s hard to race B evo riding mode, the dynamic control, and, of course, engine power mode
notice a physical difference in the riding, but suspension settings automatically adjusted on full.
I used first gear on a few corners and it felt and more support was added. The track was
damn good... and I was able to hold the gear almost dry by my third setting, but it would It was the first time I’d been able to really
for longer than I can ever remember on a have been riskier to go out on slicks, so we stretch the legs of the V4 S and get a feeling
standard road bike. stopped out on the wet tyres and absolutely of how it performed while pushing the
cooked them. The bike was moving around engine, brakes, suspension, and tech. The
Last year’s V4 S model used the same forks all over, and the sensation can only be first thought that sprung to mind was how
as the V4 R, but new for 2022 are the likened to riding on chewing gum… I was stuck to the floor I felt through the corners
electronically controlled Öhlins NPX 25/30. needing more support in the forks in – it just seemed to want to turn with ease.
It’s a pressurised fork kit with a revised shim particular, and during heavy braking the front The Duke features the all-new winglet design
stack and damping to provide greater support ABS was becoming rather intrusive – I think which is far more compact than the
in heavy braking, deal with bumps better, it could have had something to do with trying mahoosive 2021 design; its more
and make for more intuitive and easier corner to chase Jorge Martin! As for the Öhlins aerodynamically efficient and much smaller
entry. For the wet sessions during the TTX36 rear shock (which is also in size, but provides equal vertical load,
morning, we ran the dynamic (active) electronically controlled), I have no qualms believe it or not. It’s really hard without
setting, which, in wet evo mode, makes for and in the race B evo mode, with medium back-to-backing the bike with and without
an overall softer bike. The actual suspension torque, the shock could handle things wings, but the sensation I was getting
setting can easily be seen when you are perfectly. through the really fast corners, I believe, is
selecting the modes, and as I progressed to directly linked to the downforce created by
the race A evo mode, the settings got firmer After my Spanish tapas for lunch, the track the wings. The front end felt incredibly
and more supportive. I love racing at home in had dried, and I headed out on new Pirelli planted and stable, and I could literally place
the wet – but only when I’ve got a soft, SC1 Superbike slicks. I knew I was going to the bike where I wanted.
be in for a treat, but wow – I wasn’t

24 FEBRUARY 2022 WWW.FASTBIKESMAG.COM

DUCATI PANIGALE V4S 2022

Timmy was pushing
both the Panigale and

the track’s limits...

LAUNCH

Ducati has upped the ante once
again.

If I felt I was running a little wide, I was Last but not least, the ergonomics of the speed of the air passing through the oil
encouraged to lean the bike more and turn it V4 S have been tweaked significantly; cooler. This is a big positive for the WSBK
tighter… I’ve not felt this with other bikes. although subtle and not obvious to the eye, and BSB teams who have experienced
It’s not fair for the wings to take full credit you soon realise when you jump on and ride. problems.
for the impeccable and accurate handling, The tank has been sculptured and is narrow
though, as the new fixed pivot position – between your legs, making it easier to grip Performance gains aside, it looks way
which has been raised by 4mm – during braking, but also while you’re hanging cooler, with a few more edgy vents
undoubtedly contributes. off the inside of the bike for cornering, it felt symmetrically placed. It’s also got a fancy
much slimmer than the old model. Although new two-tone seat pad… I’m into it, but it is
Having ridden all seven of the litre it looks and feels smaller, Ducati has dividing opinion among the keyboard
sportsbikes on the market in the Fast Bikes managed to squeeze in an extra litre, so the warriors on the worldwide web. Ducati has
Ultimate Sportsbike test back in the summer, tank now holds and impressive 17 litres. The also slapped a red tag to the wheels, which I
Ducati was the clear winner in the braking seat pad has been made flatter, which, for don’t really understand; it’s not offensive but
department by a huge margin; even with the me, works well as I like to be able to slide my it doesn’t particularly add to the design of the
ABS on, very seldom do you get the ABS arse back during braking, but on the flip side bike. And finally, we’ve got some black
kicking in. I did, however, get the ABS to there are a lot of trackday riders out there decals, black front mudguard, and a new
retaliate into T1 on nearly every lap towards that like a block in the seat to help hold them model logo on the belly pan… she’s looking
the end of the final wet session and in all the in place during acceleration… you can’t mean and focused.
dry sessions. Don’t get me wrong, it’s please everyone. As we know, we need the
nowhere near as bad as the other certain parts to be homologated for the road It is safe to say that Ducati hasn’t blagged
manufacturers but still, it’s somewhat bike in order to use them on the race track its way through an upgraded model launch to
unnerving when you’re fully committed into – the fairing shape and vents fall into that fool us into thinking this is the bike to have…
the corner. Jorge Martin was braking so hard box, so Ducati has added revised side vents the Italians are way too classy for that, and
that he had it interfering when he was for better cooling of the hot air around the you’d only have to ride this bike once to
turning into the corners with lean… that engine and, importantly, for the cooling of realise that it IS the best road-legal machine
takes some getting your head around. It’s the quickshifter sensor, which works in a out there. Actions most certainly speak for
impossible to turn the front ABS off without very sensitive temperature window. The oil themselves, and every single upgrade and
removing the fuse under the seat, but the cooler works more efficiently, as the new detail with the new V4 S has had a profound
everyday rider would probably never have a fairing design allows a 6% increase in the effect. Yes, it more expensive than most of
problem. the bikes on the market – double the cost in
some cases – but quality does come with a
ELECTRONICS: price and you get what you pay for. If you’ve
got some spare wonga kicking about and
The 2022 V4 S electronics array is streets ahead of anything want a bike that you can whack some track
else. There are four road riding modes and four track riding tyres on and get straight to it, then the 2022
modes, all giving a noticeable change to the feeling and Panigale V4 S is for you. No need to head to
performance of the bike. Ducati has also added a new ‘full’ your local suspension man for a set-up, no
power mode (torque strategy) via the means of modern-day need to employ a tech guru to change the
ride-by-wire programming, and it turns the bike into an engine brake or TC levels, and no need to
absolute animal. ‘Low’, on the other hand, caps the bike to buy a lap timer… it’s ready to go.
150hp, which would be best suited to the road or
wet-weather riding. The dash has evolved beautifully and Verdict 9.8/10
now features the all-new ‘track evo’ mode, which includes a
GPS lap timer, LED shift lights, and a vehicle feedback light. Straight out the box, it’s ready to go and very capable!
Seriously doesn’t get much better than this, and it ticks
all the boxes.

