There has been a bit of a reshuffle within Yamaha management in recent weeks, with Andrea Dosoli moving on to a new role as well as Niccolo Canepa. The Italian only recently retired from racing but has been given an off-track role within the Japanese manufacturer as they look to make the most out of his vast experience as a racer, test rider and rider coach. Canepa will take up the role of Road Racing Sporting Manager within Yamaha Motor Europe, taking over Dosoli’s responsibilities who moves into the Division Manager role in the Motorsport Division.
BACKGROUND AND NEW ROLE: from racing to Sporting Manager
Canepa announced his racing retirement before the final round of this year’s EWC which took place a week before the Italian Round at Cremona. However, that lasted just a few days as he stepped in to replace the injured Jonathan Rea at Pata Prometeon Yamaha on home soil. With the racing season now over, Canepa has re-retired from racing following his last-minute call-up, before being appointed as the Road Racing Sporting Manager.
His role will see him working with Riccardo Tisci, who continues as the Motorsport Road Racing Technical Manager, while Canepa will oversee both the WorldSBK and EWC efforts from Yamaha Motor Europe. He has vast experience as a rider, having competed in MotoGP™, WorldSBK, WorldSSP, Moto2™, and MotoE™ while also becoming Italy’s most successful rider in endurance racing with three titles to his name.
Discussing his new role, Canepa said: “Now the retirement is official! I’ve ended my racing career, and it was announced that I’ll be the Sporting Manager for road racing for Yamaha next year. You’ll see me in the WorldSBK paddock at every round. It’s going to be a challenge but I know the riders very well, and I’ve been a rider until literally last week. I know the riders very well and have relationships with teams. Of course, my task will be trying to help the riders perform at their best, to maintain the relationships with teams and this will be challenging, but I’m looking forward to it.”
TAKING YAMAHA BACK TO P1: a challenge awaits
Canepa and Tisci will both work towards the same goal of returning Yamaha to winning ways, after a season where they slipped to fourth in the Manufacturers’ Championship and didn’t win a race. It was the first time since 2017 that the Japanese brand didn’t step on the top step of the rostrum and they’ll be hoping for a change of fortunes heading into next season, which will start with their first pre-season test in a few weeks.
Talking about how he’ll work together with Tisci, Canepa added: “Working with Riccardo is great. We’ve been working together in the last seven or eight years. I was in a different role, but we got to know each other a lot. He has a lot of talent, a lot of new ideas. He’s done an amazing job so far. It’s going to be interesting to keep working with him in a different role, but I have full trust in him. Technically, he’s at a high level. It’s going to be interesting working with him.”
DOSOLI SAYS: “In his role as Rider Coach, he has shown excellent people and management skills, which will serve him well as he steps up to the next level”
Speaking when the announcement was made, Dosoli said: “We are very happy that while Niccolo is retiring from racing, he will remain in the Yamaha family in the role of Road Racing Sporting Manager. After nine seasons with Yamaha racing in EWC and as our Development Rider for WorldSBK, Niccolo knows both the WorldSBK and EWC projects very well. In his role as Rider Coach, he has shown excellent people and management skills, which will serve him well as he steps up to the next level. He already has very strong relationships with our teams, riders, the FIM and Championship promoters, so I am confident that Niccolo, together with Riccardo Tisci, who will continue to oversee the technical side of our road racing projects, will make a strong management team.”
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Bimota are making a return to the MOTUL FIM Superbike World Championship in 2025 and they have officially taken the covers off the KB998 machine street bike that will be homologated for use in WorldSBK. The race bike got its first public outing at testing at Jerez a couple of weeks ago but now the road bike has been unveiled at the historic EICMA show in Milan. Check out incredible images of the road bike at the top of this page!
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Yamaha have announced the riders who will race for the three supported teams in the FIM Supersport World Championship in 2025, with some big names joining the Japanese manufacturer. Michael Ruben Rinaldi moves to WorldSSP with the GMT94 Yamaha squad, while Can Oncu and Aldi Mahendra will link up together at the Evan Bros. WorldSSP Yamaha Team, which will become part of Yamaha’s bLU cRU programme. At Pata Yamaha Ten Kate Racing, Stefano Manzi is joined by Yuki Okamoto for next season.
RINALDI MOVES TO WORLD SUPERSPORT: a new challenge for the WorldSBK race winner
Rinaldi has raced in WorldSBK since 2019, for various Ducati-powered teams as he worked his way to the factory Ducati outfit in 2021. He claimed his first of five race wins at MotorLand Aragon in 2020, with Team GoEleven, before moving to the Aurba.it Racing – Ducati team. He claimed two wins in 2021 on home soil at Misano before a third came in Barcelona that season, before a winless 2022 campaign. He returned to the top step of the podium at Aragon in 2023 but it wasn’t enough to keep his seat, with Rinaldi moving to Team Motocorsa Racing for 2024 but this proved to be a challenging year for both team and rider, with the #21 not staying there for more than a season. For 2025, he’ll race in WorldSSP with GMT94 Yamaha, alongside Lucas Mahias, as the team have a two-rider line-up as Yamaha introduce the R9 machine.
ONCU AND MAHENDRA LINK UP: two riders at Evan Bros. Yamaha
Oncu has had five seasons in WorldSSP, all on Kawasaki machinery, but the youngest Grand Prix winner will face a new challenge next year as he joins the Evan Bros. WorldSSP Yamaha Team. The #61 is a race winner, after he claimed victory in Indonesia in 2023. The Turkish star was impacted by a bad hand injury following a crash at Assen with Yari Montella (Barni Spark Racing Team), although he did get a podium at the end of the season. He’ll be alongside 2024 WorldSSP300 Champion Aldi Mahendra, who steps up to WorldSSP after a title-winning campaign. The Indonesian rider has made his way through the Yamaha R3 bLU cRU World Cup to WorldSSP after a rapid rise through the ranks.
