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2025 Yamaha YZF-R1 and 2025 Yamaha YZF-R1M Launched

The 2025 Yamaha YZF-R1 and the higher spec’ed YZF-R1M were launched for the U.S. and other international markets. Unfortunately for those in the EU, they will only receive the race-only model.

It features revised bodywork and huge front winglets, plus many other upgrades. Here are the list of features from the press release.

2025 Yamaha YZF-R1

Created to represent the pinnacle of sportbike performance, Yamaha’s iconic R1 returns for 2025 with the same explosive 998cc CP4 crossplane engine, comprehensive electronics suite and renowned handling character which has led to an incredible run of AMA/MotoAmerica Superbike titles in 13 of the past 14 seasons. Yamaha continues to use knowledge gained from high-level competition to offer some of the most advanced and capable Supersport models in the industry.

New features for 2025 begin with lightweight Brembo® Stylema monobloc front brake calipers. They come paired with a new Brembo® master cylinder to offer outstanding braking power and exceptional feel. There is also a fully redesigned KYB® front fork offering excellent response, road feel and chassis performance. The new carbon fiber winglets not only add to the R1’s sleek, aerodynamic look, they create additional downforce for enhanced front-end feel when braking or cornering. Finally, a new rider and passenger seat cover texture balances both grip and ease of movement for a better sense of control and connection to the machine.

Highlights:

New carbon fiber aerodynamic winglets.
New fully adjustable 43mm KYB® front fork.
New radial-mounted Brembo® Stylema monobloc front calipers.
New Brembo® master cylinder.
New seat cover texture.
Advanced 998cc CP4 engine with crossplane crankshaft technology.
Lightweight titanium connecting rods, titanium intake valves and forged pistons.
Variable Yamaha Chip Controlled Intake (YCC-I®) System.
Lightweight titanium muffler and heat shield.
Compact, stacked 6-speed transmission with close-ratio gearing.
Advanced assist and slipper clutch.
Ride-by-wire Yamaha Chip Controlled Throttle (YCC-T®) System.
Advanced, 4.2-inch full-color TFT display.
Six-axis Inertial Measurement Unit (IMU).
Lean-sensitive Brake Control (BC) System.
Three-level Engine Brake Management (EBM) System.
Four-level Power Delivery Mode (PWR).
Lean-sensitive Traction Control (TCS).
Four-level Slide Control System (SCS).
Four-level Lift Control System (LIF).
Three-level Launch Control System (LCS).
Quick Shift System (QSS) with three settings.
Slim, compact aluminum Deltabox frame.
Fully adjustable KYB® rear shock.
Lightweight aluminum alloy fuel tank.
Premium 10-spoke cast magnesium wheels.
High performance Bridgestone® RS11 tires.
Full LED lighting.

The new 2025 Yamaha YZF-R1 will be available in Team Yamaha Blue or Matte Raven Black, and will sell for US$18,999 (RM79,406.05).

2025 Yamaha YZF-R1M

Yamaha’s highest specification and most exclusive Supersport model, the 2025 YZF-R1M immediately sets itself apart with a distinctive color scheme, polished aluminum swingarm and striking full carbon fiber bodywork, which seamlessly integrates with the new carbon fiber winglets for an aggressive, track-focused look. An engraved, serial numbered badge further highlights its exclusivity.

Along with the same advanced performance provided by the powerful 998cc CP4 crossplane engine, comprehensive electronics suite and lightweight aluminum Deltabox frame found on the standard R1, capability is pushed to an even higher level on the R1M with the addition of its sophisticated Öhlins® Electronic Racing Suspension, where data from the motorcycle’s IMU—such as vehicle speed, lean angle, acceleration and brake pressure—is supplied to a dedicated Suspension Control Unit to rapidly adjust front and rear damping in real time for optimum suspension performance whether braking, cornering or accelerating. The ERS simplifies suspension tuning by providing streamlined dynamic tuning modes for both street and track, as well as manual modes for more conventional suspension tuning.

Additionally, GPS data logging comes as a standard feature on the YZF-R1M. Yamaha’s unique Communication Control Unit is an integrated data-logging and GPS system that puts factory superbike technology in the palm of your hand. Vehicle data can be recorded with course mapping and automatic lap timing managed by GPS, then wirelessly downloaded to an Android® or Apple® iOS® app where it can be analyzed. The rider is then able to adjust system settings and upload these changes back to the R1M for the next track session.

