Flying motorcycles are the stuff of science fiction. That doesn’t mean they’ve stayed that way. In recent years, flying motorcycles are one part sci-fi, one part reality, and all parts absurdity. The Volonaut Airbike is only the latest example.

Created by Polish inventor Tomasz Patan, the Airbike is a VTOL (Vertical Take-off and Landing) vehicle powered by a jet propulsion engine. Per Volonaut, the prototype benefits from a proprietary stabilization system, which unlocks an automatic hover feature and streamlines the controls.

It all sounds highly technical, but don’t expect Volonaut to lift the veil on its technology. Instead of listing specifications, the startup glosses over the specifics. It reports a 124-mph top speed without delving into the mini-turbine engine that achieves that velocity. It claims the prototype is “seven times lighter than a typical motorcycle”

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Over the last eight years, flying motorcycles have amounted to little more than vaporware. Whatever happened to the Hoversurf S3 that Dubai Police tested, or the “air taxis” Suzuki planned to build? Most recently, Rictor debuted the Skyrider X1 at CES 2025, but only presented images and digital renders of the flying electric motorcycle. With those examples in mind, it’s difficult to see the Airbike reaching mass production. That might be a good thing.

While Volonaut describes the Airbike as a “breakthrough in personal air mobility,” part of me shudders at the thought of flying motorbikes. What happens when you run into a windstorm? What happens when you whiskey throttle into a third-story apartment window? What happens if you run out of fuel?

Don’t get me wrong. Speeder bikes and hover bikes look cool on the silver screen, but that doesn’t mean I want to own one.

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BMW completed its 1,300 cc boxer-driven lineup by introducing the 2026 R 1300 RS and R 1300 RT. 

Joining the R 1300 GS adventurer and R 1300 R roadster, the tourers bring two flavors of road-oriented travel to the range. The RT sides with a classic touring approach while the RS sprinkles some sporty ingredients into the recipe. The family ties run deep, too, with both models sharing componentry among each other and their other R 1300 relatives.

The same air/liquid-cooled 1,300 cc opposed twin that underlies the GS and R variants returns to power the RS and RT. BMW still lists the ShiftCam-equipped mill at 145 horsepower (at 7,750 rpm) and 110 foot-pounds of torque (at 6,500 rpm), which accounts for a nine-horsepower and five-foot-pound increase over the outgoing R 1250 models. Like all R 1300s, the RS and RT shoehorn that big boxer into a steel sheet metal frame. From there, the two models take their separate paths. 

The RS sticks to the trail blazed by the R 1300 R. That means a 47 mm inverted fork and BMW’s EVO Paralever II suspend the sport-tourer, retaining the same wheel travel (5.5 inches fore and 5.1 inches aft) as its fairing-less sibling. It doesn’t follow in every footstep, though, as the RS’s 28-degree rake helps extend the wheelbase (60.0 inches) to suit long-distance journeys. What wasn’t changed to serve pavement-pounding ventures is the 4.5-gallon tank retained from the R model.

By contrast, the RT shares some qualities with the GS, but street-focused changes give it an identity all its own. For instance, BMW’s front EVO Telelever and rear EVO Paralever return on the RT, but wheel travel shrinks to 5.9 inches and 6.2 inches, respectively. The 17-inch wheelset caters to the model’s road bias while the 6.3-gallon tank extends the periods between fill-ups. 

The Munich manufacturer almost always showcases its top-of-the-line trims. For proof, look no further than the promo videos for the R 1300 RS (above) and R 1300 RT (below). Both flaunt the premium-spec version of each model. That can be somewhat misleading, especially when the brand only announces the bike’s starting price.

BMW lists the base model R 1300 RS at $16,995. Good luck getting it anywhere near that price, though. When configuring the bike on BMW’s website, the Racer Blue Package comes out to $22,560 while the Triple Black Package bumps the total up to $23,370. Here’s the kicker. Those are the most affordable options. Outfitted in the Performance Package, the RS sells for $24,560. The Option 719 trim only goes one step further, pushing the price to $24,845. That’s a $7,850 markup. In other words, 46% of the model’s starting price. 

