In a segment that has seemed dormant for some time, with prominent models like the Yamaha YZF-R6 and Honda CBR600RR facing challenges due to emission restriction, enthusiasts now have reason to be excited. CFMoto, recently unveiled a promising new addition to the supersports category at the Zhuzhou International Circuit during CFMoto Day—the 675SR.

The 675SR aims to fill the void left by the absence of iconic supersport models, boasting an inline-triple powerplant with a displacement of 675cc. While specifics remain limited, CFMoto has disclosed that it’s expected to produce approximately 74lb ft of torque per liter, totaling around 50lb ft—nearly matching the performance of the venerable Daytona 675.

Triumph, on the other hand, plans to reintroduce the Daytona name, but with a different approach. Their forthcoming machine, based on the Trident 660’s core, will have a 660cc engine and a more relaxed riding demeanor, targeting Honda CBR650R sales.

The CFMoto 675SR’s potential to outshine the new Daytona remains uncertain, but early indications are promising. The motorcycle appears to feature a unique engine design, with hints that it may have evolved from the CFMoto 450SR’s parallel-twin engine, incorporating additional capacity and an extra cylinder.

CFMoto has tantalizingly described the 675SR as possessing a “monstrous delivery to the rear wheel” and touting “first-class features” in areas crucial for both road and track performance, including brakes, chassis, equipment, and design.

With the 675SR seen in action at the Zhuzhou circuit, it’s evident that development is well underway. Enthusiasts eagerly await more information about this intriguing entry into the supersport arena. Stay tuned for updates on what could be a game-changer in the world of sportbikes.

Kawasaki has defied skeptics by reintroducing the beloved Ninja ZX-6R to their sportsbike lineup, proving that the traditional supersport class is far from dead. 

  • The 2024 version of this middleweight marvel boasts an aggressive design inspired by its ZX-10R superbike sibling, complete with integrated aero features in the front fairing.
  • The 2024 ZX-6R produces 128hp.

To meet Euro5 homologation standards, Kawasaki has subjected the Ninja’s 636cc liquid-cooled engine to rigorous testing, a feat unmatched by its competitors, the Yamaha R6 and Honda CBR600RR. 

Even with the stricter emissions regulations, the ZX-6R still packs a punch, producing just shy of 130bhp. This impressive power output is a result of meticulous enhancements, including revised cam profiles, intake funnels, and an upgraded exhaust system that promises optimal low to mid-rpm performance.


Despite its revival, the ZX-6R remains a cutting-edge machine. The 2024 model comes equipped with Showa’s Separate Function Big Piston Forks, a quickshifter, and a three-mode traction control system, offering riders superior handling and control. 

Riders can also personalise their experience with various power modes and riding modes. Adding to its modernity, the ZX-6R features a 4.3″ TFT dash with smartphone connectivity, enabling riders to stay connected on the road.

Excitement is building as the 2024 Kawasaki Ninja ZX-6R is set to hit the global market in October. 

Prospective buyers can choose between the iconic Kawasaki green or a more understated black scheme. With prices starting at GBP10,599 (RM60k), the ZX-6R offers an affordable option for those seeking high-performance thrills, positioning itself just slightly above the price range of an Aprilia RS660.

Ducati introduces the 2024 SuperSport 950 S, showcasing an alluring new Stripe livery. 

  • Revealed on May 16, 2023, the latest model retains its core features while incorporating design updates.
  • Ducati equips the 2024 SuperSport 950 S with a fully adjustable Öhlins suspension.

The SuperSport 950 S stands out with its remarkable Stripe livery, blending classic hues with contemporary aesthetics. The predominant Iceberg White fairing serves as a canvas for the addition of a distinctive red stripe, complemented by a thicker gray stripe beneath it. These vibrant stripes are separated by a sleek white line that harmoniously integrates with the rest of the fairing. 

Notably, the red stripe seamlessly flows into the peekaboo glimpse of the red frame, creating an enticing visual appeal. Similarly, the broader gray stripe leads the eye towards the saddle, forming a compelling diagonal line.