TEN KATE RACING LINE UP: Manzi joined by Okamoto
Manzi was already confirmed as staying with Pata Yamaha Ten Kate Racing but he’ll have a new teammate for 2025. Yuki Okamoto will move from the All Japan Road Racing championship, in the JSB1000 category after he won the title, to WorldSSP to make his debut on the world stage. Manzi will have his third season with the Dutch team as he looks to go one better than he did this season, when he finished second behind Adrian Huertas.
DOSOLI SAYS: “The R9 is a very important new model, so to have such a strong line-up in our first year is important”
Speaking about Yamaha’s line-up, Yamaha Motor Europe’s Andrea Dosoli, who is the Division Manager in the Motorsport Division, said: “We are pleased to announce our new line-up for the 2025 WorldSSP Championship, which marks a new approach for us in the category. The R9 is a very important new model, so to have such a strong line-up in our first year is important. We believe this is the best strategy for us to launch this new era of Supersport for Yamaha. Not only does having a diverse line-up, comprising a mix of experience and youth, give us the greatest chance of achieving the best results possible for the R9 in its first year of competition, but it also means we have significant input for the development of this brand new model, which is important as we prepare to roll out the race kit for national championships ahead of the 2026 season. The global role of our WorldSBK programme is also emphasised by the support from YMC in the signing of Aldi Mahendra and Yuki Okamoto, two promising young riders who have risen through the ranks with Yamaha.”
CANEPA’S VIEW: “From our tests, we know the machine’s torque will require more of a ‘big bike’ riding style…”
Speaking in his new role of Road Racing Sporting Manager, Niccolo Canepa added: “Bringing a brand-new motorcycle to the racetrack is a big task and we needed a rider line-up to reflect the efforts put in by the engineers in our R&D department over the last year. In our 2025 riders we believe we have a line-up that not only puts us in the best position to maximise the R9’s potential in its first year of racing, but also exemplifies Yamaha’s racing philosophy. In Manzi, we have a rider who is a proven WorldSSP contender having finished runner-up in the world for Yamaha in 2023 and 2024. The R9 is a completely different motorcycle to the R6 and will need to be ridden in a different way, from our tests we know the machine’s torque will require more of a ‘big bike’ riding style, it’s for this reason we have included Michael Ruben Rinaldi, a rider with race-winning WorldSBK experience in our line-up. Can Oncu is a young rider with a lot of potential, so we are pleased to have brought him to Yamaha for 2025 as he looks to make the ‘next step’ as a WorldSSP contender in the new bLU cRU Evan Bros team.
“The promotion of Aldi Mahendra and Yuki Okamoto reflects Yamaha’s step-up philosophy, with Aldi progressing from the R3 World Cup to WorldSSP300 and now WorldSSP, and Yuki making the move after winning JSB1000 this season. All three of our supported teams for 2025 are proven WorldSSP contenders. The Ten Kate name speaks for itself in the WorldSSP history books and team’s achievements with Manzi in the last two seasons, and Dominique Aegerter before that, show their level. Evan Bros Racing have also brought Yamaha two WorldSSP championships in their time on the world stage, while GMT94 are one of the most experienced Supersport teams on the grid. We are confident that with this rider and team line-up, we can look to unlock the R9’s potential in WorldSSP while the R&D team continue work to develop the package even further.”
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The 2025 Husqvarna Pioneer is a new electric dual-sport motorcycle. It is street legal, and its indicators, horn, and license plate holder can be removed for exclusive off-road use.
Powering the Pioneer is a power pack that will be shared with other Husqvarna models in upcoming years. The 11kW motor produces a claimed peak of 19.2 kW (25.7 hp) and 27.7 lb-ft of torque, and top speed is claimed to be 59 mph. As an electric bike, the Pioneer has one permanent drive, with no clutch or gearbox.
The MX50 5.5 kWh lithium-ion battery weights 63.9 lb and offers two to three hours of enduro-style riding time. It comes with a 660W charger that can charge from 0-100% in eight hours, and an optional 3.3 kW charger reduces charge time to two hours. Husqvarna says the battery can be removed in 10 minutes to swapped with a fully charged spare battery, and it takes 1,000 recharges until the battery reaches an 80% state of health.
The Pioneer’s LCD display features a simple layout limited to only key info. Riders can toggle from state of charge, ride mode, recuperation level, clock, tripmeter, accumulated run time, and odometer. Three ride modes alter torque and power delivery, and recuperation can also be set from Off, Mid, or High. Traction control is switchable and adjusted per ride mode. Additional tech includes a Rollover Sensor to cut power after a crash or tip-over.
The LCD display keeps things simple. Riders can toggle through vehicle info using the buttons on the left of the screen.
The Husqvarna Pioneer has a chromoly steel frame with the motor and battery as stressed members. The subframe is made of aluminum and glass-fiber-reinforced nylon. The bike’s overall weight is a claimed 246.9 lb, seat height is 35.8 inches, and ground clearance is 13.5 inches.
The motor and battery of the Pioneer are stressed members of the chromoly steel frame.
A WP XACT 43mm fork is fully adjustable and offers 9.8 inches of travel. In the rear, the WP XPLOR PDS shock is also fully adjustable and offers 9.4 inches of travel. The black-anodized rims (21-inch front, 18-inch rear) are wrapped in Michelin Enduro tires.
Since the Husqvarna Pioneer doesn’t have a clutch, the rear brake is operated via a lever on the left side of the handlebar, similar to a bicycle brake setup. Braking components are made by Braktec, with a 260mm front disc and a 220mm rear disc. The handlebar is made by ProTaper.
Pricing for the 2025 Husqvarna Pioneer electric dual-sport has not yet been announced.
