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Aston Martin teamed up with a motorcycle maker to create one of the only turbo bikes in the world

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by klee@businessinsider.com (Kristen Lee) from https://news.yahoo.com

Aston Martin

  • The AMB 001 is an upcoming bike created by Aston Martin and Brough Superior.
  • It has a turbocharged motor, which is very unusual for a production motorcycle.
  • Only 100 will be made and the starting MSRP is 108,000 Euros, or approximately $121,000.

The words “cheap” and “Aston Martin” don’t typically go together, so it’s of no surprise that the upcoming Aston Martin motorcycle is ludicrously expensive.

Aston Martin teamed up with the motorcycle company Brough Superior to create the upcoming AMB 001. It’s a sleek, futuristic-looking thing that seems way more appropriate for the upcoming Cyberpunk 2077 video game than our lowly reality.

The two companies are currently in the testing stages for their new bike. The specifications aren’t yet final, but a Wednesday press release says that the bike will produce a claimed 180 horsepower from a turbocharged, 88-degree V-twin engine.

The turbocharged aspect of the AMB001 is especially interesting, as the majority of production motorcycles — save for a few attempts by Japanese companies in the 1980s — are not turbocharged. There are a couple of reasons for this.

First, as The Drive reports, packaging a turbocharger into a motorcycle is a difficult job. They add extra power and weight the bikes weren’t originally designed for. Turbos and all their related parts are bulky things and it’s not easy to fit them nicely on a bike.

Second, a turbocharged engine tends to produce very sudden torque. Cars, with four wide tires, are more suited to handle this. Bikes are not, so a sudden burst of power is more likely to spook the back tire and cause it to break loose uncontrollably, explains Cycle World.

Aston Martin, in response, says that the “modern turbine with low inertia is avoiding the turbo lag that was damageable on the Turbo motorcycle attempts from the ’80s.”

Aston Martin and Brough Superior will make just 100 examples of the AMG 001. They will start at 108,000 Euros, which is approximately $121,000.

Keep scrolling to see more.

The AMB 001 is the result of a partnership between Aston Martin and motorcycle company Brough Superior.

A key design feature is the aluminum “fin” that runs along the carbon-fiber gas tank, under the saddle, and onto the rear.

The rest of the bike is largely made from light-weight carbon fiber.

It’s unclear if the rider will be able to see the full gauge cluster with the fin appearing to block some of it. Also, it sort of seems like the gauge cluster is an iPhone. Business Insider has reached out to Aston Martin for clarification.

Aston Martin says the AMB 001 will produce a claimed 180 horsepower from a turbocharged engine.

Production motorcycles are not typically turbocharged. This makes the bike extra special.

Here, you can see it wearing the traditional Aston Martin camouflage livery.

And being tested at a track in Pau-Arnos, France.

The leather seats are as well-crafted as any car interior.

High quality leather and stitching were used.

No official weight figures are available yet, but Automobile Magazine says the AMB 001 will probably weigh “less than 600 pounds in final form.”

And that’s with all the turbocharger bits. Impressive.

Only 100 examples will be made.

Each will have a starting price of 108,000 Euros, or approximately $121,000.

Review: 2020 Kawasaki W800

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by Sabrina Giacomini from https://www.rideapart.com

A legend brought back to life.

The 2019 show season was a good one for Kawasaki. Not only did Team Green unveil the Z H2 as well as the updated Ninja 1000 SE SX+ and 650, but it also teamed up with Bimota to create the polarizing Tesi H2 prototype. As though that wasn’t enough, the manufacturer also introduced the W800, a stripped down, entry-level version of the W800 Cafe.

I remember vividly the collective gasp we had when the model was first unveiled. The clean and simple lines were a hit among the RideApart team. I even remember being just a little upset about the U.S. and Canada getting the bike in red rather than in the gorgeous shade of green we saw in Tokyo. My disappointment didn’t last long, however, and by the time I picked one up from the Kawasaki HQ, it was completely crushed by how charming the bike actually looked. More on that later, let’s start from the beginning, shall we?