To enhance performance and handling, Ducati equips the 2024 SuperSport 950 S with a fully adjustable Öhlins suspension system both in the front and rear. The bike also features a pillion seat cover and a pair of 17-inch wheels finished in Glossy Black, accentuated by a Ducati Red tag.

It’s worth mentioning that the base model will be the only option available in the iconic Ducati Red color for the 2024 lineup.

Underneath its sleek exterior, the SuperSport 950 S houses Ducati’s renowned 937cc Testastretta 11-degree twin engine. With an impressive power output of 110 horsepower @ 9,000 rpm and 93Nm @ 6,500 rpm, this bike delivers exhilarating performance.

Riders can enjoy seamless gear shifts with the six-speed gearbox, complete with an up and down quickshifter and a slipper clutch.

Safety features are not compromised, as the SuperSport 950 S boasts reliable braking capabilities. The front end employs radially mounted Brembo M4-32 monobloc four-piston calipers, gripping two 320mm semi-floating brake discs.

At the rear, a single two-piston caliper operates on a 245mm brake disc. The bike also incorporates Bosch Cornering ABS to ensure optimal control in all riding conditions.

The 2024 SuperSport 950 S is equipped with a range of practical features, including a height-adjustable windscreen and a 4.3-inch full TFT display. Riders can choose from three riding modes—Sport, Touring, and Urban—to tailor the bike’s performance to their preferences. Additionally, traction control and wheelie control enhance stability and confidence on the road.

Kawasaki is preparing to launch an updated version of its Ninja ZX-6R in 2024, according to a recent listing on the U.S. Environmental Protection Agency approved road-going motorcycles list. 

  • the updated model will offer less power than the previous generation to meet the strict emission standard. 
  • expected to feature a longer final-drive gearing to accommodate the lower-revving engine.

While the new model will be less powerful than its predecessor, it will feature more advanced technology and improved emissions performance, making it more attractive to riders in Europe and other parts of the world that have seen the existing ZX-6R removed from the market due to emissions regulations.

The EPA document reveals that the new model, internally coded as “ZX636J” and “ZX636K,” will have a peak power output of 122 hp and a rev peak of 13,000 rpm, which is down from the 127 hp and 13,500 rpm of the previous model. 

The change in power is likely due to Kawasaki’s efforts to meet the latest Euro 5 emissions standards, which require a specific limit on “non-methane hydrocarbons” that is difficult for high-revving bikes to achieve.

To meet these standards, Kawasaki has likely reduced the engine’s outright revs and peak power, without compromising on its performance. 

The new model is expected to feature a longer final-drive gearing to accommodate the lower-revving engine, but will weigh around the same as the current model. This suggests that there won’t be wholesale alterations to the chassis, but rather more up-to-date styling and electronics upgrades, such as a color TFT instrument panel, IMU-assisted cornering ABS, wheelie control, launch control, and stability control.

The updated Ninja ZX-6R will face tough competition in a market that has shrunk considerably since its peak in the 1990s, but Kawasaki is hoping to leapfrog its aging Japanese rivals in terms of technology. 

While the drop in power may disappoint some riders, the new model’s improved emissions performance and advanced technology could make it a more attractive option for those looking for a high-performance supersport bike that meets the latest environmental standards.

KTM made a surprised announcement when they introduced the track-only KTM RC 8C back in June last year.

  • 24 units of newly-produced KTM RC 8C to be made available in Australia and New Zealand.
  • The RC 8C is powered by a 899cc parallel-twin engine producing 128hp. 

The introduction of the RC 8C marks the Austrian firm’s comeback into the supersport segment after the discontinuation of the 1190 RC8. 

At the time, only 100 of these bad boys were made, and only those who were lucky enough managed to get their hands on the ultra-limited RC 8C.

However, if you’re currently residing in Australia and New Zealand, KTM has some fantastic news for you at the land down under as 24 units of newly-produced RC 8C are making their way there. 

According to KTM, the RC 8C is on sale for AUD56,990 in Australia and AUD61,999 in New Zealand, with online orders that will open starting October 19, 2022.