New for 2025, the limited-edition MV Agusta F3 Competizione is based on the F3 RR but includes special features like Öhlins suspension and carbon-fiber components, and only 300 units will be built. Each unit comes with a dedicated kit and a certificate of authenticity and is engraved with its unique unit number out of 300.
Replacing the F3 RR’s Marzzochi fork is a 43mm Öhlins NIX30 inverted fork with TiN-coated stanchions and full adjustability. Adjusters for compression and rebound are found on the top of the fork on the left and right, respectively. The Öhlins TXX 36 shock includes an external piggyback reservoir and is also fully adjustable. Also included is a 19-position adjustable steering damper. This suspension setup reduces weight by about 2 lb compared to the F3 RR’s suspension. More weight reduction comes from the carbon wheels that replace the RR’s aluminum alloy wheels, shaving off an extra 6.6 lb.
The MV Agusta F3 Competizione comes with an adjustable steering damper, and its unit number out of 300 is located on a plaque on the triple clamp.
Braking components remain the same, including 320mm front discs with radial-mounted Brembo Stylema monoblock 4-piston calipers and a 220mm rear disc. The RR’s standard battery is replaced with a lighter-weight lithium-ion battery in the Competizione.
The F3 Competizione’s titanium Akrapovič exhaust system bumps horsepower up from 155 on the F3 RR to 160 at 13,500 rpm. The engine powering both models is MV Agusta’s 798cc 3-cylinder, with a13,500 rpm rev limit. The Competizione benefits from the new 9-disc MV Agusta slip/assist clutch, which is claimed to reduce lever effort by 50%. Like the F3 RR, the Competizione also gets Electronically Assisted Shift for clutchless up- and downshifts.
The limited-edition F3 Competizione includes many carbon-fiber components.
The MV Agusta F3 Competizione comes with a new ECU and a 6-axis IMU. It offers four riding modes (Rain, Sport, Race, and Custom), eight levels of traction control, and cruise control. A 5.5-inch TFT display connects to the MV Ride smartphone app. ABS with two modes (Sport and Race) features a cornering function. Also included is front lift control and launch control, which MV Agusta claims allows the bike to accelerate from 0 to 100 kmh (62 mph) in under 3 seconds.
The bike includes many carbon fiber parts, including the fairing sides and front fender. Also included is a smoked racing windscreen. The Competizione’s design draws inspiration from the F4 Claudio and includes colors like Satin Metallic Carbon Black, Satin Intense Silver, and Gold. It has an Alcantara seat and gold finish on some components, including the front brake disc flanges and the rear sprocket. The CNC-machined triple clamp includes a plaque with the unit’s number out of 300.
As a limited-edition model, the 2025 MV Agusta F3 Competizione comes with a dedicated kit which includes the Akrapovič titanium exhaust, carbon-fiber cover for the exhaust terminal, a CNC-machined fuel cap, a fiberglass seat cover, a dedicated bike cover, and a certificate of authenticity.
Pricing for the MV Agusta F3 Competizione has not yet been announced.
The Bear 650 has a taller suspension than its INT 650 sibling, which along with its higher handlebar, creates more room to accommodate taller riders.
Royal Enfield has pulled the wraps off its new Bear 650, a scramblerized version of the popular INT 650 with longer-travel suspension and a new exhaust system for its air-cooled parallel-Twin engine.
Inspiration for the 2025 Royal Enfield Bear 650 was drawn from a victory in the prestigious Big Bear Run in 1960, when 16-year-old rookie Eddie Mulder used a Royal Enfield to outrun more than 700 riders in the grueling endurance race around the California mountain town of Big Bear.
The Bear 650 is available in five colorways, with MSRPs starting at $6,849 and stretching up to $7,199.
“The Bear 650 channels the same spirit of raw instinct, sheer impulse, and relentless determination – it embodies the ethos of a true scrambler ‘full-send’ mindset,” said B. Govindarajan, CEO of Royal Enfield. “It’s built to deliver confidence and control across all terrains – whether you are navigating urban streets or dusty trails.”
Winning the Big Bear Run was the launching pad for Mulder’s venerable racing career, earning flat-track victories on Triumphs and winning the Pike’s Peak hillclimb nine times before going on to become one of Hollywood’s best stunt riders.
Fittingly, Mulder was with us for the Bear 650’s unveiling in Palm Springs, California. After pulling off the cover from the top-of the-range Two Four Nine model – 249 being Mulder’s race number when he won the Big Bear Run – he remarked with teary eyes, “I’m very, very proud.”
Eddie Mulder (left) helped unveil the 2025 Royal Enfield Bear 650, and this Two Four Nine edition is a tribute to him winning the 1960 Big Bear Run on a Royal Enfield.
Scrambler Formula | Royal Enfield Bear 650
Although the Bear has much in common with the INT 650, the revisions made to create a scrambler version were substantial.
First up is a suspension with longer travel to handle mild off-roading. Instead of the INT’s conventional fork, the Bear is fitted with a 43mm inverted fork featuring Showa’s Separate Function Big Piston (SF-BP) technology as seen on Enfield’s Meteor and Shotgun models. The nonadjustable legs provide 5.1 inches of travel, while new Showa shocks deliver 4.5 inches and have preload adjustability.
To handle the extra forces exerted from the longer and stiffer inverted fork, engineers bulked up the frame’s steering head area for additional rigidity. The frame revisions are enhanced by a larger-diameter front axle that is said to improve handling responses.
The 2025 Royal Enfield Bear 650 in its optional Petrol Green colorway.
Up front is a 19-inch spoked wheel, while a 17-incher rolls in back. Both hoops are shod with tires produced by Indian manufacturer MRF specially for the Bear 650. Lessons were learned examining tires from other manufacturers, and the tread blocks in the MRF rubber look similar to Pirelli’s Scorpion Rally tires. The 100/90-19 front tire is backed up by a radial-ply 140/80-17 rear, both ends requiring tubes for pneumatics.