The year was 1965. While Americans and Russians were continuously outshining one another on the aerospace innovation front, Japanese and European motorcycle manufacturers had an ongoing Space Race of their own. Instead of reaching for the stars, however, the Big Four were competing for the title as the maker of the most powerful motorcycle on the market.

The early- to mid-60s were also formative years for newly-formed Kawasaki Motorcycle Co—a new competitor on the motorcycle scene born from the fusion of Kawasaki Aircraft Industry and Meguro Manufacturing Company in 1964. Thanks to the solid foundations provided by Meguro’s 30-year experience with motorcycles, it wasn’t long before Kawasaki introduced its first big displacement bike, the W1, in 1965. The 624cc parallel-twin is credited for putting Kawasaki on the map as a big bike maker and a serious competitor to Honda and Yamaha. The W1 was followed by the W2, then the W3 before the badge was ultimately dropped in 1975.

Fast-forward 24 years and Kawasaki revived the nametag just in time for the new millennium. In 1999, the W650 became Team Green’s attempt to take its share of the retro-revival cake, going up against an old-school heavyweight, the Triumph Bonneville. The model sold in North America for a meager two years before lame sales caused Kawasaki to pull the bike from the States and focus on the European and Japanese markets instead.

The reality of emissions standards soon caught up to Kawasaki and, by 2007, the manufacturer had to bid the W goodbye once again. Thankfully, the company didn’t wait another quarter of a century to revive the venerable badge. In 2011, it introduced the new and improved W800. The parallel-twin was fully overhauled a met the then current regulations. The fun lasted for another five years before the European Union came knocking once more with new regulations on emissions. This time, the turn-around was much faster and after a short year off the market, the W800 made a triumphant comeback in 2018.

Interestingly, instead of introducing an entry-level model first and following up with more elaborate version, Kawasaki did the opposite got the W ball rolling once again with the W800 Café. The entry-level W800 came the following year as a 2020 model-year. 55 years later, the W continues to roll out of the same plant that first produced the W1—talk about looping the loop.

2020 Kawasaki W800
Engine: 773cc, four-stroke, parallel-twin
Transmission: five-speed
Performance: 52 hp/46 lb-ft
Brakes: 1 x 320 mm disc with two-piston caliper front, 270 mm disc with two-piston caliper back
Suspension: 41mm telescopic fork front, preload adjustable twin-shocks back
Wheels: 100/90-19” front, 130/80-18” rear
Wheelbase: 57.6 inches
Seat Height: 31.1 inches
Weight: 496 pounds
Price: $9,199

If you like the look of the Kawasaki W800 in pictures, wait until you see it in person—I have yet to find a photo that does it justice. The W800 is a handsome bike. The proportions are elegant and Kawasaki found the right balance of chrome and black so that the bike doesn’t look like a disco ball. The manufacturer has been particularly attentive to the small details that give the model its tasteful but not tacky vintage look. Features such as the peashooter exhausts, the round turn signals, the braced fenders, and the exposed bevel-drive camshaft were borrowed from the original W, the one that started it all.

There’s no fluff or luxuries involved here—the W800 has standard ABS and that’s about as fancy as it gets. The two big dials at the center of the headstock are your analog speedometer and rpm gauge. There is a small digital display that shows mileage, trips, time, and such in the left-hand side dial and the usual panel of warning lights in the right-hand side one. There isn’t even a fuel gauge to let you monitor your progress. Just like on an older bike, you either have to do a bit of guessing or wait for the fuel warning to turn on.

As a standard, the W800 is your run of the mill, easy-to-get and to ride-on type of bike. The ergonomics are relaxed; for my 5’8” stature, the knees were at a comfortable, almost-90-degree bend and the straight handlebar is easy to reach without having to stretch the arms completely. This is as standard—and as comfortable—as this type of bike gets.

