2025 NZ Autocar Bike of the Year, powered by Auto Trader

Here we recap the better bikes of 2025, while naming our overall winner.  

Last year was hardly sterling for new bike sales, with just over 7000 retailed. That compares with better years, like 2021, when over 10,500 were sold. However, the new bike market has been in slow decline since then, reflecting the softening of global and local economies. 

It’s the big bikes that have been lingering longer in showrooms. Considered luxury items, these are culled first from shopping lists. Learner (LAMS) bikes, which are more likely to be primary transport for many, continue to sell well. Take CFMOTO’s MT 450 adventure bike. It proved to be the top mover last year with 370 finding new homes. The best-selling bikes in general were smaller twins or singles from Asia, retailing for $11,000 or less.  

Unexpectedly, the new bikes we rode in 2025 were largely bigger, multicylinder machines. Most were from the adventure bike category. Here are a few of the highlights, and our overall winner of the Bike of the Year, powered by Auto Trader, for 2025 

The expensive ones  

The looker of the newcomers, to my mind, was the $30k BMW R 12, a cruiser. Based on the mechanicals of the R 12 nineT, it stops people in their tracks, with its low-rise pulled back bars, fat rear tyre and bobbed fender, low slung exhaust and appealing paint job.  

It’s not quite as appealing dynamically, with limited ground clearance and firm progress. And the single seat shape isn’t great. Nor is the lack of padding. The detuned engine is a cracker though, smooth and torquey from 3500rpm. Its up/down quickshifter works pretty well too, though can be somewhat abrupt at town speeds. But its linked brakes are strong. At $29,990, some may be willing to overlook its dynamic limitations for that look and cracking powertrain.  

At over twice the price is BMW’s R 1300 RT. The RT used to be a full tourer but that role now falls to the R 1300 GS ADV so the RT has taken on a sport-tourer mien. At $62k, it has everything you could want for those extended jaunts, including active cruise, blind spot monitoring and forward collision alert. Our machine also had the Automated Shift Assistant or ASA. The clutch operation is automated so there’s no left bar lever. Unlike many quickshifters this works as well going down the box as up, blipping before selecting a lower gear.  

It uses much the same engine as the 1300 GS. Think torquey and potent. The bike is deceptively quick. Other standard kit includes semi-active suspension, dual panniers, a power-operated screen, and heated grips and seat. The base bike can be had for $44k, but be aware the GS kicks off at $36k which is why it remains the virtual default buy for well heeled long-distance tourers.  

The adventurous ones 

Can’t quite run to the GS but want a bike for touring and adventure riding? For under half as much you could opt for CFMOTO’s 800MT-X instead.  

We thought the 800MT was a sector-defining adventure bike in 2022 and this X variant adds features for those wanting to explore the back of beyond. Our ride example had full knobblie tyres so there’s not quite the on-road confidence of dual-purpose rubber. But it still handles in the same breezy way as the 800MT, turn in aided by wide bars and a low sited fuel tank. Standover height is a lofty 870mm so it’s not for everyone. 

Off-road suspension, fully adjustable, a 21-inch front wheel, a bigger 22L fuel tank and more torque from its 799cc parallel-twin engine (87Nm, +12) are the other X changes. Middling revs are best, 3500-6000rpm, where it’s creamy smooth but it also pulls well from down low. Expect a touring range of around 450km. And those km will pass comfortably beneath you too, the long travel suspension, easy riding position and plush seat playing their parts. 

For your $15,990 you also get a six-axis IMU, three ride modes, a bidirectional quickshifter (smooth, effective), and a huge seven-inch portrait-style TFT display. That’s atop an adjustable screen, cruise control, LED lights and decent radial brakes. The 800MT-X shows a proper dual-purpose bike need not be uber-expensive.   

If you’ve more to spend without going stratospheric, then Guzzi’s Stelvio should be considered. This is essentially a V100 Mandello turned scrambler/tourer. So it’s a gem. Stelvio features include a 19-inch front and 17-inch rear spoked wheels, dual purpose rubber and long travel adjustable suspension. The V2 motor is typical Guzzi, brimming with midrange power, 80 per cent of torque to hand at 3500rpm. And it goes hard when pushed further. At $31,490 you get good quality components, lots of standard safety kit, great brakes, a competent ride, breezy handling and unique looks. 

The road ones (and our winner) 

Don’t need all the gizmos and just want something that looks retro but is right up to the minute? Consider Triumph’s Speed Twin 1200 RS. It was one of two machines that really floated our boat in 2025.

This is now the range topper of the Speed Twin range. The RS adds component upgrades, a touch more power and a new colour scheme. Special bits include fully adjustable suspension, twin megaphone silencers, and Brembo Stylema radial brakes. Brakes are potent, suspension plush. Its riding position is almost ideal for out of town work, given there’s no wind protection.  

The RS adds around $3500 over the Speed Twin 1200. You couldn’t buy the upgraded components for that. It also has a jot more power, though peak torque of 112Nm is unchanged. With other revisions, the engine has better throttle response. Performance is brisk but it’s the relaxed demeanour we like, pulling smoothly from stupidly low revs. Mean fuel use of 4.2L/100km reflects tall gearing. 

With great rubber, and cornering ABS this is a truly invigorating ride, with a liquid action to the quickshifter once warmed. And the chassis is excellent, handling easy, assured, aided by quality road rubber. 

The other bike that we found equally compelling last year was CFMOTO’s 675NK, a middleweight streetfighter. Think naked bike with attitude. It runs an in-line three-cylinder engine, the first from the company.  

The 675 label reminds of Triumph’s original winning Street Triple formula, both in displacement and the number of cylinders. While not quite as potent, this makes 79kW and 69Nm, and the bike itself weighs a claimed 189kg.  

Its styling is aggressive, and the ancillary bits look serious. A five-inch TFT screen also looks smart, with revs across the top and legible numerals for the gears and speed. There are three levels of TC but no ride modes.  

This new engine is a ripper and is appropriately rowdy. It may not have quite the grunt of the original Street Triple but is smoother. And it happily hauls from basement levels. At everyday revs it feels effortless, making the 675NK subject to speed creep. The radial front brakes are good, as are the dynamics. With an upright front end, this is flickable like a streetfighter should be. Easing rebound each end improved ride comfort without upsetting its composure or stability in turns.  

The riding triangle is well considered too, a good compromise for town and country riding. Levers on both sides are adjustable, as is suspension at each end. 

Other standard items include a steering damper and a bi-directional quickshifter. What really seals the deal is the price. At $12,190 this comfortably undercuts rivals which are mainly LAMS bikes. And the fact it does so little wrong and so much right at the price makes it our choice for the 2025 NZ Autocar BOTY.