26 FEBRUARY 2022 WWW.FASTBIKESMAG.COM



ULTIMATE SPORTSBIKE 2021 PTWAROT

WORDS> BRUCE PICS> CHAPPO

Many, many months ago we fastest lap would crown this year’s USB framework was sound, the logistics were
assembled the cream of the champion, egged on by awesome Michelin sorted, and the dates were all set… and then
sportsbike scene and put them Power Slick 2 rubber and the chance to spend MotoGP messed everything up. In a twist
through a gruelling workout on road, track, three whole days fettling away at suspension that’s become befitting of recent times, our
dyno, and drag strip. It was nothing short of settings, rider aids, and anything else we planned trip at the start of November got
epic, defining and a worthy way of figuring cared to alter. Essentially, it would be our pushed back to the end of the month to
which three of our combatants were at the chance to push the BMW M1000RR, Ducati accommodate the GP boys. Instead of
top of their game and deserving of a final V4 SP and Aprilia RSV4 1100 Factory to the sunshine and sangria, we got thunderstorms
fling in Portugal on the world-class Portimao absolute max in a bid to explore their and clinical depression. That said, we did get
race track. A no-holds-barred scrap where the potential and potency like never before. The a full day on track and with it a chance to

28 FEBRUARY 2022 WWW.FASTBIKESMAG.COM

IN ASSOCIATION WITH

POANRET

THE COMBINED SCORES

In case you missed it, here’s how 2021’s
seven rivals ranked during the first part of our
Ultimate Sportsbike shoot-out…

DUCATI V4SP 1ST

Road scores: 9 points
Track scores: 11 points
Dyno ranking: 4 points
1/8-mile finish: 1 point
Total points: 25 points

APRILIA RSV4 FACTORY 16 points 2ND
15 points
Road scores: 2 points
Track scores: 7 points
Dyno ranking: 40 points
1/8-mile finish:
Total points:

BMW M 1000 RR 23 points 3RD
28 points
Road scores: 1 point
Track scores: 5 points
Dyno ranking: 57 points
1/8-mile finish:
Total points:

SUZUKI GSX-R1000R 26 points 4TH
24 points
Road scores: 7 points
Track scores: 3 points
Dyno ranking: 60 points
1/8-mile finish:
Total points:

HONDA CBR1000RR-R SP 5TH

Road scores: 31 points

Track scores: 24 points

Dyno ranking: 3 points

1/8-mile finish: 4 points

Total points 62 points

YAMAHA R1M 28 points 6TH
31 points
Road scores: 6 points
Track scores: 6 points
Dyno ranking: 71 points
1/8-mile finish:
Total points:

KAWASAKI ZX-10R 35 points 7TH
35 points
unleash our fearsome threesome in anger. It Road scores: 5 points
was far from perfect, but we promised you a Track scores: 2 points
test of these bikes on a world-class racetrack Dyno ranking: 77 points
and that’s what these pages are here to 1/8-mile finish:
deliver. There is no ranking. No timing. No Total points:
outright winner. But hopefully, owing to
Tim’s race-spec analytics, you’ll get a pretty
good picture of what these bikes truly harness
behind the hype. Here’s what we made of
them…

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 29

ULTIMATE SPORTSBIKE 2021

WORDS> TIM NEAVE APRILIA RSV4
1100 FACTORY
When I think back to my first experience
with the Aprilia RSV4 Factory, it’s only
fond memories. Let me take you back
to Cadwell Park in the summer. We had seven bikes
to test against each other, on control Michelin tyres,
and the rules were that we had to run the electronic
aids present on the standard road bike, whether
that be a minimum or maximum level, or anything
in between. Obviously, we ended up turning the
settings down to the lowest possible assistance level
on every bike, as they are too intrusive when you’re
pushing the limits on a circuit. That was the case
for the majority of the bikes, anyway, but I did find

IN ASSOCIATION WITH

The tech and
suspension held the
bike back.

Tim’s style of
hide-and-seek...

the Aprilia’s system to be silky-smooth, and The RSV4’s brakes
the anti-wheelie and traction control aid to be weren’t the best.
near-as-dammit unnoticeable; if anything,
possibly an advantage on the road-going
Michelin tyres at the tricky, twisty and
challenging circuit that is Cadwell Park. It
really did tick the boxes for me, and in my
scoring it shoulda-woulda-coulda won the
track riding section of our USB part one test
if it hadn’t have been for the ABS kicking in
during my final outing. I suppose it could
have had something to do with me setting
the fastest lap time of the seven bikes at
Cadwell on the Aprilia, so I really was
pushing the standard road bike to its limits.

That aside, it was still a brilliant experience
and I would have chosen the RSV4 if I had
been in the market to buy a sportsbike. I
liked it so much that I have also used the
Aprilia for my last couple of Track Guide
videos (on the Fast Bikes YouTube channel),
and it was an absolute dream to ride around
the Brands Hatch Indy and the Snetterton 300
circuits.