The Ride

If you’re looking for a bike that stands out with a particularly spicy or spunky personality, then chances are the W800 will feel a little underwhelming. Keep in mind that this isn’t a bike meant to be flashy—it plays the understated card and it plays it well. There’s beauty in simplicity, and while the W doesn’t have the spark of, say, a Z, it does have a few good things going for it.

The engine note is my favorite part. As the Kawasaki representative put it when I picked up the bike and did the walkaround, the bike has a really rich note at low rpm. Then, around the 5,000rpm mark, the grunting engine evens out and becomes as smooth as silk. Sure enough, I started the engine and a nice, musical rumble echoed out of the peashooters. Having to hear that aria in parallel-twin at every take-off definitely made city commuting a delight.

In the city, the W behaves impeccably—not even the addition of an occasional passenger fazes it. It’s nimble and easy to whirl around in an environment where obstacles and traffic lights abound. The stopping power provided by the single discs front and back was efficient without being too mushy or aggressive—a good middle ground for a standard bike that won’t try to buck you off the saddle.

Despite weighing a healthy 496 pounds, the bike is easy to maneuver at low speed, or even to walk out of a tight spot. The steering is breezy and light in the hand, you don’t have to wrestle it into submission or convince it to make a turn.

Once you get on the highway, you get acquainted with the bike’s only real flaw. At a certain speed, I could feel the front wheel buffet, a feeling exacerbated by speed. If you wish to put a few hundred miles on the factory tires (hey: they’re “free” tires!) then adjusting your speed accordingly, below the 70-mph mark will help for a while. If you’re willing to spend the extra money, a good set of radials can make the bike virtually perfect.

The engine itself is irreproachable at any speed. Even cruising at highway speeds felt effortless and I barely even touched the fifth gear—the mill happily purred away in fourth around the 6,000rpm mark. Power is easy to manage, the gears are long (you only get five instead of the now-standard six) and the throttle output is nice and gradual. The clutch is light under the fingers and the gears are smooth as butter—just make sure you give the lever a good kick shifting from first to second, the travel between the two seems a tad long which means I often ended up in Neutral. User error, probably.

The Conclusion

A small part of me thought the W800 would have a little more personality. Just a little something-something to give it more oomph, like with the other Kawasakis. However, I was wrong to expect that of the W because that’s not what the bike is for. It’s the celebration of a legacy rather than something revolutionary. Did I smile while riding it? I did, so in that regards, it fulfilled its mission.

The W800 is designed to be simple, straightforward, and mostly to play nice. In fact, it’s so well-mannered that I could easily recommend it as a starter bike. Think about it: it’s easy to maneuver and easy to control which also makes it easy to learn on without being overwhelmed.

Personality-wise, it might not be the right fit for me. That being said, if I could justify owning more than one bike, I would own a W for its looks alone. If you decide to buy one, be ready to have people come and ask you about it because they will. It seriously is that pretty.

MotoGP-Fast Ducati Superleggera V4 Enters Production, Soon on the Streets

By | General Posts

by Daniel Patrascu from https://www.autoevolution.com

In the second month of 2020, Italian bike maker Ducati announced the launch of the Superleggera V4, a bike for street use so fast it is borderline a MotoGP two-wheeler. Production of the motorcycle began this week, meaning there isn’t that long until we get to see it on the tarmac, where it belongs.

The first Superleggera V4 already rolled off assembly line, and work is ongoing on the other 499 that will make up the limited production run. Once ready, the world would have 500 examples of the only motorcycle “approved for road use with a carbon fiber frame, swingarm and rims.”

So, what’s so special about it?

First, the engine. Packing a 998 cm3 Desmosedici Stradale R powerplant that is usually good for 224 hp, the bike produces even more than that, 234 hp, thanks to the racing kit all will be offered with. That’s enough power to make it nearly as fast as the Panigale V4 R SBK, a race bike that won the 2019 Italian Motorspeed Championship – the V4 went around the Mugello circuit in 1:52:45 minutes, just a couple a seconds slower than the racer.