Also unique to the Bear 650 is its 2-into-1 exhaust system. A stylishly small muffler is made possible by the exhaust pre-chamber tucked in ahead of the rear tire, which houses the catalytic converter and does some muffling of its own. The exhaust is claimed to deliver an 8% increase in torque (to 41.7 lb-ft at 5,150 rpm), while horsepower remains static with 46.4 hp at 7,250 rpm. There are no other changes to the air/oil-cooled engine aside from its black finishes.
We were told that Enfield’s domestic customers love chrome finishes, so the Bear’s handlebar is chromed. Instead of a one-piece unit with a welded cross-brace, the Bear uses a bolt-on brace so that the chrome finish resists pitting and corrosion better than a welded-on piece.
Visually, you’ll notice a scrambler-style bench seat atop a kicked-up frame loop that enables strapping on heavier loads for light-duty touring. Aiding the bike’s scrambler appearance is the panel below the seat that resembles a vintage number plate. The INT’s 3.6-gallon fuel tank remains but is augmented with a new flip-up lever on the filler cap. For the first time on Enfield’s 650cc platform, all lighting on the Bear is via LEDs.
Another upgrade over the INT is the adoption of the circular TFT instrument panel used on Enfield’s Himalayan and Guerilla. Dubbed Tripper Dash, the 4-inch pod provides readouts for rudimentary items (gear position, fuel, time, temperature) and is topped with an analog-style tachometer. The panel includes a USB-C charging port and can be linked to your phone to integrate with Google Maps for navigation and to stream music or receive calls and messages.
Bear Scrambles | Royal Enfield Bear 650
The Bear 650 is available in five colorways, with MSRPs starting at $6,849.
Royal Enfield planned what I’ll assume was an awesome loop around the town of Big Bear for the Bear 650’s launch. Sadly, the area suffered a devastating wildfire a few weeks before the launch event, forcing relocation to a hub near Palm Springs. No matter, as our route would take us from the desert floor through the quaint mountain town of Idyllwild to twisty roads more than 6,000 feet above sea level.
The Bear 650 looks wonderful in person, leaning into the vibe of bikes from the desert racing scene of the 1960s. Royal Enfield nailed the look, creating a scrambler that embodies the style of a bygone era that many look upon wistfully. A key element is the air-cooled lump resplendent with cylinder fins and without a clunky radiator and fugly hoses.
Royal Enfield’s air-cooled 648cc engine provides an authentic vintage scrambler appearance. This Boardwalk White colorway is priced at only $6,849.
While a 650cc scrambler might sound unintimidating, the Bear requires a fair bit of oomph to lift it off its sidestand. At 476 lb with 90% of fuel, it’s kinda porky for a midsize streetbike. Riders short on inseam length might find the Bear’s 32.7-inch seat height lofty, but it was a good fit for me, and I appreciated the extra legroom offered over its INT sibling.
Firing up the Bear, ears are greeted with a throaty rumble from its parallel-Twin motor and 270-degree firing order. It’s not loud, but it is authoritative. Hands are greeted by barrel-shaped grips tastefully embossed with Royal Enfield logos and capped by chrome bar-ends. Both hand levers are adjustable for reach, and the big TFT screen is easy to read.
Contrasting with the Bear’s hefty feeling are its control inputs. Clutch pull is light, the transmission swaps gears with fluidity, and throttle response is smooth. Around town, the motor feels peppy if not potent.
The Bear 650 is a well-considered redesign of the INT 650, and larger riders will appreciate the roomier ergonomic layout.
Leaving the mid-century-modern chic of urban Palm Springs squirted us westward for a highway stint. The Bear purrs along politely, with a counterbalancer quelling vibration from the docile motor, aided by a tall 6th-gear ratio. The new fork felt compliant and well-tuned, but the new shocks seemed stiff under my 140-lb body, especially for a tallish scrambler.
The handlebar is considerably higher than the INT’s, opening up the cockpit while still retaining a slight forward lean to help cut through 80-mph air. The Bear’s extra legroom alleviates knee crimping on longer rides, but your butt must endure a thinly padded saddle. Pleasingly, the seat’s flat profile allows plenty of room to scooch around to mitigate pressure points.
For me, the rider triangle was perfect, but I had a few ergonomic quibbles. The right-side engine case bulges out awkwardly and limits foot room, and when riding on the balls of my feet, the muffler shielding prevented my right heel from fully tucking in.
A Royal Enfield rep described the Bear 650 as an ideal bike for short-hop adventures.
Bear Canyon | Royal Enfield Bear 650
The Bear 650 was a decent highway traveler while droning along I-10, and our pulses quickened when we reached Banning and took the exit for State Route 243 for the twisty southbound climb up Mt. San Jacinto to Idyllwild.
The Bear 650 leans into sweeping corners confidently if not briskly, and it requires a decent shove on the inside bar to lever the bike over in tight turns. Chassis geometry (26.1-degree rake angle and 4.6 inches of trail with a 57.5-inch wheelbase) is fairly middle of the road. The Bear’s taller suspension yields 7.2 inches of ground clearance, which kept the pegs from dragging no matter how hard we tried.
The new Bear 650 does a fine job untangling twisty roads for a scrambler-style motorbike.
Carried over from the INT 650 is a ByBre braking system with standard ABS. Up front is a single-action twin-piston caliper paired with a 320mm disc, while a 1-piston caliper bites on a 270mm rear disc. Braided lines provide a reassuring firm feel at the levers, and the brakes are up to the task of slowing the Bear from the modest speeds it can attain, but they’re not as strong as what’s available on pricier adventure bikes.