The design, colours, ergonomics, and –
most importantly – performance is right up
with there with the very best in the road bike
world. This hasn’t changed, but I knew that
putting it up against the Ducati V4 SP and
the BMW M1000RR in a final head-to-head
shootout at one of the world’s best GP
circuits was never going to be a walk in the
park for the Aprilia.

As you now know, the USB part two trip to
Portimao didn’t go completely to plan, when
the terrible weather ended play after only one
day on track but, having said that, I still got
two sessions on all three machines and thus

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 31

ULTIMATE SPORTSBIKE 2021

BRUCE’S BLUFF… this was my favourite bike around the electronics holding it back. Out If only we’d had more
Cadwell Park because it was such the crate at Cadwell it had gone a time...
Our trip to Portugal was pretty a doddle to ride. I felt constantly treat, but it was obvious that the
gutting, and arguably the most planted and stable, and like it had aforementioned factors were holding
gutting thing about it for me was much more than me to give… which it up. Tim did a few sessions on the
the fact that I never actually turned isn’t that hard, when I think about RSV4 at Portimao and said as much,
a wheel on the Aprilia while we it. It’s not the fastest in a straight listing down all the alterations he
were out there. I’m kicking myself line or the easiest to throw around, wanted to make to the bike before
for not getting stuck in for at least and the brakes are far from the best it returned to the track. I could tell
one session, having learned from either, but it’s bloody good across he was frustrated by the Aprilia’s
previous visits to Portimao on an the board – and that’s what makes it mannerisms on the big-balls circuit
RSV4 what a weapon the bike is so likeable. It looks, sounds and feels because, like me, he expected it to
around the mesmerising circuit. like a race bike, and I was gagging be right up there, and I daresay it
But it is what it is, and the only to see what it would go like with the would have been with a few tweaks.
saving grace is the number of miles suspension dialled in and without Truth is, we’ll never know.
I clocked on it back home in the UK
during USB part one. In all honesty,

I am able to draw a conclusion. I’d never figured that while I was out learning the If you’ve ridden Portimao before, you’ll
been to Portimao before; I knew turn one was track, I’d be best riding the bike I knew the know just how technical it is and how hard it
a fast downhill right-hander, but that was most about. I left the settings the same as is to learn. It was the blind corner entries that
literally it. I picked the Aprilia to ride first what I’d used before, namely traction control kept catching me out initially, and I was
because, like I said previously, I’ve done a bit and anti-wheelie on setting one and the ABS missing braking markers and blowing past
of riding on it in recent times so I was a bit switched on (but only because I forgot to turn apexes more times than I care to remember...
more familiar with it than the other two. I it off). you could say I was riding rather erratically,
so I wasn’t exactly being smooth with my
He’s got more teeth than a rear sprocket. lines or inputs to the bike.

Although my concentration was firmly on
trying to remember which corner was going
to appear next and what gear I needed to be
in, I couldn’t help but notice how terribly the
ABS was interfering. Turns one and five in
particular were causing the ABS to have a
panic attack, and a couple of times I
completely missed the corner because of it.

T1 and T5 at Portimao both have fast
downhill braking zones where you can really
squeeze the front brake hard in a straight line,
and it was clearly too much for the ABS to
deal with.

In hindsight, I should have turned the ABS
off for the second session on the Aprilia, but I
was so transfixed on learning the circuit that I
forgot. By the time I had remembered, Bruce
was already out on circuit and I couldn’t
recall which buttons I needed to press to turn
it off.

My general feeling with the bike was the
suspension was far too soft (even in A1

32 FEBRUARY 2022 WWW.FASTBIKESMAG.COM

IN ASSOCIATION WITH

TECH DATA

Aprilia RSV4 Factory

ENGINE 1099cc, l/c, longitudinal 65° V4 Bruce missed out in
cylinder Portugal.
Type: 81 x 53.32mm
Electronic fuel injection, two
Bore x Stroke: injectors per cylinder
Fueling: 217hp (159.5kW) @ 13,000rpm
125Nm (92.2ft-lb) @ 10,500rpm
Claimed power:
Claimed torque:

ELECTRONICS Six riding modes (3 road/3 track) mode), especially in the rear, and so a simple Jones corner, I could feel the anti-wheelie
Yes/ multiple modes upshift while accelerating hard out of a system holding the power back while I was
Riding Modes: Bosch cornering ABS EVO corner would seriously unsettle the bike. asking for more and trying to drive down the
Traction Control: Yes hill. I don’t use anti-wheelie on my
ABS: Yes It was a bit of a lottery as to whether I’d superstock bike, and I am able to manage
Quickshifter: Yes run wide on the exit, or unload to the front to any wheelie purely with my right hand, but
Autoblipper: Yes a point where I felt I could tuck the front on the electronics were taking that control away
Wheelie Control: some of the long radius corners. from me – which I felt was massively
Launch Control: impeding. Thankfully, for the rest of the
Thankfully the forks weren’t quite as bad, circuit, the anti-wheelie wasn’t such an issue.
CHASSIS Aluminium dual beam chassis and although I admit that more support in
with pressed and cast sheet the front would have been better for heavy As for the traction control, I could feel it
Frame: elements braking, it wasn’t particularly causing me kicking in but the effect was negligible, and it
Öhlins NIX forks, smart EC 2.0 any trouble, and I had a great connection does provide that small safety net that so
Front suspension: electronic with the front end through the corners. The many riders need to ride fast.
Rear suspension: Öhlins TTX shock, smart EC 2.0 thin chassis, due to the V4 cylinder layout,
Front brakes: electronic means the bike is narrow between your legs, The riding position is bang-on and I don’t
Brembo monoblock Stylema and the changing of direction is nimble. This, have any qualms there; the handlebars are
Rear brakes: R four-piston calipers, 330mm combined with the strong front-end feeling, perfectly positioned for me, nice and wide.
floating discs was a great combination for the fast changes The foot pegs are high enough for it to feel
Two-piston floating caliper, of direction and off-camber corners that racy but not too high for it to be
220mm disc Portimao readily presents. uncomfortable, and, like I say, in the corners
everything just felt great and very well-
DIMENSIONS 845mm The throttle connection is spot-on with the balanced, making for brilliant cornering and
189kg Aprilia, and the way it produces its power is handling.
Seat height: 202kg silky-smooth – which is why it comes off the
Dry weight: 17.9 litres corners so well. Having just about learnt the circuit after
Kerb weight: two sessions, I decided I’d jump on the BMW
Fuel capacity: But I’d be lying if I said I didn’t find myself next, thinking I’d be back on the Aprilia the
asking for more from this bike. I think the following day, where I could try the firmer
INFO £23,000 wide, fast, and undulating nature of the suspension setting and without the
www.aprilia.com circuit really highlighted the flaws of this bike electronics aids to try and unleash its true
Price: in a way that had not been apparent at potential. If only I had known what was
From: Cadwell Park, or at any of the other circuits I coming.
rode it at. Over the ‘table top’ before Craig