Then, the extensive use of carbon. The material is at the core of important hardware fitted on the motorcycle, including the frame, swingarm and rims. And it has also been incorporated in other related parts, like the helmet specifically created for this model.

Last, but not least, the many kits available. They comprise an Akrapovi exhaust system, headlamp and light replacement, license plate holder removal, side stand removal, mirror replacement aluminum caps from billet, Data Analyzer and GPS, racing fuel cap, brake lever protection, motorcycle cover, and front and rear stand and battery charger.

Prices for the Ducati Superleggera V4 are available upon request. Customers will also receive a track test on the factory Panigale V4 R, and the chance to ride for a brief time a Desmosedici GP20.

 

After The Ninja And The Z, Is The Kawasaki Vulcan H2 Next?

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by Sabrina Giacomini from https://www.rideapart.com

The God of Fire is getting a boost.

In 2015, Kawasaki introduced its first modern-day supercharged motorcycle, the Ninja-based H2. Four years later, the Z H2 hypernaked followed. What will happen next? After all, developing a new engine takes time, R&D, and funds, so when a new block is created, it makes sense for manufacturers to take full advantage of its potential. So, will Kawasaki simply stop there or will find other applications for its forced induction mill?

The answer to that could be the latter. Rumors from Japan suggest that Kawasaki could be about to shake things up in the power cruiser segment, supercharger style.

According to Japanese site Young Machine, there is apparently a Vulcan H2 in the works at Kawasaki. The model would, of course, use the same 998cc supercharged inline-four as its Ninja and Z siblings.

The speculations about a Vulcan H2 are connected to the rumor that Kawasaki is planning to overhaul its Vulcan lineup altogether. Considering the manufacturer would likely have to rethink the chassis to accommodate the supercharged engine, timing the new H2’s development with a lineup upgrade all makes sense.

Thai site MotoRival produced a render of what they imagine the Vulcan H2 would look like. Silhouette wise, the design seems inspired by the Vulcan S with the single-rider saddle, tear-drop tank, and elongated handlebar but the headlamp cluster is clearly borrowed from the Z H2 which creates a weird blend of modern and more classic lines.

This is only speculation as Kawasaki has neither confirmed or denied the rumor. According to Indian Autos Blog, if the manufacturer really is working on a (super)powercruiser, chances are we won’t see it for another couple of years. Whether you like powercruisers or not, the notion of a supercharged model is admittedly something we can be curious about.

Benelli SRK 600 street fighter spied undisguised

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by Nithyanandh Karuppaswamy from https://www.rushlane.com

Chinese-owned Italian motorcycle brand Benelli is in the process of strengthening its middle-weight sportsbike portfolio

Several months ago, a sharp looking street fighter with 600 badge was spied in China, sparking speculations that it was the next generation TNT 600i. However, in November 2019, Benelli unveiled the new gen TNT 600i which looked more like a facelift of the current version and had nothing in common with the previously spotted prototype.

The sportier version of the 600 has now emerged online again, this time with SRK 600 moniker. It looks like Benelli SRK 600 is a premium alternative to the TNT 600i with additional features.

Visually, the Benelli SRK 600 is up there with contemporary street fighters with a sporty headlamp, complete with aerodynamic cowl. The new motorcycle also features edgy fuel tank with sharp extensions and a stubby cantilevered tailpiece with contoured seat and a minimal taillight.

As far as the hardware is concerned, the Benelli SRK 600 appears to inherit its TNT sibling’s components. The new street fighter is underpinned by a trellis frame which is supported by a sturdy inverted telescopic front fork and an eccentrically mounted rear monoshock. The alloy swingarm also looks pretty similar to the unit seen on the new TNT 600i. The 17-inch alloy wheels, thick rubber, twin front discs and a single rear disc are also identical to those of the TNT.