As we ascended the mountain, the pace of our group hotted up into hooligan journalist mode. At higher velocities, I began to feel the front tire’s tread blocks squirming, but not nearly enough to make me back off. However, a few mid-corner bumps at speed caused the shocks to rebound too quickly and top out at the end of their stroke, indicating a spring rate too heavy or rebound damping too light.
The Bear 650 gets a new inverted fork and preload-adjustable shocks from Showa. The author’s small size and light weight made the shocks feel too stiff.
At a mid-ride stop, I checked the shocks and was surprised they were on their minimum preload setting. In fact, the shocks on all the bikes were at their lowest amount of preload. Engineers explained to me over lunch that they selected a spring rate to ensure the Bears were able to carry extra weight for luggage and/or for pillion riders. Heavier riders complained about the shocks less than I did, but lightweights like me might want to “spring” the money for softer springs for a more compliant, better-balanced ride.
Dirty Bear | Royal Enfield Bear 650
This image captures the type of off-road terrain the Bear 650 is best suited for.
Any scrambler worth its salt deserves some time in the dirt, so we pointed the Bear onto a gravelly and rocky two-track trail to find out how it performs off-road. The torquey and willing motor meted tractable power for good traction from the rear tire, and a button on the right-side switchgear disables rear ABS so riders can be in full control of what the rear end is doing in low-traction situations.
Although not a true adventure bike, the Bear 650’s capabilities off-road open up opportunities for venturing off the beaten path.
While the Bear did well off-road, it falls short of what a true dual-sport or pukka adventure bike can accomplish in the dirt. A 19-inch front tire can’t deliver the same level of confidence as a 21-incher in sandy conditions, and the mild motor is unable to loft the front end to avoid obstacles unless you’re in 1st gear and have strong arms. That said, the Bear is able to deftly navigate non-technical dirt roads and trails.
Back on the pavement, the Bear’s throttle cables were stretched again. Although the mildly tuned motor lacks top-end lunge, it was able to nudge the speedo over the 100-mph mark despite the thin air atop the mountain. Braking power was adequate, and the fun factor was stellar.
The Bear 650 performed well on the mild off-roading loop we took, although it gets overwhelmed in deep sand and over big bumps.
Hot Springs | Royal Enfield Bear 650
The fresh air at 6,000 feet grew 25 degrees hotter as we descended the mountain into Palm Springs. The Bear 650 again impressed with its usefulness in city traffic, and it also impressed several bystanders with its vintage scrambler style.
It’s usually hyperbole when someone states about a new motorcycle that there isn’t another bike on the market like it. But with the Bear 650, it’s a true statement, as there are no other scramblers with an air-cooled motor in the 650cc class. It not only looks terrific, it also looks authentic, which isn’t always the case with some other retro bikes.
The Golden Shadow colorway of our test bike features a tank badge and gold fork, adding $250 to the base model.
As much as motojournos want to believe that a careful examination of the finest details of every bike they review will make the difference to customers’ purchasing decisions, we know that nothing sells bikes better than its image. In that respect, the Bear 650 is a homerun – a scrambler with style and attitude and versatility, all at a reasonable price.
The most cost-effective way to get a Bear 650 is by choosing the Boardwalk White colorway, priced at $6,849. Add $150 for Petrol Green or Wild Honey. The Golden Shadow version we tested retails for $7,099, and the Eddie Mulder tribute Two Four Nine stretches up to $7,199.
Royal Enfield claims its bikes are “engaging, uncomplicated, accessible, and fun to ride; vehicles for exploration and self-expression.” In actuality, that statement perfectly sums up what the Bear 650 can be for its new owners. We predict it will be a sales hit.
The new Bear 650 inspires your scrambler dreams.
SIDEBAR: What’s In A Name?
Royal Enfield’s INT 650 has an awkward name – do we say “Int” or “I-N-T”? This is a question riders outside North America never have to ask. Their bikes are called Interceptor 650s.
If the Interceptor name sounds familiar, it’s probably because you remember Honda’s Interceptor sportbikes from the 1980s. Although Honda no longer sells a motorcycle with that designation, it still owns the trademark to the name on our shores. Hence our INT 650.
Interestingly, Royal Enfield formerly owned the worldwide trademark for the Interceptor name because it sold a 736cc Interceptor in the 1960s. But rights to the trademark in the U.S. eventually lapsed, opening the door for American Honda to snatch it up.
Ironically, it’s not the first time Honda has plucked Royal Enfield’s old catalog for names. The Hornet and the Fury were previous Royal Enfield models before Honda nicked the names for their own bikes.
The Bear 650 lineup is headlined by the Two Four Nine model that honors the race number used by Eddie Mulder to win the 1960 Big Bear Run.
Yamaha has announced the rest of its 2025 lineup, including the updated 2025 Yamaha MT-07, MT-03, Ténéré 700, XSR900, and Tracer 9. Most updates include revised suspension, additional rider aids, new instrumentation, and a few other changes. At the end of this post are color options and pricing info for the models that return for 2025 unchanged.
2025 Yamaha MT-07
The Yamaha MT-07 is the most updated model out of this announcement, starting with a design change that brings it closer to the styling of the MT-09. It features a minimalist, stripped-back look with a new LED headlight unit, a slimmer tank, and updated side covers, tail section, and seat assembly.
New for the MT-07 is a minimalist LED headlight.
The MT-07 also gets a new Yamaha Chip Controlled Throttle, which enables new rider aids like Yamaha Ride Control with three throttle maps and switchable traction control. Yamaha Ride Control comes with Sport and Street preset modes, as well as a Custom mode. Also new is the slip/assist clutch and the optimized clutch-lever shape. The MT-07 now includes a sounds amplification system to enhance the engine’s sound.
Also new for 2025 is an inverted 41mm KYB fork, with a linkage-type KYB shock that’s been optimized for use with the new fork. New radial-mounted 4-piston calipers pinch twin discs up front, and the wheels now feature thinner and lighter casting thanks to SpinForged technology.