Now, you might think the RC 8C is just another sportsbike considering it runs on the same 889cc engine found in the 890 Duke. 

We can assure you that is not the case, and although it shares the same powertrain as the Duke, the RC 8C is as race-focused supersport as it gets.

When they said the RC 8C is similar to a race bike, they meant it, especially when the carbon-reinforced fibreglass superstructures are heavily inspired by Red Bull KTM Factory Racing MotoGP RC16 and only weighs 140 kilograms (that’s 26 kg lighter than the Yamaha YZF-R25)!

Underneath that vibrant-orange panel sits an 889cc parallel-twin LC8 DOHC with an eight-valve (taken from the 890 Duke R) strategically placed in a specially designed 25CrMo4 tubular steel frame and capable of producing 128hp.

The RC 8C gets a 43mm WP Apex Pro 7545 with a handmade closed cartridge front fork assembled by the same team responsible for making and maintaining the suspension of the RC16.

Meanwhile, the rear is managed by a WP APEX PRO 7746 monoshock equipped with separate compression and rebound adjustments to make the bike suits the need of every race track on the planet.

Other exciting features include:

  • 16L tank
  • Dymag forged wheels with Pirelli SC1 slick tires
  • pair of Brembo Stylema callipers
  • 290mm floating disc at the front
  • 230mm floating disc at the rear
  • Brembo 19RCS Corsa Corta radial brake pump
  • Akrapovic titanium exhaust

As we were saying, the KTM RC 8C is a full-blown track beast and lucky Australian and New Zealanders will get a chance to get their hands on a very potent sportsbike. 

Yamaha releases revised YZF-R25 sport MT-25 naked in its Japan, both sporting light revision plus new colourways for the former.


Digital designer Oberdan Bezzi sure thinks so, and this Triumph Trident 660 RR render of his gives us an idea how it should look like…


  • 600cc supersport bikes were once developed on par with their bigger counterparts.

  • It was the most popular class and outsold the bigger bikes.

  • The class has been in decline but why?

We looked at the genesis of the 600cc supersport models in Part 1, so let’s take a look at more of the groundbreaking models in this part.

As we mentioned earlier, the class became a hotbed for sales across the world as riders sought bikes that are not only cost less to buy, they cost less to insure, too. Besides that, 600cc bikes were getting pretty fast but were still relatively easier to ride than their 750cc and 1100cc counterparts. The category should have seen ongoing developing and good sales, but something happened along the way to cause its decline.

Kawasaki Ninja ZX-6R (1995)

Sure, the ZZ-R600 was fast and handled reasonably well, but there’ no getting away from its sport-touring platform. No one is going to race that and win.

So, Kawasaki chucked out that format and returned to with a sporty 600 in 1995. With a bodywork based on the Ninja ZX-9R, the ZX-6R had ram air intake too, which upped engine power to 101 hp. That made it the first production 600 to go above the “ton.” It went faster too, hitting 262 km/h.

Now the power wars were on.

Suzuki GSX-R600 SRAD (1997)

Suzuki finally got on the ball and released the GSX-R600 a year after the groundbreaking GSX-R750T. The smaller Gixxer was based almost thoroughly on the 750, albeit with a sleeved-down engine, adjustable but conventional telescopic shocks and 4-piston front brake calipers. But it did have Suzuki Ram Air Direct (SRAD).

It was a manic bike on the road, suited to twisty roads that’ll have bigger bike riders holding back on the throttle.

Yamaha YZF-R6 (1999)

The class is going to get even hotter. Yamaha finally fought back with the sublime YZF-R6, a year after launching the YZF-R1. However, the R6 didn’t share any parts with the R1 except for a compact, light and agile concept.

As per the R1, the R6 received a “stacked” transmission. It shortened the engine and provided the bike with a short wheelbase (shorter than the FZR400RR). That allowed engineers to move the fuel tank backwards and consequently the handlebars toward the rider. It was the beginning of mass centralisation.

The manic inline-Four spun to 13,000 RPM and put out 120 hp. Since it was also light, it accelerated faster and had a 265 km/h top speed.