The four down-tubes confirm that the 600 cc inline-four cylinder engine has been carried forward as well. On board the 2020 Benelli TNT 600i, the sweet sounding motor produces 81.6 hp and 51 Nm of torque. Transmission is a 6-speed unit. Considering that the SRK 600 will be positioned above the TNT 600i, we expect the motor to dish out a slightly higher power output. The SRK ditches the underbelly exhaust for a short canister which terminates just below the swing arm.

From the spyshots, we can also observe that the Benelli SRK 600 is equipped with color TFT instrument panel, a flat handlebar, alloy brake and clutch levers. We expect the sportsbike to offer riding modes and a few electronic systems like multi-stage traction control and ABS.

The Benelli SRK 600 is expected to make its world premiere at EICMA 2020 in November provided the even is not cancelled. We expect the motorcycle to make it to India a few months later. Benelli’s immediate focus in India after this lockdown period would be to upgrade its existing portfolio to BS6 emission standards before ushering in new products.

Honda’s upcoming inline-four ADV to take on Ducati Multistrada: Patent images leaked

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by Pradeep Shah from https://www.financialexpress.com

Looks like Honda’s Multistrada V4 challenger will come with a breathtaking design! Find all details here.

Honda is currently working on a full-fledged ADV and very recently, the patent for the same has been filed with the European Intellectual Property Office. While on one hand, Honda’s Africa Twin CRF1100L aims at serious off-roading, on the other, the said ADV model will have a focus on the roads and will compete against the likes of the upcoming Ducati Multistrada V4, BMW S 1000 XR and the Kawasaki Versys 1000 in the segment. One of the important highlights of the upcoming Honda ADV will be that it will feature an inline four-cylinder engine. The ADV will get 17-inch alloy wheels at both ends. As one can see in the patent images, courtesy RideApart, the bike will get a semi-fairing and should get a full-LED lighting system.

Moreover, in terms of features, the ADV is expected to get a fully coloured TFT instrument cluster and the unit should support Bluetooth connectivity as well. The bike is also expected to get an adjustable windscreen. Also, as one can see in the patent images, the bike will get inverted forks upfront along with a rear monoshock. Moreover, the bike will come with dual disc brakes upfront along with a single disc at the rear and a dual-channel ABS (Anti-Lock Braking System) will be a part of the package as well. The bike will get a single-sided swingarm too.

Coming to the powertrain, there aren’t much details available yet. However, we believe that being a full-fledged, full-size ADV, the bike will draw power from a litre-class engine that should have a power output of well over 100hp. We can expect to see this bike sometime next year with a public debut likely at the 2021 EICMA motorcycle show.

Aprilia RS660 Supersport spotted testing undisguised

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by Pradeep Shah from https://www.financialexpress.com

Aprilia RS660 will soon be making an official entry to the markets soon and the latest spy shot reveals a lot of interesting details

Aprilia’s middleweight supersport – the RS660 has been snapped testing doing test runs, image courtesy Aprilia Forum. What is even more interesting is the fact that the middleweight Aprilia was snapped alongside a Honda CBR650R, possibly due to performance comparison and some other aspects. The RS660 test mule that has been snapped looks production-ready and can be seen devoid of any camouflage on the body. The bike can be seen with well-finished body panels. As there is no test equipment mounted on the motorcycle, this further confirms that the bike is ready to enter production soon. The global debut of the Aprilia RS660 was earlier slated to take place on 9th May but the same has now been postponed with the Covid-19 crisis.

At the 2019 EICMA, the Aprilia RS660 concept was showcased for the first time which left a lot of visitors awestruck. This is all thanks to an impressive design language including the all-LED headlamp cluster upfront with sporty looking LED DRLs that should make the bike looks majestic and predatory in the dark. Moreover, what makes the RS660 quite interesting and worth waiting is its low kerb weight of just 169 kg and hence, one can expect an exciting power-to-weight ratio which should make it a great weapon for the racetracks. Now coming to the powertrain, the Aprilia RS660 is powered by a 660cc, parallel-twin motor that is good for producing a peak power output in the region of 100hp.