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 33

ULTIMATE SPORTSBIKE 2021

‘I know this great joke...’

DUCATI V4 SP

Iwas pretty buzzed up after riding the
BMW, so I was keen to let Bruce have a
rip on it and see what he thought; so, for
the last couple of sessions I jumped on the
Ducati V4 SP.

It blew me away on my first experience
with it at Cadwell Park back in July, and it
went on to take the overall win in part one of
our Ultimate Sportsbike test in convincing
style. Ducati has undoubtedly set the
benchmark in the sportsbike world with this
beautiful machine, but having unleashed the
true potential of the BMW when we turned
the electronic aids off, I was eager so see
whether the Ducati could still stand
dominant.

IN ASSOCIATION WITH

WORDS> TIM NEAVE

Above: The Ducati’s BRUCE’S BLUFF…
front end was
awesome. Every now and again you hop on a bike and it
simply feels awesome. It just so happened that
Left: A rare shot of around Portimao, Ducati’s V4SP was one of
Bruce on an apex. those bikes, warming my cockles and blowing
my mind in equal measures right from the very
My initial feeling before anything else was Bruce, aka the self-confessed latest braker get-go. There simply was so much to like about
how low and connected I felt to the front of all time, had left the ABS on while he rode it, with the positive and plentiful feel from
end. In the early laps, it almost felt too this bike and it hadn’t caused him any the front end being perhaps the bike’s very
loaded in my arms, especially with the forces bother, so I was more than happy to leave best trait. I’m not always a fan of electronic
in the braking zones. The high bar position things alone. The Ducati’s ABS system is suspension on track, but there was naff all
and tall feeling from the BMW really helps to honestly brilliant and I didn’t feel it kick in wrong with the performance of this bike’s Öhlins
support you and take the weight out your once, so I was able to feel the full effect of suspension as I hacked away at apexes with the
arms during braking, but I believe that comes the Brembo brakes. To be quite frank, they grace of a baboon. Despite my incompetence,
at a compromise to front-end feeling. I soon were in a league of their own. They were the Ducati felt precise, agile, stable, and forgiving
understood this sensation and relaxed into phenomenal in getting me pulled up into the – especially so out of the last, fast corner that
the new riding position, and the Duke felt corners; I didn’t miss one apex into turn one, saw unholy speeds registered at full lean, before
unbelievably good, especially into the fast, which had been a first for me all day, and the hooking fifth and bracing for the provocative
off-cambers corners. I think a combination of feeling in the lever was unshakable – I could crest that registered the start of the tunnel-like
the downforce that the wings help to create, not fault the braking set-up if I tried. start straight, booming the sauciest of exhaust
and the bodyweight over the front of the bike notes between the parallel grandstands. That
due to the riding position, really produces an The Ducati runs the same suspension as was the point the Ducati really had a chance
engaging feeling, which filled me with the Aprilia; electronic Öhlins, which is active to stretch its legs and pick off rival litre bikes
confidence as a rider. The entry to the last as you ride so it reacts on the fly to what you at will owing to its brilliant V4 motor. The funny
corner at Portimao is particularly tricky, and require. I found it to be too soft on the RSV4, thing is, because of the way the motor delivered
what had been a bit of a battle with the other but we had adjusted it to the firmer setting its power, it didn’t actually feel a brute in the
bikes to get in fast while maintaining a ready for its next outing (if only I had got to corners, kicking out a smooth and linear delivery
precise line without running wide soon try it!). that was both manageable and predictable.
became a much easier task with the V4 SP; it The awesome shifter and blipper on the bike
just seemed to be on rails, and the front The suspension adjustment wasn’t only made life easier, and kudos should also be
always felt planted. necessary for the Ducati as it was good from given to the Ducati’s amazing brakes; without
the get-go. It’s brilliant how you can go into a doubt, they offered the best purchase, feel,
the settings on the dash using the and stopping power of the three bikes we were
testing. For the majority of the time, I had the
traction backed off to level one, but that would
frustrate me – and the bike – on certain sections
of the track. I only wish I’d turned the system off
altogether and witnessed this bike completely
unadulterated. It might have ended with a trip to
hospital, but the pleasure before the pain would
have probably been worth it.

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 35

ULTIMATE SPORTSBIKE 2021

TECH DATA A tool with a tool.

