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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Doubters need look no further than KTM’s 390 lineup for proof. First, the 390 SMC R crashed the supermoto party with its $5,499 price tag. Now, three new entries — the 390 Enduro R, 390 Adventure X, and 390 Adventure R  court those with an appetite for dirt and a case of wanderlust. It’s easy to see the overlap between the three new models, but key differences make them suited for vastly different aims. 

Shared lineage

Before we dive into their differences, it’s worth identifying their common building blocks. All three 390s receive the same updated 399 cc single that debuted in the 390 Duke. That means each model produces 44.3 ponies (at 8,500 rpm) and 28.8 foot-pounds of torque (at 7,000 rpm). KTM then bolts that thumper to a two-piece trellis frame. 

The design is derived from the 390 Duke’s frame, but KTM altered the steering head angle, triple clamps, subframe mounts, and rigidity profile to suit each bike’s purposes. The Enduro R and Adventure range also share the same die-cast aluminum swingarm, which yields a longer wheelbase (compared to the Duke). From there, the 390s take slightly different routes, but end up at very different destinations.

Venture Out

As the least dirt-curious model of the bunch, the 390 Adventure X is the direct heir to the outgoing 390 Adventure. That’s made abundantly clear by the pavement-biased tires spooned onto the model’s 19-inch front and 17-inch cast wheels. The suspension is but another marker. The 43 mm WP Apex fork is non-adjustable while its WP Apex shock offers preload adjustability. Both lift the Adventure X to 7.8 inches of travel fore and aft. That’s more travel than its predecessor (at both ends), but it’s nowhere near the 390 Adventure R’s.

With nine inches of travel all around, the R-spec model lets its off-road ambitions be known. Its WP Apex front end benefits from 30 clicks of compression and rebound adjustability. The WP shock isn’t far behind, with 20 clicks of rebound adjustability and several preload settings. A 21-inch front wheel, an 18-inch rear wheel, and Mitas Enduro Trail E07+ tires only solidify the Adventure R’s off-road pedigree. It shares many of those components with its dual-sport relative.

The 390 Enduro R boasts the same suspension as the Adventure R. That includes its nine inches of travel and range of adjustability. KTM even designed a different airbox for the two models, which allows the engine to sit higher in the frame for added ground clearance. That’s where the similarities end, though. 

A 3.7-gallon gas tank encourages the Adventure R to hit the open road and a rally tower provides extra comfort on those journeys. On the other hand, the Enduro R’s Metzeler Karoo 4 tires and dedicated ABS button are more trail-friendly. It’s also worth noting that the Enduro only receives the essential rider aids and a downsized 4.2-inch TFT display. 

The difference in equipment equates to a difference of 37.5 pounds, with the 390 Enduro R weighing a claimed 350.5 pounds and the 390 Adventure R tipping KTM’s scales at 388 pounds. That alone defines the two platforms and their intended pursuits. Still, all three models will be working on one common goal: putting more behinds in KTM saddles.

That mental barrier to purchase also exists for the 390 Adventure X and 390 Adventure R, but unlike the Enduro R, they have to contend with formidable competition. After all, the small-bore adventure category is becoming increasingly crowded. The Royal Enfield Himalayan and CFMOTO Ibex 450 already staked their claim in the field and BMW intends to do the same with its upcoming F 450 GS. That’s why the X and R are coming out swinging, starting at $5,899 and $6,999, respectively.

I’ll be the first to say that KTM’s new 390 models are the step in the right direction. But, there’s a vast gulf between thinking something is cool and thinking it’s worth purchasing. Now more than ever, that gulf seems bigger for KTM customers.

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That’s what I said when Triumph unveiled the 2025 Speed Triple 1200 RS. 

After all, Hinckley just overhauled the Speed Triple for the 2022 model year. The brand advertised that refresh as a “Performance Revolution” and for good reason. From horsepower to handling, the Speed Triple reached new performance heights. 

It’s difficult to characterize the model’s latest update in the same manner. It may not be a “Performance Revolution” but the Speed Triple still picks up key additions in 2025. Revisions that stand to make it more formidable on the road and track. 

Picking up the pieces

Mere months after the Speed Triple RS’s debut, Triumph introduced the Speed Triple RR, a neo-retro rendition of the super naked. In addition to its bubble fairing and clip-on bars, the double-R boasted Öhlins Smart EC 2.0 electronic suspension and Pirelli Diablo Supercorsa SP V3 tires. Unfortunately, the RR’s run was short-lived. It won’t return to Triumph’s lineup in 2025. Instead, the RS will pick up some of its leftover pieces. 

The Pirelli rubber comes over unchanged. The same can’t be said for the Öhlins suspension, which graduates to the Smart EC 3.0 system. Triumph claims the semi-active suspenders perform faster adjustments thanks to new spool-valve technology. The system’s Objective Based Tuning Interface (OBTi) continuously monitors and adjusts damping characteristics according to the rider’s preferences. That’s because OBTi allows users to dial front and rear firmness, braking support, acceleration support, cornering support, and cruising support.

That’s not the only new tech the Speed Triple gains. The wheel lift control system now offers four levels of adjustability thanks to IMU inputs. Of course, the model still boasts a full suite of rider aids, including engine braking control, brake slide assist, cornering ABS, and lean-dependent traction control.

Minor adjustments

Incremental changes also define the new Speed Triple’s engine. The 1,160 cc triple now produces a claimed 180 horsepower (at 10,750 rpm) and 94.4 foot-pounds of torque (at 8,750 rpm). Triumph attributes that three-horsepower and 2.4-foot-pound gain to a “new, free-flowing exhaust system,” which helps to “streamline gas flow.” It also states that those updates are a direct result of its Moto2 engine development.

Triumph also made minor tweaks the rider triangle, with a wider handlebar mounted slightly higher than on the outgoing model. However, the seat and footpeg height remain the same, so legroom goes unchanged. 

The 2025 Triumph Speed Triple 1200 RS starts at $19,995. It’s scheduled to arrive in U.S. dealerships in March 2025. Around that time, Zack will take the updated model for a spin on the road and around the track. If there’s anything you’d like Z to cover, let him know in the comments. 

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