The bike also gets an impressive electronics package that includes a six-axis IMU along with wheelie control, traction control, quick shifter and five riding modes as well. India launch of the Aprilia RS660 is most likely and that should take place soon after its global debut. The RS660 is seeming a worthy middleweight supersport and in the current scenario, it will lock horns against the likes of the Kawasaki Ninja ZX-6R in the segment. Also, can you see it as something that can be a worthy alternative to the highly-respected Triumph Daytona? Well, only time will tell.

China-made Brixton 1200 cleared for production

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by Pradeep Shah from https://www.financialexpress.com

China-made Brixton 1200 cleared for production: 1200cc modern classic has Bonneville T120 in its sights!

About the new 1200cc model, Brixton says that it “shows the way of Brixton Motorcycles into even higher capacity classes and proves the development competence of our brand.”

Brixton 1200 – a 1200cc modern classic has been cleared to enter production as per a report on Bennetts. The modern classic will lock horns against the likes of the Triumph Bonneville T120 in the segment. Showcased as a concept at 2019 EICMA motorcycle show, the said model will be made in China. However, Brixton comes under the KSR Group from Austria that is responsible for importing motorcycles from multiple Chinese manufacturers. The design and engineering part for the Brixton 1200 has been taken care of at KSR’s design center that is located in Krups, Austria. The Brixton will most likely draw power from a 1200cc, parallel-twin engine that will put itself very much in the Bonneville T120 territory. In terms of aesthetics, the Brixton 1200 looks like a proper modern classic with an all-LED rounded headlamp upfront, wired wheels, all-black theme and touches of chrome just at the right places.

About the new 1200cc model, Brixton says that it “shows the way of Brixton Motorcycles into even higher capacity classes and proves the development competence of our brand.” As of now, the exact timeline for the production of Brixton 1200 isn’t clear and the company says that it wants to create a technically mature vehicle without time pressure, a vehicle that meets more than just the high-quality requirements in these cubic capacity classes.

Apart from showcasing the Brixton 1200, the company launched Crossfire 500 and Crossfire 500X last year. The two get power from a 486 cc, parallel-twin motor good for churning out 47 bhp of power. The said models entered production soon after they were showcased as concepts and the same can be expected from the Brixton 1200 as well. More details on the Brixton 1200 expected soon, so stay tuned for all the updates!

Also, will the Brixton 1200 be able to give a tough fight to the Triumph Bonneville 120?

2020 Suzuki Burgman 200 unveiled

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by Abhinand Venugopal from https://www.rushlane.com

Suzuki’s new Burgman 200 churns out 17.7bhp and 18Nm of torque from a 200cc liquid-cooled engine

Suzuki Motorcycle has unveiled its new Burgman 200 for global markets. The 2020MY max-scooter might not make it to our market (in the foreseeable future) unlike its lesser 125cc sibling, Burgman Street. The Suzuki Burgman Street (now in BS6 format), although not exactly a Burgman sibling but an Access 125 in a different avatar, introduced a new genre of scooters to the wider Indian mass. This was something which the old, large and expensive Kinetic Blaze could not do.

The 2020 Suzuki Burgman 200 is mechanically identical to its previous version. A 200cc liquid-cooled single-cylinder generates 17.7bhp and 18Nm torque while mated to a CVT. It gets 13-inch and 12-inch alloy wheels at the front and rear, respectively. The scooter boasts of dual-channel ABS thanks to twin 240mm discs at the front and a 240mm rotor at the rear. Suspension duties are carried out by conventional telescopic forks and a monoshock.