It’s a similar story with the R 1300 RT. The costs of the Alpine White ($30,535), Triple Black ($32,575), Impulse ($33,225), and Option 719 ($36,320) Packages all dwarf the tourer’s $22,495 starting price. It’s worth noting that most (if not all) U.S.-bound RSs and RTs will arrive with one of BMW’s accessory packages. Customers can expect those units to appear in dealership showrooms by Q3 or Q4 of 2025.

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The science of braking branches off in many directions, but I want to focus on one element that’s often overlooked and should be understood at least at a basic level by anyone who throws a leg over a motorcycle and ventures out into traffic: stopping distance.

First off, stopping distance in relation to speed is not linear. For example, assuming the same braking force, the stopping distance from 40 mph is not twice the distance of 20 mph it’s four times longer. Why does stopping distance quadruple when speed doubles? Well, because physics. Look it up and you’ll hear: “Kinetic energy increases with the square of the speed.” Many readers may yawn because they remember this from high school, but for those who aren’t aware, this basic understanding is vital for riding.

An accident investigator once told me that the average street rider won’t brake harder than 0.6 g. With that assumption, a 20 mph stop takes about 22 feet. At 40 mph, it becomes 88 feet. If a rider mashes the brakes and activates ABS, they might achieve about 0.9 g. Then, 20 mph becomes 15 feet, and 40 mph becomes 60 feet. And that’s after the delay of seeing the danger, deciding what to do, and applying full brake pressure.

What’s the simple takeaway?

When entering an intersection — or any situation where a sudden stop might be needed speed matters. A lot.

At higher speeds, things really stretch out. Compare 65 mph to a reckless 110 mph. Let’s assume the rider has the nerve to go straight to 0.9 g using ABS. After reaction time and full braking effort, stopping distance at 65 mph is about 157 feet; at 110 mph, it’s around 450 feet. In the real world, using an average one-second reaction time and the more typical 0.6 g braking, the stopping distance from 65 mph becomes 330 feet, and from 110 mph it’s a whopping 835 feet.

Based on measurements, the best braking you’re likely to get is around 1.0 g. Again, because physics. And again, many variables make it hard to lay out exact facts in the real world. Interestingly, it’s not always about tire grip or brake power. A lot comes down to the location of the bike and rider’s combined center of mass in relation to the front tire. It’s roughly 45 degrees back from the front tire. At around 1.0 g, the rear wheel starts to lift. That’s when braking force overcomes gravity holding down the back of the bike. This raises the center of mass, making it even easier for the rear wheel to lift. So, the best braking happens just before the rear wheel starts to climb.

In a famous study of college professors, 94% rated themselves as above-average teachers. So, how would you rate your braking skills? Do you practice hard braking occasionally in a safe environment? Is the skill there when you need it? Does a once-high level of skill fade over time? Are you practicing stops at 40 mph? What about 80 mph? The problem is, there’s a certain amount of risk in practicing, especially at higher speeds, out on public roads.

While riders don’t brake to a stop on a racetrack, they do brake hard lap after lap to gain familiarity with high-speed braking. That’s where a track day or track-based training can translate to safer street riding. It gives a rider a much clearer sense of just how long it takes to bring a bike to a stop at speed. In the end, it probably makes for a more careful street rider.

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 Ducati’s relationship with Lamborghini is one of them. 

Both hail from Italy’s Motor Valley. Both manufacture high-performance luxury vehicles. That’s why it was no surprise when the Italian OEMs teamed up in 2020. The bond only grows stronger with the arrival of the 2026 Ducati Panigale V4 Lamborghini.

The third entry in the collaborative project pairs Ducati’s range-topping superbike, the Panigale V4 S, with Lamborghini’s new hybrid supercar, the Revuelto. While the limited-run Pani retains its core components, several key features draw it closer to the 1,001-horsepower Lambo. 

Ducati Centro Stile joined forces with Lamborghini designers to fashion the Panigale’s aerodynamic winglets and tail piece after the Revuelto’s sharp, aggressive lines. Even the bike’s forged wheels match the pattern found on the Lambo’s rims. Styling wasn’t the only objective, though. So was performance.

Lightening the load is a titanium silencer. Pair the homologated slip-on with the V4 Lamborghini’s full carbon-fiber bodywork and you have the lightest Panigale V4 of the bunch, at 408 pounds (without fuel). That’s four pounds lighter than the standard Panigale V4 S.