Ducati Panigale V4 SP

ENGINE 1103cc, l/c, Desmosedici Stadale
90 V4
Type: 81 x 53.5mm
Electronic fuel injection, two
Bore x Stroke: injectors per cylinder
Fueling: 214hp (157.5kW) @ 13,000rpm
124.0Nm (91.5lb-ft) @ 9500rpm
Claimed power:
Claimed torque:

ELECTRONICS Yes/ multiple modes
Yes/ multiple modes
Riding Modes: Bosch cornering ABS EVO
Traction Control: Yes
ABS: Yes
Quickshifter: Yes
Autoblipper: Yes
Wheelie Control:
Launch Control:

CHASSIS Aluminium alloy front frame
Öhlins NIX-30 forks, smart EC
Frame: 2.0 electronic
Front suspension: Öhlins TTX36 shock, smart EC
Rear suspension: 2.0 electronic
Front brakes: Brembo monoblock Stylema
R four-piston calipers, 330mm
Rear brakes: semi floating discs
Two-piston floating caliper,
245mm disc

DIMENSIONS 835mm switchgear and literally change the pre-load, it had never been a problem before and if
173kg (381lb) compression and rebound, click by click, like anything, it may have been a slight
Seat height: 194kg (427lb) you would manually with a screwdriver to advantage at Cadwell Park on the road-going
Dry weight: 16 litres reach your desired setting, but the race A Michelins. But, with Michelin slicks fitted, I
Kerb weight: active suspension setting was spot-on, so I was so confident with the grip level that I
Fuel capacity: didn’t bother changing anything. The bike soon found myself squeezing the throttle and
handled precisely, it didn’t buck and weave, wanting that little bit more out of the bike,
INFO £32,295 and always felt supported in the forks during but the traction control was just holding the
www.ducati.com heavy braking, and firm yet confidence- power back through some of the corners.
Price: inspiring in the rear.
From: The electronic system is very subtle on the
I left the traction control and anti-wheelie Ducati but having ridden the BMW only the
on the minimum setting because, like I said, session before without any traction control, it
soon become obvious what was going on.

The anti-wheelie system wasn’t as
intrusive as the Aprilia’s, but it was still
having a go, which, I suppose is what many
folks would want and expect, but for me, I’d
have been happier controlling the wheelie
with my right hand and back brake. The plan
was always to turn the rider aids off for the
next session to see how the V4 SP would
perform in its true raw state, but the last
session was red flagged early, and that was
the end of our day.

Unlike the BMW, which absolutely
destroyed its rear tyre in only a couple of

A high-pressure situation.

36 FEBRUARY 2022 WWW.FASTBIKESMAG.COM

IN ASSOCIATION WITH

sessions, probably due to the lack of traction such a way that it is known for looking after get on the gas early and it feels safe to do so.
control, the Ducati very much looked after it’s tyres, so I would have been very The power delivery and the brilliant
it’s rubber, so you could argue that running a interested to see how it would have front-end feeling of the V4 SP is a match
small amount of TC has its benefits. But we performed without the TC, but I’d hedge my made in heaven, and riding through the last
weren’t there to make the rubber last – it was bets on it doing a great job. corner at Portimao perfectly epitomised this
all about outright performance of the bikes with a feeling of effortlessness.
for us in part two of the USB test. The V4 I love the way it feels when you wind the
engine configuration produces its power in throttle on; the power is so strong, yet so If only we could have had another two
smooth and linear, and it just invites you to days on track.

I LOVE THE WAY IT FEELS
WHEN YOU WIND THE

THROTTLE ON; THE POWER IS
SO STRONG, YET SO SMOOTH

AND LINEAR.

ULTIMATE SPORTSBIKE 2021

WORDS> TIM NEAVE

BMW Ididn’t need to re-read the first USB traction control, the bike was performing
M1000RR feature to remember how I felt about the like no other. I can vividly recall going
BMW M1000RR before we headed to through Charlie’s at Cadwell and winding
Portugal; how badly it performed at Cadwell the throttle on to try and drive between the
Park in the track riding section earlier in the two parts of the corner. It didn’t matter how
year was etched into my memory. I can’t much I opened the throttle – it made no
believe I’m even having to put this in difference... the bike was in a world of its
writing; after all, I’m talking about a own and it would only give me as much
machine with such a pedigree of power as it felt necessary, not how much
performance and a hellish reputation. But, power I was begging for.
for one reason or another, the standard road
electronics really let the new Beemer down It was very strange, and Bruce, Johnny and
back in the summer. As stated before, the I were left scratching our heads as to what
rules declared that we had to run the rider could have been causing the problem. We
aids to keep things fair, but even at -7 on the checked the sensors; they were all okay. We
spoke to BMW UK and the factory-supported

Anyone seen the sun?

IN ASSOCIATION WITH

Right: The
Beemer was a
beast on track.