Triumph TT600 (2000)

Triumph decided to get into the middleweight market too, since it was thriving. It was a brave decision since the new Triumph had to contend with what the Japanese had done for many decades.

So, the Hinckley manufacturer gave the TT600 the best components such as an aluminium frame, fuel-injection, forged pistons, fully-adjustable suspension and top-of-the-line Nissin brakes.

It handled really well, as a result but the engine was blighted by spotty fuel injection programming.

Kawasaki Ninja ZX-6R/ZX-636 (2003)

With the everyone in the class now fighting tooth and nail, Kawasaki decided to up the power of their ZX-6R. Not in the conventional term, instead by upping engine capacity to 636cc. This “cheater” engine was for the road, while the manufacturer offered a 600cc machine for racing (like how what Ducati is doing currently with the Panigale V4).

It may have been a 636, but it was as close to an engine tuning gone mad. This is why the engine is a favourite among stunt riders (including one Aaron Twight).

Triumph Daytona 675 (2005)

Triumph wasn’t going to give up and 2005 saw the much-loved Daytona 675. Again, they held nothing back in terms of chassis components but the engine also saw it being changed to a triple. The three-cylinder engine has natural primary and secondary balance, besides having the right amount of torque and top-end horsepower. The 675cc is based on the extra capacity allowance for three-cylinder bikes in racing.

Years of development saw the engine grow to the current 765cc, which also powers the Moto2 grid.

The bike and its later variants were the best-handling 600 supersport. Period.

It had to end…

Suddenly, the 600s were gone. Much of it was due to riders moving on to sport-touring and dual-sport motorcycles. Sportbikes, whether 600cc, 750cc or 1000cc were suddenly spurned as riders seek something more practical to fit a whole variety of uses and roads.

Currently, there are only the Kawasaki Ninja ZX-6R, Suzuki GSX-R600 and Yamaha YZF-R6 soldering on as pure 600cc supersport bikes. However, only Kawasaki and Yamaha are really pushing the development on their bikes. Hang on, though, Aprilia is about to launch their RS660.

There are bikes in the 600cc class at the moment, such as the Honda CBR650R, Kawasaki Ninja 650 but these aren’t true supersport bikes. Still, they’re much more practical at the price of all-out performance.

2019 Honda CBR650R

Will the 600cc supersport class ever see a resurgence? We do hope so.

  • 600cc supersport bikes were once developed on par with their bigger counterparts.

  • It was the most popular class and outsold the bigger bikes.

  • The class has been in decline but why?

600cc supersport bikes were once developed on par with their bigger counterparts and actually ruled the sales sheets in some countries. While there are still three major manufacturers producing them, they seemed to have “disappeared.”

What happened?

Let’s take a look at some of the best 600cc supersport bikes.

Yamaha XJ600 (1984) – The beginning

The Japanese manufacturers were already making sub-600cc machines by this time. Honda had the CBX550 F2, Kawasaki with the GPz550 and Suzuki with their GSX550ES. These were all inline-Fours, with monoshock rear suspension, adjustable forks and disc brakes to boot. Yamaha’s XJ550 lagged behind with twin rear shocks, basic forks and no bodywork.

Then in 1984, they unleased the XJ600, complete with a racy bodywork (which looks much like an RD/RZ), monoshock suspension, all-around disc brakes. The 598cc engine trumped the rest.

Kawasaki GPz600R (1985) – Beginning of the supersport

You guessed right if you thought the other manufacturers would fight back. Kawasaki was the first who did so. What they did was to introduce a new form of 600 – what would become the basis of the supersport class – in 1985. It wasn’t just any 600 wrapped in full-fairing for this was a giant-killer. Legend has it that it would run rings around bigger bikes such as the Honda CB900F, Suzuki GSX1100 and Kawasaki’s own GPz1100.

The engine’s technology was adapted from the GPz900R Ninja (which was the world’s fastest production bike at that point), including the piston stroke. It also had a twin cam, 16-valve head. Liquid-cooling was also adopted from the GPz900R.