Rounding out the add-ons list is a model-specific seat, plexiglas racing windscreen, dry clutch kit, and adjustable billet rearsets. The 63 theme, referring to 1963, the year in which Ferruccio Lamborghini founded the automaker, runs through the project. Ducati will produce 630 examples of the 2026 Panigale V4 Lamborghini and even more exclusive is the Speciale Clienti, which allows 63 select Lambo customers to personalize their Panigale V4 Lamborghini directly with Ducati Centro Stile. Be forewarned, neither option goes easy on the pocketbook.

The Panigale V4 Lamborghini retails for $78,400 USD ($88,800 CAN), while the Panigale V4 Lamborghini Speciale Clienti starts at $100,400 USD ($120,000 CAN). If you need a few days to scrimp and save, fret not, deliveries to North American customers won’t begin until December 2025.

It’s worth noting that the Panigale V4 S carries a $33,895 price tag. Do the V4 Lamborghini’s styling updates, performance upgrades, and factory farkles justify the price hike? Hell no. Probably not. However, the clients Ducati has in its crosshairs may measure value differently. That’s to say, I wouldn’t be surprised if the Panigale V4 Lamborghini quickly sells out. After all, some partnerships just make sense.

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Do you recall the NT1100, that sport-tourer Honda introduced in 2021? How about the CB750 Hornet, the middleweight naked that debuted at Intermot in 2022? Maybe you remember its bigger brother, the CB1000 Hornet SP, which broke cover at EICMA 2023. If those models don’t ring a bell, that’s probably because none of them ever made it stateside. That is, until 2025.

Yesterday, the CB750 Hornet, CB1000 Hornet SP, and NT1100 DCT finally joined American Honda’s lineup. While they may be new to the U.S. market, that doesn’t make them new bikes. Years removed from their initial unveilings, can the NT and Hornets still generate a buzz? Before addressing that question, it’s worth brushing up on each model.

CB750 Hornet

As the smallest bike of the bunch, the CB750 Hornet is also the most approachable. That’s due, in part, to its 755 cc parallel twin, which the naked shares with the well received XL750 Transalp. Big Red doesn’t list the engine’s peak power or torque, but if it performs anywhere near the Transalp’s 82.2 horsepower (at 8,500 rpm) and 55 foot-pounds (at 7,250 rpm), I expect happy Hornet customers.

For the chassis, Honda erected a new steel diamond frame and entrusted the suspension and braking to Showa and Nissin (respectively). The brand doesn’t skimp on tech either. The Hornet offers three levels of engine power, engine braking, and Honda Selectable Torque Control ( integrated with wheelie control). That’s on top of the model’s four available ride modes (Sport, Standard, Rain, and User). Starting at $7,999, the CB750 Hornet is poised to take on its middleweight rivals when it arrives stateside in May.

CB1000 Hornet SP

Honda’s new flagship naked bike may be a Hornet, but the most important designations are the “CB1000” and “SP.” That’s because the former alludes to its CBR1000RR-derived inline-four-cylinder engine, which produces 155 horsepower in European form. Again, American Honda doesn’t report power or torque, but Euro specs provide ballpark figures.

The “SP” branding corresponds to the big Hornet’s fully adjustable Öhlins TTX36 shock and 41 mm Showa SFF-BP inverted fork. Radial-mount Brembo Stylema calipers paired with 310 mm front discs also make good on the suffix. Similar to its smaller sibling, the CB1000 also puts four ride modes, engine power settings, engine braking levels, and Honda Selectable Torque Control at the rider’s fingertips.

NT1100 DCT

The NT1100 DCT might be the most known entity among the U.S.-bound trio. It owes that to the frame and engine it shares with the Honda’s popular Africa Twin adventure bike. As a reminder, that’s a liquid-cooled 1,084 cc parallel twin and steel semi-double-cradle frame. One important distinction is that American Honda will only sell the NT1100 with its automatic DCT transmission.  

Other touring must-haves like a center stand, cruise control, hard bags, and heated grips come standard while a 5.4-gallon tank all but guarantees 200 miles between fill-ups. The NT goes heavy on tech, too, with IMU-based rider aids and a 6.5-inch TFT dash with Apple CarPlay and Android Auto integration. The blacktop-conquering sport-tourer is scheduled to arrive by May with an $11,899 price tag. 

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