Highlights:

Full carbon fiber bodywork including new aerodynamic winglets.
New seat cover texture.
Advanced 998cc CP4 engine with crossplane crankshaft technology.
Lightweight titanium connecting rods, titanium intake valves and forged pistons.
Variable Yamaha Chip Controlled Intake (YCC-I®) System.
Lightweight titanium muffler and heat shield.
Compact, stacked 6-speed transmission with close-ratio gearing.
Advanced assist and slipper clutch.
Ride-by-wire Yamaha Chip Controlled Throttle (YCC-T®) System.
Six-axis Inertial Measurement Unit (IMU).
Lean-sensitive Brake Control (BC) System.
Three-level Engine Brake Management (EBM) System.
Four-level Power Delivery Mode (PWR).
Lean-sensitive Traction Control (TCS).
Four-level Slide Control System (SCS).
Four-level Lift Control System (LIF).
Three-level Launch Control System (LCS).
Integrated GPS data-logging enabled through Yamaha Communication Control Unit.
Quick Shift System (QSS) with three settings.
Slim, compact aluminum Deltabox frame.
Dynamic Öhlins® Electronic Racing Suspension (ERS).
Öhlins® gas-charged NPX fork.
Radial-mounted 4-piston front brake calipers with braided stainless steel lines.
Premium 10-spoke cast magnesium wheels.
High performance Bridgestone® RS11 tires.
Advanced, 4.2-inch full-color TFT display.
Full LED lighting.
Polished aluminum swingarm.
Exclusive R1M color scheme.

The new 2025 Yamaha YZF-R1M will be available in Carbon Fiber and retails for for US$27,699 (RM115,778.07).

Yamaha V4 MotoGP Engine Confirmed

It has been a long time coming, but finally, a Yamaha V4 MotoGP is in the works. The news was confirmed by Yamaha Racing Managing Director Lin Jarvis in an interview with MotoGP.com.

“I can confirm that we are busy developing a V4 powerplant,” Jarvis said.

“It’s something that goes back a while, because when Suzuki was still here, there were two manufacturers running with the inline-4. And obviously the other competitors running with the V4. In the last years, however, we’ve seen many, many technical developments in this sport and of course Suzuki stepped out. So we’ve been the only manufacturer remaining with the inline-4.

“The inline-4, in our opinion, still has plenty of capacity to be developed and to be improved. But when you have all of your competitors using V4s and now as we look towards the 2027 regulations, it’s important for us to fully understand the potential of a V4 versus the inline-4.

“So based on that, some time ago we took the decision to start the project. The project is on schedule… The engine is already being bench-tested. We’ve not run it in a bike yet but when it is ready with its durability testing, then we’ll finally start to track test it.”

Jarvis also indicated that Yamaha still has an open mind on whether to use an inline or V4 engine for the new 850cc era.

“When [the V4 is] quicker than the inline-4, we’ll bring it in. So let’s see!”

Yamaha and Honda are under concessions in MotoGP, meaning they can run a revised or new engine anytime they wanted. Conversely, yhe other three manufacturers, namely Ducati, KTM, and Aprilia need to homologate at the beginning of the season and use the same engine throughout the season.

Yamaha factory rider, Fabio Quartararo was asked recently on the V4 rumours: “I think we have to consider all the options… I never rode a V4 but if we look at the bikes that are working, they are V4s. Okay, Honda is struggling, but we are the only ones with the Inline. Maybe it is something to consider.”

Yamaha can also count on its partnership with Marmotors, headed by ex-F1 designer Luca Marmorini, to aid in its V4 design. Marmorini previously contributed to Aprilia’s RS-GP V4 engine.

However, Honda’s ongoing struggles show that a V4 is unlikely to be a magic fix for Yamaha, whose M1 is also lacking in areas such as aerodynamics and electronics compared to the European machines. On the other hand, having more engine power helps the bike to push through aerodynamic drag, allowing engineers more leeway in introducing aerodynamic features.

What are Differences among Sintered, Ceramic, Organic Brake Pads – Plus their Pros and Cons ?

Brake pads are the last thing that stops your vehicle, and keeps you from ramming the vehicle in front, or going off a cliff. Thus, its importance cannot be underemphasised.