The MT-07, like most models in this announcement, gets new turnsignal functionality for 2025. A soft click activates the turnsignal for three flashes, a full click activates it to flash continuously, and the turnsignals are now self-canceling.
The new 5-inch full-color TFT display includes four selectable themes, and its smartphone connectivity is enhanced to allow phone calls, music, and turn-by-turn navigation. The turn signals now self-cancel after 15 seconds or once the bike has traveled more than 500 feet.
2025 Yamaha MT-07 in Ice Storm
The 2025 Yamaha MT-07 will be available in Team Yamaha Blue, Matte Charcoal Black, or Ice Storm with an MSRP of $8,599.
2025 Yamaha MT-03
The Yamaha MT-03 also gets a few updates for 2025. Styling remains mostly the same but includes a new tailsection and taillight design. The seat and side covers are slimmer for an easier reach to the ground, and the passenger seat is now wider and more thickly cushioned.
2025 Yamaha MT-03 in Raven
New tech on the MT-03 includes Yamaha Motorcycle Connect smartphone connectivity, which allows viewing incoming calls, emails, and messages, as well as tracking and recording ride data like distance covered, fuel consumption, acceleration, location, and more. Smartphone info is displayed on the new LCD display, and there’s also now a USB-A socket next to the display.
The 2025 Yamaha MT-03 will be available in Team Yamaha Blue, Matte Stealth Black, or Ice Storm with an MSRP of $4,999.
2025 Yamaha Ténéré 700
The Yamaha Ténéré 700 gets updates to style, suspension, and technology for 2025. The adventure bike’s Dakar Rally inspired design includes a new quad-LED headlight, new side covers, new tailsection, color-matched handguards, and a flatter seat. The fuel tank cap has also been updated for easier refueling. A new clutch cover design allows more leg room, and the new footpegs are wider and longer than before.
2025 Yamaha Ténéré 700 in Tech Titanium
The 43mm KYB fork has been revised to include a preload adjuster located at the top of the fork tube. The linkage-type KYB shock has also been redesigned to provide more stroke and enhanced load absorption.
The Ténéré 700’s Yamaha Chip Controlled Throttle system now includes two new selectable throttle maps called Sport and Explorer, and the bike includes a new selectable on/off traction control system. The air intake has also been redesigned with a shorter intake duct.
The Yamaha Ténéré 700 gets a new quad headlight for 2025.
New instrumentation includes a 6.3-inch TFT screen with two selectable themes, Street and Explorer. The display now allows access to music, phone calls, turn-by-turn navigation, and additional features through smartphone connectivity.
Returning to the Ténéré 700 is the three-model switchable ABS system, which now includes a new switch located on the left side of the TFT display to change between ABS modes. Also included is a new joystick design for a better button shape and feel, and the turnsignals get new functionality with a soft click activating a three-flash signal, a full click flashing continuously, and a self-canceling function after 15 seconds and when the bike has traveled about 500 feet.
2025 Yamaha Ténéré 700 in Team Yamaha Blue
The 2025 Yamaha Ténéré 700 will be available in Team Yamaha Blue or Tech Titanium with an MSRP of $10,999.
2025 Yamaha XSR900
The Yamaha XSR900 gets a new 5-inch TFT display with four different themes, including an XSR-exclusive theme with an analog-style tachometer. This new instrument display includes smartphone connectivity to view calls and messages, listen to music, and access turn-by-turn navigation.
2025 Yamaha XSR900 in Heritage White
Along with the previous ride modes available on the XSR900 (Sport, Street, and Rain), the bike now includes two custom programs that allows riders to set their own preferences. Other new and updated tech includes a new Back Slip Regulator to reduce rear-wheel lock-up under engine braking, a new Yamaha Variable Speed Limiter that allows riders to set a top-speed limit, and a new third-generation up/down quickshifter. Like the other updated models in this release, the XSR900 includes a new joystick design with updated turnsignal functionality.
The XSR900 includes a new fully adjustable KYB monoshock with preload, high- and low-speed compression, and rebound adjustment, and the linkage design has been revised for better feeling and traction at the rear. The seat design has been updated, and more new features include the handlebar shape, rubber-mounted footpegs, revised shift lever shape, 14-position adjustable clutch lever, and a dash-mounted USB-C outlet.
The 2025 Yamaha XSR900 will be available in Raven or Heritage White with an MSRP of $10,599.
2025 Yamaha Tracer 9
For 2025, Yamaha has decided to remove the up-spec Tracer 9 GT+ from its lineup to shift focus to the standard Tracer 9, which receives updates for 2025.
2025 Yamaha Tracer 9 in Raven
The Tracer 9’s advanced controlled fill aluminum Deltabox frame gets revised for 2025, and the subframe is made longer and lighter. The handlebar angle is revised, the seat design and position are updated, and the manually adjustable windscreen is larger. It includes a new smartphone box with a USB-C socket.
The Tracer 9 also gets a few of the same updates as the XSR900, including the Yamaha Variable Speed Limiter, two new custom ride modes in addition to the three standard modes, the new joystick design, and new turnsignal functions. The 7-inch TFT display features slimmer housing than before and includes three selectable display themes.
The 2025 Yamaha Tracer 9 will be available in Raven with an MSRP of $12,599, a $3,900 decrease from the MSRP of the 2024 Yamaha Tracer 9 GT+.
Returning 2025 Yamaha Models Colors and Pricing
In addition to these updated models, Yamaha has released available color options and pricing for returning models.
The 2025 Yamaha MT-09 will be available in Team Yamaha Blue, Matte Racen Black, or Ice Storm with an MSRP of $10,799. The MT-09 SP will be available in Liquid Metal/Raven with an MSRP of $12,499.