Kawasaki didn’t stop there. The bike was given a perimeter frame, adjustable Uni-Trak rear suspension, anti-dive forks, and 270mm diameter brake discs up front. The steering geometry also mimics that of the 900. Finally, it featured radial tyres, which was a new development at the time.

It was the first 600 to be built like a race replica.

Honda CBR600F (1987) – The all-rounder

Honda CBR600F

Honda could’ve fought back with a mad 600, but Big Red has always emphasized rider control which leads to fuller enjoyment. Hence the CBR600F in 1987. It did look racy with the all-enclosing bodywork but as we said earlier, it was made to be ridden everyday, in the canyons on weekends and could still turn in decent lap times at the track. It also had 17-inch front and rear wheels that made for better handling. But most of all, it was made simple and reliable. The CBR600’s legacy lasted for almost 20 years and the engine went to power the Moto2 grid for the first few years.

Yamaha FZR600 (1989) – More sport focus

As competition heated up on the tracks, the 600 class started to take on more sporty vocation like their 750cc siblings. The best example of this was the FZR600. It gained the aluminium twin spar Deltabox frame and bodywork of the FZR750.

The engine however, was a four valve per cylinder job, unlike the FZR750’s Genesis 5-valve head, but the former was given a longer stroke for low down and midrange torque. It resulted in a lively ride, which then became a favourite among the wheelie-happy crowd. It’s said that many FZR600s had oil starvation issues, due to long wheelies.

Kawasaki ZZ-R600 (1990) – First 260 km/h 600

You can bet that Kawasaki always fights back with mo’ po-wa (more power). And they didn’t disappoint with the ZZ-R600. Just like its forebear, the GPz600, Mean Green had upped the GPz900R Ninja to the ZZ-R1100 and scored another world’s fastest production bike title. So, the 600 was again given some of the same tech as the bigger bike.

Along with new-found ram air induction, the ZZ-R600’s engine pushed it to a 260 km/h top speed from a standing start. Not only that, it was faster than most 750cc bikes of the time, and that top speed was just less than 20 km/h lower than the ZZ-R1100’s.

However, Kawasaki somehow made the ZZ-R lineup to more of sport-tourers. But that’s about to change.

  • Aprilia has been missing in the middleweight supersport segment.

  • Rumours surround the possibility of the company working on a two-cylinder engine.

  • The new engine could be based on the present RSV4 superbike engine.

If there’s one manufacturer that’s glaringly missing from the middleweight supersport segment is Aprilia. Sure, sure, the Noale-based company has the Shiver 900 two-cylinder (V-Twin) bike, but that’s a naked sportbike/standard which started as a 750 in 2007.

Well, Asphalt & Rubber reported that Aprilia’s R&D department is in fact working on a two-cylinder supersport bike. It is also believed that the factory will remove the two rear cylinders of the RSV4 engine, turning it into a parallel-Twin.

Parallel-Twins are more compact dimensionally and easier to pack within the tight constraints of a compact frame, for a compact machine overall. A compact frame and chassis should definitely be on the cards, since it’s a supersport bike. KTM has already gone this route by adding a cylinder to the 690 Duke single-cylinder thumper, resulting in the parallel-Twin LC8c in the new 790 Duke.

However, if Aprilia’s engine does come to fruition, you can bet that it will not be a 500cc powerplant, since the “new middleweight” segment for two-cylinder engines had moved up to 800cc.

You may also recall that it was Aprilia who brought out the APRC (Aprilia Performance Ride Control) rider aid suite to mass-produced motorcycles. It should be no different in this sense as the MV Agusta F3 800 will be the first middleweight supersport to be equipped with an IMU (Inertia Measurement Unit). The IMU is the key to lean-angle sensitive traction control and ABS (besides others) rider assistance.

Aprilia RSV4 RF TFT showing APRC settings

Having a new middleweight engine should also serve as a positive for Aprilia, as they could have a new range of bikes based on the engine as the platform.

When could we expect to see the new middleweight Aprilia? Possibly at INTERMOT or EICMA in 2019, as the motorcycle industry gears up for the introduction of Euro 5 emissions standards in 2020.

So what is next for Aprilia in Malaysia?


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