But there are three main types of brake pads, namely sintered, ceramic, and organic. So let us take a look at the differences among all three, plus their pros and cons.

A word on asbestos

But first, a safety message. Asbestos was widely used in brake pads many years ago. There are six types of this mineral and their melting points range between 400° C to 1,040° C. It is also inflammable. As such, it became the natural material for brake pads. In fact, asbestos was also widely used in other sectors and products such as electrical insulation, lining for ceramic cookware, house insulation, even firefighting suits.

However, it was discovered in the 1970s that asbestos is toxic to humans and causes mesothelioma (a type of cancer that causes a thin lining of tissue over internal organs), asbestosis (long-term inflammation and scarring of the lungs), and lung cancer when the dust is inhaled. As such, the use of asbestos containing products has been banned in 66 countries.

However, Russia continues to be the biggest miner and exporter of the material (790,000 tonnes in 2020), and there are concerns of it being used in cheap aftermarket brake pads produced in India and China. So, DO NOT skimp on the cost of brake pads and use only those from reputable brands! Additionally, do not breathe in the dust when a mechanic sprays air onto your brake components to clean them.

On the other hand, Malaysia has banned five types of asbestos i.e. crocidolite, actinolite, anthophyllite, amosite, and tremolite, but allows chrysotile for “controlled use” in the private manufacturing sector, while banning it completely from public buildings including schools and hospitals.

Sintered/Metallic brake pads

These brake pads are made of copper, steel, iron and other metals mixed with a graphite binding component.

Pros:

Metallic brake pads perform better than organic and ceramic brake pads in a wide range of temperatures.
They also continue to perform well even under the heaviest rainstorms.
They’re responsive and require minimal pressure on the pedal. The metal also withstands heat well.
They are more resistant to wear, hence last longer.

Cons:

Metallic brake pads are noisier than other types.
They cause more wear on the brake discs.
Metallic brakes are pricier than organic brake pads but more affordable than ceramic ones.

Organic brake pads

These contain the replacement materials for asbestos, known as non-asbestos organic (NOA). This mixed material is made of rubber, Kevlar, fibreglass and carbon compounds bound together with resin.

Pros:

Organic brake pads are the least expensive on the market and recommended for normal driving.
They generate enough friction to effectively stop the average vehicle yet do not produce as much heat as other pad materials.

Cons:

Organic brake pads wear out more quickly than other types, which means you will have to replace them more often.
They also do not work as well as ceramic and metallic pads in extreme temperatures.
In addition, you have to apply a bit more pressure on the lever than you do with other types of brake pads.

Ceramic brake pads

These brake pads are made from a type of dense ceramic that has copper fibres in it in order to increase friction and conductivity.

Pros:

Ceramic is the quietest brake pad material.
Ceramic brake pads perform better than organic brakes in a range of temperatures.
They last long but has less wear on steel brake discs compared to sintered pads.

Cons:

Ceramic brake pads are pricier than other types.
Plus, they underperform in extreme cold.
In addition, ceramic does not absorb as much heat as other materials.

What is missing here?

You would probably notice there is mention of carbon brake pads. Well, truth is, carbon brake pads for road use is not 100% carbon, but are of mixed materials so you would find sintered-carbon or carbon-ceramic brake pads.

True carbon brake pads are only used in the highest echelons of racing i.e. MotoGP and Formula 1.

A word about copper

More and more manufacturers are switching away from having copper fibres in ceramic and all other types of brake pads as brake dust containing copper had been found to pollute the environment, especially in waterways.

SBS is one manufacturer who are doing so and their copper-free brake pads are marked as “Better Brakes.”

The History of the Radial Motorcycle Tyre

The radial motorcycle tyre is so common now that almost no one gives a second thought to it. Jump on almost any big bike above 250cc and ride away… it would most probably be rolling on radial tyres. Even riders who moved up from mopeds do not question what radial tyres actually mean.

But how do you know if that tyre has radial construction? Just look for the “R” letter after its size info or speed symbol.

The radial tyre is fairly recent especially for motorcycles, compared to when the pneumatic tyre (tyre filled with air) was invented.

The first pneumatic tyre

Contrary to popular belief, the patent for the pneumatic was lodged by Scottish inventor, Robert William Thompson in 1847, instead of John Dunlop. His invention, however, did not make it to production.