2025 Yamaha MT-10 SP in Liquid Metal/Raven
The 2025 Yamaha MT-10 will be available in Ice Storm for $14,700, and the MT-10 SP will be available in Liquid Metal/Raven for $17,299.
The 2025 Yamaha XSR700 will be available in Raven with an MSRP of $8,599.
2025 Yamaha XSR700 in Raven
The 2025 Yamaha Bolt R-Spec will be available in Raven with an MSRP of $8,999, and the V Star 250, which will also be available in Raven, will have an MSRP of $4,799.
The 2025 Yamaha Zuma 125 will be available in Matte Black or Sand Gray with an MSRP of $3,799.
Following the release of the Aprilia RS 457 sportbike, the 2025 Aprilia Tuono 457 is built on the same platform but features naked bike styling and ergonomics. Aimed at a generation of younger and newer riders, the Tuono 457 offers a recognizable Aprilia design with street-riding convenience and safety features.
The Tuono 457 is powered by the same engine found in the RS 457: a liquid-cooled 457cc parallel-Twin that produces a claimed 47.6 hp at 9,400 rpm and 32.1 lb-ft of torque at 6,700 rpm. It comes with a slip/assist clutch, and compared to the RS 457, it has a shorter final drive train.
The Aprilia Tuono 457 is powered by Aprilia’s liquid-cooled 457cc parallel-Twin, which also powers the RS 457.
Unique to the class, the Aprilia Tuono 457 and RS 457 feature an aluminum frame, which uses the engine as a stressed member. Suspension includes a 41mm fork that offers 4.7 inches of travel and a shock that offers 5.1 inches of travel, both adjustable for preload only. ByBre brakes include single-disc brakes front and rear, with a 320mm front rotor and a 220mm rear rotor. The Bosch ABS system can be set to function on both wheels or only on the front. Seat height is 31.5 inches, and dry weight is 350 lb.
The Tuono 457’s throttle-by-wire system enables three ride modes (Eco, Sport, and Rain) to adjust power and torque delivery, as well as traction control, which has three levels and can be disengaged completely. In all riding modes, ABS is active on both wheels, and it can be disengaged at the rear when the bike is stationary. A 5-inch TFT color display comes as standard, and handlebar controls are backlit. An accessory Aprilia MIA system allows connecting the display unit to a smartphone for navigation, music, and calls.
The full LED front cluster includes a triple headlight typical of Aprilia motorcycles, and the rear light is also LED. The bike features a new tank shape to complement the wide handlebar, and the design of the side panels and tailpiece are also new.
Aprilia offers a range of accessories for the Tuono 457, including a passenger seat cowl, aluminum levers, aluminum foot controls, a red drive chain, an up/down quickshifter, a USB port, a comfort seat, a lowered seat, luggage options, and more.
2025 Aprilia Tuono 457 in Puma Gray
The 2025 Aprilia Tuono 457 will be available in Piranha Red with classic Aprilia red and black or Puma Gray with gray and white colors. Pricing has not yet been announced.
We review the Speed and Strength Moment of Truth Motorcycle Jacket and Gloves, which offer comfort, style, and protection.
When it comes to motorcycle apparel, there’s definitely a moment of truth. For some riders that boils down to safety; for others comfort is the primary concern. When a jacket addresses both of those needs, the designers have done their job. Speed and Strength’s Moment of Truth motorcycle jacket and gloves live up to the name by offering riders comfortable and stylish apparel with standard safety features. I tested this gear over the course of several weeks in an array of riding conditions.
The Moment of Truth Jacket has an AR600 textile and AR400 super stretch-fit frame that is breathable as well as form-fitting. The size Large fit my 200-lb, 6-foot-1 frame like a glove thanks to waist and sleeve adjusters. After dialing in the jacket, I found it well suited for a range of riding styles. I enjoyed outings on sportbikes, standards, and cruisers, and the gear adapted to each scenario and the ergonomics with ease. This three-season jacket caters to a broad temperature range. I’ve worn it in the heat of the summer as well as on cooler fall days and appreciated its versatility.
The jacket comes with removable CE Level 2 shoulder and elbow protectors and a removable CE Level 1 back protector. The armor doesn’t make those areas of the jacket feel cumbersome or rigid. The back of the jacket also includes two belt loops to connect the jacket to pants for better protection. And for visibility, the jacket comes with reflective trim in all three colorways: black, black and gray (shown), or black and red.
A jacket’s storage is an important consideration. The standard outside pockets on the jacket can accommodate a large mobile phone without the zipper feeling tight. The jacket also comes with two inside pockets, one outfitted with a hook for a key ring and the second a cavernous option for an extra helmet faceshield.
The Moment of Truth jacket is a sensible option for riders looking for a versatile piece of apparel. It comes in sizes S-3XL and retails for $199.95.
Speed and Strength’s Moment of Truth Gloves are constructed from a combination of leather and vented textile fabric and incorporate thermoplastic knuckle protectors. For further safety, the palms are reinforced with leather and include a thermoplastic-rubber palm slider. The short neoprene cuff closes with a hook-and-loop strap on the inside of the wrist, but the textile fabric in the glove can get caught in that hook-and-loop strap, so opening and closing with the leather-covered fingers is advised. Those fingers are also touchscreen sensitive, so riders can use mobile devices while wearing the gloves.
The Moment of Truth gloves are lightweight and, given their venting, are best suited for warm weather. They remain comfortable through extended rides. And like the Moment of Truth jacket, the gloves come in black, black and gray, or black and red. They are available in sizes S-2XL, with the XL fitting my 4-inch-wide hand in a snug but not tight manner. These gloves retail for $59.95.
No muss, no fuss. When we lock our body’s centerline with the bike and maintain an upright position, the negative forces of the incline vanish before our eyes. Comfortable and controlled U-turns are all that remain. Scout’s honor! (Photos by Kevin Wing.)