BMW race team, and they didn’t know either, BRUCE’S BLUFF… the thing, and not simply because of its
so in the end we figured it must have had stonking powerhouse. As good as that
something to do with IMU, which takes into Nothing gets your adrenaline pumping was, the M’s powerful front brakes were
consideration the lean angle and then like 207bhp, 140mph corners, and zero also really impressive and the agility of
governs what power you can have while traction control. Sitting here writing this, the bike was on another level. It was
you’re cranked over to stop any whiskey I’m still buzzing about my sessions on super easy to change direction at speed
throttle riders sending themselves to the track with the BMW at Portimao, which and I never once struggled to place the
moon. That’s all well and good, and for the completely transformed the opinion bike where I wanted it on track – be it
average rider they’d probably never push the I’d made of the bike back in the UK. in, through or out of a bend. The actual
bike enough to notice the tech’s restrictions, At Cadwell Park, a glitch with the tech riding position of the BMW isn’t ideal
but for us boys trying to set a lap time and go meant the power was pretty pathetic for me, lifting my body up high and
fast around Cadwell Park, it wasn’t a good at lean out of bends, but with all the suggesting a bit of disconnect between
start... especially when the other bikes rider aids switched off and a world-class myself and the front wheel, but that
weren’t doing it. circuit to hand, the true potential and notion had no foundations – the front
potency of the M1000RR was unleashed rubber remained planted throughout. The
With that in mind, the first thing I did and I was not disappointed. It’s often a more I trusted the ‘M’ and the harder I
after we got unloaded and set up in fine line between exhilaration and terror, pushed it, the more it seemed to come to
Portimao was to turn off the TC and which was the path the BMW was leading life, with a character that simply wasn’t
anti-wheelie on the BMW. In hindsight, I me along, encouraging me out of my on show back at Cadwell Park. Here was
should have done it with all three bikes comfort zone so I could indulge in the a bike that craved a good thrashing, and
there and then, but it had never been such a naughtiness this thing had in abundance. Portimao was absolutely that place to
problem with the Aprilia or Ducati in the It was a monster, but a beautiful one at deliver one. For lots of different reasons,
past, so I didn’t see the need to do that that, boasting a clinically direct throttle the BMW won my adoration… maybe
before I rode those. The rules for USB part connection and boundless enthusiasm not to the tune of the 30-odd grand price
two were open, meaning we could have the that never failed to get the front wheel tag, but at least I was able to grasp and
electronics on or off, or in whichever lofting and my heart racing. I couldn’t appreciate what all the hype was about.
configuration we wished, to find the best believe how torquey the motor was, and ‘Special’ simply doesn’t do this bike
possible setting and set the fastest lap it never seemed to run out of revs up justice.
around the track. I knew categorically that top, either; screaming the closer you got
the BMW needed its electronics switching to the motor’s limiter. I was in love with
off before we started.

It was session three of day one when I
jumped on the Beemer and I knew my way

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 39

ULTIMATE SPORTSBIKE 2021

The throttle
connection and raw
power was next-level.

Ready for around the track by this point. What came everything you could ask for in a 1000cc
the skip... next was simply... marvelous. I didn’t think machine. As a rider, I always look for
for one moment I’d have been saying this one-to-one connection with the throttle;
about the BMW, but turning the electronics what I ask for is what I want, and I hate the
off absolutely transformed the beast from feeling of the bike taking that away from me
what felt like a sedated Alsatian into a as it massively reduces the feel you have,
fire-breathing Rottweiler; it was night and especially when you’re on the edge of a tyre
day, and I couldn’t have been happier. It was and rolling into the throttle. But I really
raw in the way it delivered its power, but it couldn’t knock the BMW; switching things
was controllable, smooth, and predictable – off seemed to do the trick.

IT WAS RAW IN THE WAY IT
DELIVERED ITS POWER, BUT IT
WAS CONTROLLABLE, SMOOTH,

AND PREDICATABLE.

IN ASSOCIATION WITH

TECH DATA The rest of the riding experience was just
brilliant. It felt so light in the change of
BMW M1000 RR direction, and if I’m going to compare it
against the Aprilia, I’d say it was easier to
ENGINE 999cc, l/c, four-cylinder inline ride, which did come as a surprise since the or Ducati; it just doesn’t feel as solid in the
engine, BMW ShiftCam RSV4 is narrow, small, and nimble anyway. braking department, but it does get the job
Type: 80 x 49.7mm done. I prefer the feeling of the Brembo
Electronic fuel injection The lightweight carbon fibre wheels make master cylinder and caliper set-up rather than
Bore x Stroke: 212hp (156kw) @ 14,500rpm a huge difference when it comes to the the BMW’s home brand options.
Fueling: 113Nm (83.3ft-lb) @ 11,000rpm change of direction; even though the BMW is
Claimed power: the largest in stature of the three bikes, it As for the riding position, it’s certainly less
Claimed torque: most certainly didn’t feel like that while racy than the other two machines, with its
slinging it from one corner into the next. more relaxed handlebar and footpeg
ELECTRONICS Yes/ Seven riding modes positions. The bars are wide and pushed
Yes/ Multiple modes The BMW is the only bike (out of these forward, and the foot pegs are lower, which
Riding Modes: BMW Motorrad Race ABS Pro three) that doesn’t use the electronic Öhlins is great for riding on the road, but I found
Traction Control: Yes suspension. It comes fitted with its own myself grinding my boot toe sliders a few
ABS: Yes brand pogos that are old-school manual and times while I was cranked over on the BMW.
Quickshifter: Yes instantly felt good. Where the Aprilia felt too
Autoblipper: Yes soft and unsettled, the BMW was supported, I’m not saying it is wrong or that the
Wheelie Control: which allowed me to brake deep into the positions don’t work, but slightly higher pegs
Launch Control: corners and exit hard on the throttle while would be better. For me, the more stretched
maintaining a precise line on the circuit. out position is also less engaging and makes
CHASSIS Bridge-type frame, cast alumini- me feel less connected with the bike,
um Although I had the ABS turned off, I did particularly in the front end, so for attacking
Frame: 45mm, fully adjustable occasionally feel some push back in the lever the fast off-camber corners at Portimao, it
Fully adjustable monoshock – but only on the very last squeeze of the didn’t brim me with confidence to run in
Front suspension: M Brake four-piston calipers, brake down the hill into turn one, and it really hard and commit.
Rear suspension: 320mm semi floating discs never really caused me any grief. The actual
Front brakes: Two-piston fixed caliper, 220mm feeling in the lever isn’t as nice as the Aprilia I am splitting hairs here, but it is a
discs shoot-out between three of the best
Rear brakes: sportsbikes in the world, so every detail
counts.
DIMENSIONS 832mm
170kg
Seat height: 192kg
Dry weight: 16.5 litres
Kerb weight:
Fuel capacity:

INFO £30,935
www.bmw-motorrad.co.uk
Price:
From:

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 41

ULTIMATE SPORTSBIKE 2021

WORDS> BRUCE

ROUNDING OFF

Sometimes things just don’t go to shortfalls in Portugal, it would have been
plan, and there’s no other way to right up there with a bit of tweaking.
dress up our trip to Portugal. If The good news is that by the time you’re
someone had of taken a hammer to my reading this we’ll be in the New Year, so we’ll
nutsack I imagine the pain would have been have had chance to hit the reset button and
on a par with what we went through out rearm for another massive sportsbikes
there, desperately strategising ways and shootout… hopefully with a bit less rain, far
means to get the job done. But the simple fewer headaches and maybe even a new
truth is we can’t control the weather, and we model or two to spice things up a little.
had to take solace in getting at least one day Watch this space.
out on track… and it was an awesome day at
that. Spinning laps around that circuit, on the
latest and greatest production bikes, armed
with proper rubber, was up there with a
lottery win (…well, a five number win).
Yes, we wanted so much more and I
only wish we were able to give you
the comprehensive low-down we
had planned, but it just wasn’t
to be. That said, hopefully
you’ve been able to see that the
precious time we did get wasn’t
wasted. I felt like we learned so
much more about our
protagonists ‘on tour’, scratching
deeper than before and getting a
fuller grasp of their characters,
competence and credibility. Which
one’s the best? Which one should
you buy? That’s a tough one to
answer because all the bikes were
exceptional playmates, and without
that defining ‘winner takes all’ lap
time to hand, it seems an unfair
decision to make. Know this, that all
three of these bikes are off the scale, so
I’d suggest buying one of each… and
maybe get me one while you’re at it. I
loved the Ducati for the feel and
tractability of its motor. The BMW’s
engine was an absolute weapon and the
bike’s agility was untouchable. The Aprilia
was my favourite when we were at Cadwell,
and Timmy reckons that despite its initial

IN ASSOCIATION WITH

A MASSIVE Michelin RST and AGV
THANKS TO…
A key element in any comparative motorcycle test is When you’re cracking on, proper kit is more important than
Making USB happen is a massive a control tyre, and we couldn’t have hoped for a ever. With that in mind, we were extremely grateful for the
undertaking, costing far more better partner than Michelin. At USB round one we support we were given by RST leathers and AGV helmets.
pennies than we’ve got in our were gifted with the awesome Power GPs that were Both brands proved the perfect partners for this test,
piggybank and requiring an unholy perfect on the roads, trustworthy in the wet and kitting us out with top products from head-to-toe and
amount of tyres, riding kit and track really showed their strengths around Cadwell giving us real piece of mind.
time. The main reason we’ve been when we needed them to perform. In Portugal, we www.moto-direct.com
able to pull it off is thanks to a lot of were kitted out with the fantastic Power Slick 2
different people, but mostly which is a next-level track tyre with great feel, grip
Michelin, RST and No Limits and durability. Be it for road or track use, Michelin
Trackdays. We’d like to say a have got you covered, so check out their site for
massive thanks to each of them for more info.
backing our madness. www.michelin.co.uk

No Limits Trackdays

When it comes to track time, these guys are unbeatable.
Not only are they one of the world’s biggest and most
professional providers of trackdays, they’re also some of

the most decent, supportive and down-to-earth folk we
know. Be it at home in the UK or abroad in
Portugal, these guys had our backs. Next time
you want to get out on track, make sure to
check out their extensive diary of dates,
at race tracks at home and away.
www.nolimitstrackdays.com

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 43

LAUNCH

Having hung up his leathers for the winter,
Bruce got stuck in on Yamaha’s latest enduro bike.

There’s a lot to like about winter. For Brod, who’s a double regional enduro champ, fleet of WRs were parked and looking pretty.
starters, the grass doesn’t need I’m pretty average off-road, and my As for me, I was just pleased to know I could
cutting. And owing to the long, dark knowledge of enduro machinery is equally swing a leg high enough to clamber onto the
nights, casual alcoholism is widely accepted insignificant... so much so that I didn’t know Yamaha’s towering seat. Even at a standstill,
(or so I keep telling myself). But the biggest what to make of the WR’s spec sheet I could tell the WR felt light and the
appeal for me is the chance to get down and purporting to show an evolution over the suspension was supple but didn’t crumple
dirty with some off-road antics… assuming previous version – the main gain being to the under my mass. The electric start was
you have a bike to play on. In my case, I motor, that sees a new cylinder head (nabbed another heart-warmer, and the dual-map
don’t, and for some reason my brother’s from the YZ250F) with a bigger intake port power modes, governed by a
stopped lending me his, so you can imagine and more aggressive exhaust camshaft for button on the left switchgear
how delighted I was when an invite arrived improved mid to top-end performance. The (and completely
from Yamaha, asking if I wanted to try out frame also got fettled to improve flex in all programmable via a tuning
the new WR250F. I waited a whole three the right areas, while the front brake was app), reassured me that I
seconds before saying yes – and left it made lighter and more powerful. These
another hour before breaking the news to my changes, plus a whole host of other
wife and kids that I was leaving them again. refinements such as a revised exhaust system
were enough to get my hard core off-road
Dorset was the destination of choice, peers excited on arrival at the circuit, where a
which meant I had plenty of time on the
six-hour drive to Rogers Hill Raceway to
think up excuses for my riding incompetence
and get my head around the spec of the bike.
Unlike my aforementioned brother, Farmer