But it was John Dunlop, a veterinarian, who created the first working pneumatic tyre in 1888. He invented it for his 10-year-old son who complained of headaches after riding their bicycle fitted with wooden wheels.

A pneumatic tyre means there is a layer of air inside the tyre. That air provides elasticity and hence comfort. Adjusting the air pressure adjusts comfort, and also performance.

It has to be said that the early pneumatic tyres were glued to their wheels to prevent the air from leaking and the pressure was not adjustable like in modern tyres. It was the Michelin brothers who figured a way to mount inflatable tyres without gluing them onto their rims. Incidentally, the French word for the tyre it ‘pneu‘.

Radial vs. bias-ply

Early tyres were essentially bias-ply until the advent of the radial tyre.

Bias-ply (also known as cross-ply) describes the plies that form the body the tyre being laid diagonally from bead to bead. Subsequent plies are laid on top at opposing angles, forming a criss-cross pattern (hence the name cross-ply). This allows the tyre to flex easily hence greater comfort. However, this quality was also the main disadvantage of this type of tyre, as it causes increased rolling resistance (takes more effort to get going), together with less traction and control at high speeds (the tyre deforms). Bias-ply tyres generally could not withstand the high centrifugal forces at high speeds, leading to blowouts.

On the other hand, a radial tyre utilizes ply cords that extend from bead to bead and parallel to each other, usually around 90-degrees to the tyre’s travel, instead of diagonally across like in bias-ply tyres. The plies are held in place by stabilizer belts that run just beneath the tread. The advantages of radial tyres are numerous including longer tread life, better steering control, improved fuel economy due to less rolling resistance, and better grip.

The history of the motorcycle radial tyre

It was the French tyre maker Michelin who patented the radial tyre in 1946. They finally developed the first practical radial tyre (starting with cars) in 1951 and fitted to the Lancia Aurelia. It took more than 30 years later before radial tyres made their debut on road bikes.

Who actually created the first production radial motorcycle tyres is still up for debate.

Pirelli claims it was first in 1983, when they introduced radial tires for the Honda VF1000 R. However, that tyre was only available for the said motorcycle.

Michelin, on the other hand, was the first to offer (albeit a small range) of radial tires for all brands of motorcycles in 1987 called the A59X and M59X, front and rear, respectively.

But whatever the stakes, it was Michelin who did the most research into radial tyres from the very start. The actual concept of a radial tire does though belong to Michelin, as its engineers came up with the idea for automotive tires in the 1930s.

Michelin claims its program for radial motorcycle tires began in 1981. The majority of the development work was undertaken at the racetrack with three-time World Champion Freddie Spencer running a single radial tire on the rear only of his Honda NSR500 for the 1985 season.

The next stage in radial tire development saw Michelin, in 1990, introduce silica into the rubber tire compound to resolve the early problems of finding the right balance between grip and rolling resistance, without adversely affecting the tyre’s grip. By adding silica, Michelin was also able to improve wet weather performance and its grip. It took another nine years for the Michelin Pilot Sport to become the first production bike road tire to have this feature.

Michelin also took another step to develop the first dual compound tyre, introducing a harder wearing compound at the centre combined with a softer and gripper compound on the shoulders in 1994. It was first used exclusively for racing and the development of the tyre finally bore fruit as the Michelin Power Race in 2005. The tyre was the first ever racing tyre that could be homologated for road use.

The first true all-road dual compound tyre was the Michelin Pilot Road 2 with 2CT (2 compound technology) in 2006.

Conclusion

Tyre technology and development have gone through so many milestones especially in the last 5 decades. The rise of ever more powerful, faster, and heavier motorcycles today can be directly traced to the advancement in radial tyres.

2025 Triumph Speed Twin 120 Launched – More Power, Higher Specs

Triumph had been teasing a new model recently and we expected it to be the 2025 Triumph Speed Twin 1200, instead of a variant of the Speed 400.

It turned out to be true, but we did not quite expect the updated 1200 to be so much more powerful and sporting such high specs. Well, it should be so anyway, since the manufacturer will stop producing the cafe racer Thruxton 1200 from next year, so it is the Speed Twin’s turn to step up to bat. There are two variants of the 2025 Triumph Speed Twin 1200 – standard and RS.