Cruising down the freeway, I clicked into 6th gear and noted that the day was warming up nicely. It felt amazing. And not just because the salty breeze was creating another Southern California moment. It was also the final day of instructing an intensive four-week police motor academy in Ventura.
This final day’s training segment would be an unofficial “city survival” induction, where I go off-script and show my eager ducklings the real-world complexities of working enforcement on a motor. In other words, I expose them to as many things as I can dream up before buttoning up their raincoats, kissing them on the cheek, and sending them out into the storm.
After a short briefing, with a Starbucks venti skinny iced caramel macchiato coursing through my bloodstream, I led them through slippery hiking paths, rain-rutted fire roads, steep off-cambers, stairs, beach sand, railroad tracks, rocky hill climbs, and anything else I could manage. After four hours of on-bike training, we successfully navigated the delicate but sublime incline of the In-N-Out Burger parking lot. In the end nobody got hurt, and the BMW crash bars worked aces.
Unfortunately, it wasn’t all rainbows and butterflies, especially when my flock tried to navigate steep incline U-turns. Observing from the sidelines, I noticed they were dealing with two primary issues: 1) Fear: the steep inclines promised that their motorcycles would skate to the bottom of the hill if they even lightly kissed the deck, so they mentally locked up, and 2) Technique: they believed that in order to avoid crashing, they had to slip the clutch, counterbalance, drop the bike over, lock the bars, keep their speed up, and get their head and eyes around. In other words, they made it way harder than it needed to be.
Yes, it really is this simple. If you can stand and balance yourself on an incline without falling over, then you can do the same on your bike! Your natural equilibrium is the key.
After witnessing a few underwear emergencies, I hit the pause button on the Hindenburg debacle and imparted a little hillside riding hack that made the process much easier. Since you weren’t on hand to watch the demonstration, I thought now would be a good time to walk you through it so you can learn how to perform effortless U-turns on steep inclines. Ready?
First, find a steep incline such as a wide public driveway, alleyway, service road, or similar – just make sure it’s free of vehicular traffic during our science lab. Park safely on the hill, dismount, and stand next to your bike. While standing in place, balanced and comfortable, slowly rotate 360 degrees, taking short pauses at each point on the compass. Notice that as you stand, you have no momentum, yet you remain perfectly balanced on the hill without needing to transfer your weight to regain any stability. Also notice that your body’s angle or center line in relation to the incline of the hill does not shift, regardless of the direction you face on the incline.
Next, walk in a 30-foot circle on the hill. Notice that as your position and orientation changes from walking uphill, downhill, and sideways, you never fall up, fall down, or lose your balance on the incline. In other words, your body’s balance point, or center line, remains consistent and intact regardless of momentum or direction of travel.
The important point here – which applies to riding your motorcycle – is that because your body’s equilibrium works to keep you vertical and balanced no matter which direction you are facing, you can go, stop, turn, and move freely and effortlessly on the incline without requiring massive lean angles and oodles of forward motion. Less lean angle means no scary bike drops due to miscalculating weight transfer, clutch control, momentum, and 10 other complicated but unnecessary things while attempting the U-turn. In the words of Greg Brady, pretty far out, right?
Now let me be clear: Nothing changes once we get on the motorcycle. Your motorcycle, like you, has an equilibrium of sorts, a balance point or center line that enables it to remain perfectly balanced on a hill when it’s straight up and down, regardless of the incline it encounters or the direction it faces. And in the same way you make subtle adjustments to remain perfectly balanced while standing on your feet, you will make those subtle adjustments on the bike. Now let’s pump some helium into this leviathan and get her airborne…but no smoking please.
Here’s your first drill: Ride your motorcycle relaxed and easy, in 1st gear, up the incline. When you feel comfortable, I want you to initiate a turning movement and stop at a 90-degree angle, or perpendicular, to the roadway – like you are starting to turn into the Frosty Queen but you stopped short of the driveway entrance.
The rules are as follows: 1) you must keep your body’s mass in line with the motorcycle’s mass (no shifting body weight to one side or the other in the cockpit), and 2) at no time during the turning movement are you allowed to introduce any lean angle to the motorcycle. Remember, just like when you walked around on the hill and remained straight up and down, you must do the same on the bike. After a calm and uneventful pause on the hill, remain perfectly upright and balanced, turn the bars downhill without leaning over, and take off down the hill. Hey, I love Frosty Queen too, but we’re training here…
Here are a few keys to your success. Keep in mind your feet will not be equal distance from the ground as you sit on the hill in the 90-degree position due to the incline, so use the high side of the roadway to plant your foot and rest the other on the peg. Also, resist the urge to lean your bike towards the downhill when you take off from the 90-degree position. This will only serve to make the bike fall over toward the downhill and require you to chase it by engaging the clutch and adding power. Always keep everything straight up and down. Rinse and repeat.
Once you get comfortable riding into the 90-degree position, stopping, then completing the U-turn without any lean angle, start turning around without stopping at all. You may find yourself wanting to carry more speed now that we’re executing a full U-turn, but added momentum can force a lean angle that we don’t want. Instead, resist the urge, go slow and smooth, and concentrate on always keeping the bike upright. Yes, I’m beating a dead horse here, but by keeping the bike balanced and upright, we don’t need speed (or lean angle) in our turning process to remain comfortable and in control, which is why this works so well.
And that’s it. If you can walk, you can execute this technique. For a visual example, go to Police Motor Training with Quinn Redeker on YouTube and find “Motorcycle U-Turns on Steep Hills – Easy as Walking.”
For more information on Total Control Training and available clinics, go to the Total Control website.Quinn wears Lee Parks Design gloves exclusively. Find Quinn at Police Motor Training.
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