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Ever since 2018 when A&R first caught wind of the Aprilia RS 660, we knew this twin-cylinder sport bike was going to be a class killer.

Up until its introduction, the middleweight twins segment has been full of either outdated legacy machines, or bikes that serve a price point above all else.

There is nothing wrong with that per se, but it left the door open for a brand like Aprilia to come in and mix things up with a cutting edge motorcycle.

That is where we are today with the Aprilia RS 660, with its high-power, high-revving parallel-twin engine, its advanced electronics, and its track-tuned chassis.

Last week we brought you a report that said that the Kawasaki Ninja ZX-25R made over 40hp at the wheel at a recent dyno test.

The report attributed no source, which made that horsepower claim a bit hard to verify, but today we seem to have found where that power figure came from, thanks to our friends in Indonesia at the TMC Blog.

Slovenian exhaust maker Akrapovič briefly listed the Kawasaki Ninja ZX-25R on its website, showing both the stock horsepower and torque figures for the quarter-liter four-cylinder monster, but also the gains made from the company’s racing exhaust line.

It is a little strange that Kawasaki has yet to release any specifics about the Ninja ZX-25R model, especially when markets around the world are gearing up for their order and delivery. After all, customers need to know what they are buying.

One of the key pieces of missing data, what everyone is anxious to know, is how much power this quarter-sized four-cylinder engine can produce, as it screams its way to 17,000 rpm.

We seem to have that answer today though, albeit unofficially, as a report is quoting a dyno run that saw 41.4hp at 15,350rpm and a peak torque output of 15.3 lbs•ft (20.8 Nm) at 12,700rpm.

In case you missed it, the Ducati Desmosedici Stradale engine debuted today at Misano. The 1,103cc 90° V4 engine with desmodromic valves makes 210hp and 88.5 lbs•ft of torque.

One of the core elements of the Desmosedici Stradale engine is its 70° crank pin offset, which creates a “Twin Pulse” firing order (0-90-290-380), which should make the road-going engine behave similar to a v-twin engine.

We don’t have to speculate too much though, as Ducati has a video of the Desmosedici Stradale bench testing a simulated run of the Panigale V4 around Mugello. Enjoy!

With the KTM RC16 MotoGP bike nearing its very first race, as a wildcard at Valencia, the Austrian motorcycle manufacturer is starting to preview that first appearance.

They are doing so through a series of videos, which they are sharing on their YouTube channel and via their Social Media channels. The videos include interview fragments with the team behind the bike, as well as footage of the machine.

The video is remarkably revealing. The engine layout is clearly shown, as is the 90° V4 engine, though this was no secret. The video also shows the engine performing a simulation of Mugello, which gives a good idea of what the bike sounds like.

The engine being tested on the dyno sounds remarkably similar to Honda’s V4 RC213V engine, which uses a “screamer” firing interval, each cylinder firing separately.

If you were one of the early birds to put a deposit down on the Ducati 1199 Superleggera, chances are that your $60,000 worth of titanium and magnesium, dripping in carbon fiber we might add, is sitting at your local Ducati dealer right this very second. We don’t know how you’re maintaining your composure under these circumstances…just breathe.

And soon, we all will be reading all about the Superleggera’s stellar attributes, as the chosen few of motorcycling’s journalistic ranks are headed to Mugello to put Claudio Domenicali’s homage to engineering through its paces. That’s not in our cards just yet, so we will have to keep ourselves warm at night with some cold hard numbers. Dyno graph numbers.

The good folks at RSRacecraft have stuck a Ducati 1199 Superleggera on the shop’s Dynojet 250i chassis dyno, breaking in a Moto Corsa customer’s machine at their request, and the impressive results are above.

Bikes are starting to come out of the woodwork, as the TT Zero at the Isle of Man TT gets closer and closer. Now up is the 2011 MotoCzysz E1pc that will be piloted by Michael Rutter (Mark Miller will be on a modified version of the 2010 MotoCzysz E1pc at the Isle of Man as well), which features the MotoCzysz D1-11 VDR D1g1tal Dr1ve. According to the Portland-based company, the 2011 MotoCzysz E1pc will be capable of over 200hp, from what looks like a 3-phase AC motor.

If our sources are right, the motor was built with help from Remy, and should be the real-deal come race time as it spins to over 10,000 rpm (electric racing fans, get ready for a power grudge-match between MotoCzysz and Lightning Motors). Of course, what you really came to this post looking for is a video of the motor and 2011 MotoCzysz E1pc testing on the company’s dyno. Find that goodness after the jump, though it should be noted the identities of the criminally fast have been concealed.

Erik Buell Racing finally has its own official YouTube channel, which is sort of strange considering how well the small company has taken to the internet and viral marketing. Sidestepping that oddity, there is of course the issue of what good is there in having a YouTube channel if it doesn’t have a video — not to worry, the folks at EBR have our backs there. We’re not sure if the EBR 1190RS is the great white hope of American sportbikes, but we like Buell’s gumption and grit to start anew in one of the worst economic climates since WWII.

For some weekend eyecandy, feast your eyes on a time lapse video of the Erik Buell Racing 1190RS motor being built, along with some cool footage of the Erik Buell Racing’s streetbike being tested on the dyno. Only 100 EBR 1190RS street machines will be made, at a price Erik Buell Racing calls comparable to “the price of a top of the line minivan,” which sounds pretty steep for a motorcycle, but will help the Wisconsin company comply with AMA homologation regulations, and race the EBR 1190RS at Infineon later this May.

There might be snow on the ground for most of the United States, but things in the south are starting to heat up now that Motus has gotten its MST sport-tourer on the dyno, and for a quick ride in its latest video on YouTube. Letting the 1645cc gasoline direct-injection KMV4 motor “unleash the beast” as it were, the project seems to be coming together nicely as we’re given a rapid succession of quick-cuts on the MST’s build job.

We expect to see the built-in-America bike on city streets once the ice thaws (or Motus realizes it was 70°F in sunny San Francisco today, and makes a stop by the Golden State), and the video’s ending suggests we’ll get another installment while we wait for winter to subside.

We’re still going through the video to see if there’s any nuggets of info hidden inside. Call them out in the comments if you see something.

Ever since early reports on the 2010 BMW S1000RR suggested that the German superbike was making a claimed 190hp at the crank, the Bavarian bike sounded like a true contender against the Japanese dominated  market. Then when we heard that BMW may have been sandbagging those figures, and bikes were popping up wtih 190hp at the crank, it definitely piqued our interest.

With disbelief we weren’t sure what to make of the new BMW, and it seem we’re in the same boat as the folks over at MotoBlog.it, as they’ve gotten their hands on a S1000RR and put it on a DynoJet to see for themselves what the bike could do. The result? 191hp. Check the video after the jump

While the video of MotoCzysz putting their new D1-10 electric motor up on the dyno is not terribly captivating (it’s hard to see anything really moving since all the fun bits are inside the motor’s casings), the performance figures the company quotes surely are impressive. The liquid-cooled IPM motor makes 250lbs•ft of torque, generates over 100hp, and employs a proprietary cooling system to allow a higher percentage of that peak power to be used over extended periods of time. This is particularly important because of the large gap between peak power figures and sustainable power figures in the electric motorcycle world, with the latter being the more important figure to quote.