The engine for both the standard and RS versions remains the same 1200cc parallel-twin with a 270-degree crank, but it now features cams with new profiles and new ignition timing, to “pull harder for longer up to the rev limit.” As such, maximum power is kicked up by 5hp at 7,750 RPM from 99hp. Maximum torque is 112.6Nm at 4,250 RPM. That is a very good 3,500 RPM spread between peak torque and peak power, giving the rider “power everywhere” in the rev range.

Chassis for the standard includes reworked 43mm Marzocchi upside-down forks and twin Marzocchi rear shock absorbers with remote reservoirs. There are twin 320mm brake discs up front, while the tyres are Metzeler Sportec M9RR. The handlebar is raised higher and further forward to provide roomier riding position.

As for the RS, the front features fully-adjustable Marzocchi forks, and Öhlins rear shock absorbers. The front brakes also use twin 320mm discs, but are clamped by Brembo Stylema calipers. The tyres are also swapped out for the racier Metzeler Racetec RR K3. The handlebar has the same position as the standard’s but the footpegs are placed higher and further back. Buyers can also opt for clip-on handlebars.

As for rider aid, both versions are equipped with a six-axis inertial measurement unit (IMU) which provides cornering ABS and traction control. The standard has Road and Rain ride modes, while the RS has an additional Sport mode.

There is a new round-shaped dashboard that incorporates LCD and TFT elements, and provide turn-by-turn navigation via Bluetooth connection to your smartphone.

Lastly, the styling. The 2025 Triumph Speed Twin 1200 may look the same as any Bonneville, but the tank has been reshaped with raked lines and deep knee cutouts, and with a new cap. The side panels look cleaner and the LED headlights has a new daytime running light (DRL) signature.

See? The Speed Twin 1200 is taking over from the Thruxton after all, while offering more possibilities and accessibility. Service intervals are at every 16,000km.

Prices are £12,495 (RM69,955.98) for the Speed Twin standard and £14,495 (RM81,126.48) for the Speed Twin 1200 RS.

“Obey the Law” JPJ Warns RXZ Members 6.0 Organiser and Participants

The Road Transport Department (JPJ) reminds the organizers and participants of the RXZ Members 6.0 event that will start in Terengganu today to comply with the rules and conditions set by the authorities, as agreed between the two parties previously.

JPJ Director General Datuk Aedy Fadly Ramli said that his party also has no plans to implement roadblocks (SJR) to ensure the smooth running of the program, which is entering its sixth year.

“This time, Terengganu JPJ together with Terengganu Police and other relevant authorities took the initial step by holding discussions with the organizers and providing clear guidelines regarding the organization of the program.

“We have given the conditions that need to be complied with, and JPJ will work with the police to monitor the rally so that it takes place as directed,” he said.

Among the conditions that need to be complied with are ensuring that the motorcyclist has a driving license and road tax, that the motorcycle is not physically modified which is illegal and that the motorcycle plate complies with the specified specifications in addition to the motorcycle exhaust not being modified.

“JPJ does not intentionally want to find fault, in fact we also want the program to run smoothly but at the same time, we also need to ensure that all other road users are safe not only those who participate in the assembly,” he added.

Previously, Terengganu Police Chief Datuk Mohd Khairi Khairudin reportedly said that he had given clear guidelines to the organizers through four series of coordination meetings with other departments including Kuala Terengganu City Council (MBKT), JPJ Terengganu and East Coast Highway 2 (LPT2) and organizers need to comply if they want the program to continue next year.

The RXZ Members 6.0 program which will be held at the Terengganu Motor Circuit, Gong Badak, Kuala Nerus today until Saturday is expected to attract the participation of 80,000 participants from all over the country.

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Latest News

2025 Yamaha YZF-R1 and 2025 Yamaha YZF-R1M Launched

2025 Yamaha YZF-R1

2025 Yamaha YZF-R1M

Yamaha V4 MotoGP Engine Confirmed

What are Differences among Sintered, Ceramic, Organic Brake Pads – Plus their Pros and Cons ?

A word on asbestos

Sintered/Metallic brake pads

Organic brake pads

Ceramic brake pads

What is missing here?

A word about copper

The History of the Radial Motorcycle Tyre

The first pneumatic tyre

Radial vs. bias-ply

The history of the motorcycle radial tyre

Conclusion

2025 Triumph Speed Twin 120 Launched – More Power, Higher Specs

“Obey the Law” JPJ Warns RXZ Members 6.0 Organiser and Participants

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