In its global spec, the maxi-scooter is available in three colour choices: White, Black and Silver. As mentioned before, the chances of it coming to our market are slim especially when considering the current state of affairs. Global automotive industries have been badly affected by COVID-19 and many brands are trying their best to minimise losses. In India, automakers are collectively losing about Rs 1000 crore each day. On the other hand, several dealerships are on the verge of shutting shops forever.

Thanks to BS6 emission norms, the Indian scooter market has witnessed a rapid evolution. Besides offering new features and styling, almost all the new BS6 scooters come with FI. Some scooters have a lost a bhp or two but let’s face it, most of the mainstream scooters feel exactly the same to ride.

Still, there are certain ‘sporty’ choices to appeal to a smaller group of buyers. Examples include the Aprilia SR 160, TVS NTorq 125 Race Edition and to an extent, Yamaha Ray ZR Street Rally. Meanwhile, Piaggio’s Vespa range is a premium and elegant choice. Sales of these scooters are relatively less but just enough to remain on the market. Hence, there is a small potential for premium scooters in India.

However, the shift towards high-displacement CVT scooters should be gradual for them to be sensible alternatives to motorcycles coming at a similar price range. At the moment, 125cc scooters are the best performers on the sales chart and it would take some time for the market to see the same demand for 200cc scooters.

Aprilia Terra 250 adventure motorcycle spied in China

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by Abhinand Venugopal from https://www.rushlane.com

Aprilia’s new Terra 250 adventure motorcycle is powered by the same power plant in CFMoto’s 250NK

Italian two-wheeler brand, Aprilia is apparently working on a new adventure (or dual-sport) motorcycle in the 250cc category, for the Chinese market. It was recently spied at Zongshen Aprilia’s manufacturing facility in a market-ready format. Zongshen Aprilia is the Italian automaker’s Chinese counterpart.

Aprilia already sells the Terra 150 in China. The 150cc liquid-cooled single-cylinder motorcycle (which originally made its debut in a 125cc avatar) is relatively expensive and has not been able to perform well on monthly sales charts. Zongshen Aprilia aims to change this story with its new Terra 250. The motorcycle could be introduced in other Asian markets in phases but it is too early to make any conclusions.

The Aprilia Terra 250 is based on a split-cradle chassis frame with a box-section swingarm and a tubular handlebar. To aid off-roading characteristics, it gets 18-inch front and 17-inch rear spoke wheels with knobby tyres. Reports state that this is the standard version and a more capable ‘Adventure’ variant could be introduced alongside (with longer suspension travel and 21-inch wheels at the front).

At the moment, a lot of details about the motorcycle remain unknown. However, it shares its power plant with the CFMoto 250NK which could be launched in India soon. The 249.2cc liquid-cooled DOHC single-cylinder engine makes around 26bhp @ 9,000rpm and 22Nm @ 7,500rpm. This is mated to a 6-speed gearbox via a slipper clutch. The CFMoto 250NK can hit a top speed of 140km/h.

The Aprilia GPR 250, which was introduced in China last year, is also powered by the same engine. In the Aprilia Terra 250, the output characteristics could be slightly tuned to suit its touring or off-roading trait. The Terra 250 is a potential product for Aprilia India considering the country’s growing interest in adventure-tourers and low-capacity off-roaders. If launched, it will directly lock horns with KTM India’s upcoming 250 Adventure while also being an interesting alternative to Royal Enfield’s Himalayan and Hero MotoCorp’s Xpulse 200.

However, Aprilia India had previously disappointed Indian motorcycle enthusiasts by stepping away from introducing the RS 150 and Tuono 150. The motorcycles were first showcased in India back at Auto Expo 2018. At the time, the Aprilia RS 150 seemed to be a compelling alternative to Yamaha Motor India’s YZF-R15 V2.0 (now YZF-R15 V3.0). If the Aprilia Tuono 150 was introduced by now, it could have been a strong rival to the Yamaha MT-15.