RDS: BRUCE YAMAHA WR250F

PICS: TOO FAST MEDIAWO

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 45

LAUNCH

And here's what a
pro can do...

could build myself into the Yamaha’s potency.
Playing follow the leader along a warren of

trails, our joyride eventually got underway. First
impressions count; despite having the mapping
in the lower of the two power options, I could
tell straight away that the WR’s motor was
nothing short of naughty. In much the same way
as the stock R1’s throttle pick-up is
wholehearted, the enduro bike wasn’t shy about
coming forward. It had me bucking around all
over the place until I got my head around the
engine’s urgency, electing to run a gear higher
than my natural choice to lessen the feisty
delivery. One thing was for sure – this was like
no other 250 enduro bike I’d ever ridden, feeling
more familiar to a motocross bike’s output than
a supposedly subtler enduro sibling. As much as
it scared me, it excited me, and after a half hour
in the saddle going here, there and everywhere,
the motor, and its gearbox, was beginning to
make so much more sense.

Basically, first gear was there to roost anyone
following you and second was the go-to
selection for everything else, right down to a
walking pace. The single-cylinder was really
torquey and I was surprised at how long the
gears were, too, which wasn’t just good for
wheelies but also for tackling the event’s tight
and technical wooded section, where there
wasn’t time to go tap dancing on the gear
selector. The light action clutch also came into
its own, being a doddle to operate without
provoking horrendous arm-pump, and proving
super smooth and pliable when it was being
slipped. A clutch is my comfort blanket when
riding in the dirt, being the quickest way to cull
the power and regain some composure when
things get a bit squirrelly… so trust me when I
say that my machine’s plates got a good seeing
to.

In the woods and on the trails, the WR was
an absolute blast, proving agile and easy to
place wherever I asked it to go. We rode a few
different enduro loops, too, where the Yamaha
breezed over an assortment of features, like
tyres, logs and other suchlike items that were
carefully placed to try and make you fall off
your bike so everyone could laugh at you. The
bike, not my skill, got me cleanly through such
sections and showed me the brilliance of the
WR at a reduced pace, where control mattered
more than speed. This bike could go anywhere,
and our next challenge highlighted the
versatility of the machine.

I’d survived the morning’s antics but Yamaha
was not finished with me yet. It had arranged
for us to take on the circuit’s motocross track,
along with its countless jumps, berms and heavy
braking zones. The lap record was never under
any threat but my pace improved with every lap,
along with my confidence, jumping further and
twisting the throttle harder on every corner exit.
The Yamaha’s chassis was so talkative, to the
extent that it never felt daunting when the front
and rear wheels were well out of line –
especially thanks to the connectivity of the
motor, with its linear spread of power that

47 FEBRUARY 2022

YAMAHA WR250F

TECH DATA 250cc, liquid-cooled,
single-cylinder
Yamaha WR250F 77.0mm X 53.6mm
13.8:1
ENGINE EFI

Type:

Bore x Stroke:
Compression:
Fuelling:

ELECTRONICS

Riding Modes: Yes (two)

Traction Control: No

ABS: No

Quickshifter/Autoblipper: No

Wheelie Control: No

Launch Control: No

Pit Limiter: No

Cruise Control: Yes

CHASSIS Aluminum beam meant rear wheel sliding wasn’t just fun, it max on track, often bottoming out after a
43mm KYB, fully adjusta- was actually a doddle and easy to control… jump (I should cut down on the pies). On a
Frame: ble even for the likes of me. few occasions my vertebrae got a right
F Suspension: KYB, 317mm travel, kicking; any rational person would have
monoshock The brakes also showed their worth; the pulled over and made the most of the
R Suspension: Twin 270mm disc, rear offered good levels of feel before it adjustability of the stock fitment KYB units,
twin-piston calipers locked up, while the front was an absolute but I didn’t want to upset the brilliant feel on
Front Brake: Single 245mm disc, treat to use. I couldn’t believe the stopping offer everywhere else. If I owned this bike,
single-piston caliper power on tap without provoking the front to maybe I would take it on the odd MX track,
Rear Brake: wash. but hitting enduro parks and green lanes is
where this bike excels. Over the course of the
DIMENSIONS 1480mm Of course, no bike is perfect and I did find day I learned to respect and admire the WR
955mm the soft suspension was being tested to its on equal levels, asking myself: What more I
Wheelbase: 115kg would want from such a machine? It really
Seat Height: 7.9 litres Bloody fly-tippers! did tick all my boxes. And as for my early
Dry Weight: concerns with the throttle pick-up, they’d
Fuel Capacity: long vanished and I was pleased to have
toyed with the full power mode, especially
INFO £7799 when gassing it around a turn track that had
www.yamaha-motor.eu been cut into a stubble field.
Price:
From: The WR proved to be a right weapon,
loads of fun but manageable too, and the
true potential it harnessed was showcased
throughout the day by Yamaha’s young gun
(and multiple-time British enduro champ)
Charlie Chater, who was not holding back.
The things he could do with that bike were
ludicrous.

Alas, all good things come to an end and
after a few minutes contemplating how I
could sneak a WR away, secured to my roof
bars with a few cable ties, I accepted my day
on the Yammy was well and truly over. From
the point of view of an amateur enthusiast, it
well and truly whetted my appetite, and I
daresay it would yours too, whatever your
competence.

FEBRUARY 2022 WWW.FASTBIKESMAG.COM 47

BIKE OWNER

GO RACING
DEVELOPMENTS

GP2A beautifully sculptured machine,

made for one job only... racing!

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