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    Brookes teams up with Carl Cox Motorsport and Uggly&Co Racing to take on road racing stars including Michael Dunlop, Peter Hickman and Dean Harrison
    Carl Cox Motorsport will head to the 2026 North West 200 with an all-new squad run by Uggly&Co Clothing, fielding the proven Suzuki GSX-R750 and signing two-time British Superbike Champion and North West 200 podium finisher Josh Brookes for both Supersport races. Cox has long been a prolific supporter of motorsport and a familiar name in road racing through his Carl Cox Motorsport brand, backing multiple riders across two and three wheels over many years, including the most successful TT rider of all time, 33-time winner Michael Dunlop. For 2026, Cox is stepping up his involvement by supporting the newly formed Uggly&Co Racing team, led by motorcycle enthusiast and Uggly&Co founder Al Morris, with the family-owned lifestyle brand a constant presence across race paddocks and retail sites worldwide, from the NW200 and Isle of Man TT to all 11 British Superbike rounds as well as the Daytona 200.

    “It’s really exciting to be supporting this new team with the guys at Uggly&Co, it’s the perfect racing collab! The North West is a really special event, we’re glued to it wherever in the world we are at the time, so it’s cool to be racing there, and with Josh Brookes piloting the proven Suzuki GSX-R750, we have every chance of some success!” Cox said.
    Morris said the team’s creation was built directly from grassroots support and sales at events. “You’ll always see the Uggly&Co pop-up shops at motorcycle events up and down the country, where the team are always smiling, happy to be there, meeting fans and enjoying being part of the scene. Every purchase, every bit of support along the way has genuinely helped build this. A percentage of every sale goes straight back into racing, and that’s how we’ve been able to put this team together. It’s a sport I’ve been part of since I was young, so to now bring Uggly&Co into it not just as a clothing brand or sponsor, but as a racing team at the most iconic road races in the world — it’s a dream come true.”

    Brookes, who has already shown front-running speed at the North West across multiple visits, is convinced the package can deliver. “Carl Cox is an absolute legend in terms of the support he gives to riders, and Uggly&Co are such a cool brand within the race paddock, what a pairing to have in your corner! I love the idea of this independent team. I’ve had a lot of success with that type of outfit previously, and I believe the Suzuki GSX-R750 has great attributes for the NW200. I can’t wait to get out there for first practice and wind on the power!”
    No quarter asked or given… Dean Harrison and Michael Dunlop swoop down on Richard Cooper at Black Hill during last year’s Superstock race Ireland’s annual North West 200 meeting will be the first indication of whether Michael Dunlop can continue his winning pace of last year’s TT. Considered a form guide for June’s Isle of Man TT, this open roads meeting sees all the TT stars in action on 6-9 May at the 15km high-speed course on the northern coast of Northern Ireland. Dunlop has announced he will continue racing a Ducati Panigale V2 with his MD Racing outfit, partnering with Scars Racing Ducati. He won a Supersport race at last year’s North West 200 on the V2, then claimed Ducati’s first victories at the TT in 30 years with a double.
    Dunlop leads Peter Hickman in last year’s Supersport race The record 33-time TT winner is the island’s Supersport lap record holder, setting a 130.403mph benchmark in 2023 while becoming the first rider to break the 130mph bracket in this TT class. Dunlop lapped at over 130mph last year on the Ducati V2 and is unbeaten in the TT Supersport class since 2022. An amazing record. Dunlop, 37, is also being linked with a switch from BMW to Ducati machinery for the Superbike class this year. He was recently named Irish Motorcyclist of the Year for the third time and was awarded an MBE late last year.
    Racers sweep through several coastal villages during a lap Dunlop and Davey Todd were the standout performers at last year’s North West 200, with three wins each. However, Todd is still recovering from huge injuries sustained at Daytona in March – including a broken femur, tibia, foot and nose. His 8TEN Racing teammate Peter Hickman returns to the event a man on a mission, saying he wants a maiden Superbike win “sooner rather than later”. Hickman has won two Superstock races and two Supertwins events there, but has yet to win the feature class of the North West 200. He will continue with BMW machinery, plus a Triumph for the Supersport category.
    Josh Brookes has high hopes of a win Aussie Josh Brookes has also stated he wants a North West 200 win. A former lap recordholder at this event, Brookes is riding Hondas in the Superbike and Superstock races as well as the  Uggly&Co Suzuki in the Supersport category. Last year, under the Jackson Racing team banner, he achieved four top-10 finishes.
    After a strong 2025 roads campaign, which saw David Johnson and the Platinum Club Racing Kawasaki team finish fifth in the Superbike TT, the Aussie continues for the third year with the official Kawasaki UK entry. He will race the new Ninja ZX-10RR at the North West 200 to sort its new aero package for the TT. Kiwi Mitch Rees is hoping he has better luck than last year’s debut, where he crashed, breaking fingers and ribs. He went on to win the Best Solo Newcomers award at the TT. Clive Padgett’s Milenco by Padgetts team has taken Rees under their wing and he will contest the Superbike and Superstock classes at the North West 200, as well as the TT Supersport and Senior TT races on Honda machinery.
    The North West 200 is Ireland’s largest outdoor sporting event, attracting crowds of over 150,000 The official Honda Racing team pairs Dean Harrison, who finished runner-up five times in last year’s North West 200 races, with evergreen John McGuinness. Another veteran, Michael Rutter, is making what looks like a tentative return to roadracing after a huge crash at the TT last year. The 54-year-old told the BBC that physically and mentally it has taken him “a long time to get over” the after-effects of his crash at the 31st Milestone during a Supertwins race. “I broke my L2, smashed it into four pieces. I was very lucky I didn’t do more damage, and I broke the bottom of my leg, my foot, my wrist; it knocked me about, and knocked me mentally wise,” the 14-time North West 200 winner said. “I’d never had a big crash like that and it made me admire even more riders who have come back from big crashes and injuries like Ian Hutchinson, John McGuinness, Robert Dunlop and my dad.”
    Dunlop was involved in post-race controversy last year after his win in the Superbike class Meanwhile, the man with the most wins at the North West 200 says he’s aiming at 30 victories this year. Alastair Seeley has notched up 29, including a double in 2023. He will have to weather a huge challenge from Glenn Irwin, who recently announced a return to road racing on a Ducati V4R. Irwin holds the record for the most North West 200 Superbike wins, bagging 11 straight victories in the feature class between 2017 and 2024. “I’ve led 47 out of 59 Superbike laps at the North West 200 from my first win in 2017. That blows my mind probably more than 11 race wins,” he said.
    Mitch Rees has the backing of one of the most famous TT teams In a new initiative, the North West 200 is a round of the recently-established European Series Road Racing Superbike Championship, a six-round title chase around road circuits in Europe. The meeting is an important part of Northern Island’s tourist economy, with last year’s event generating over $A40m of “economic benefit” and $A100m of “media exposure and destination marketing” according to government tourism officials.
    The post Josh Brookes targets maiden North West 200 win appeared first on Australian Motorcycle News.
    RiderBOT

    Toyota patents hydrogen scooter

    By RiderBOT, in Articles,

    World’s largest car company sets its sights on two wheels
    Toyota has been one of the most dedicated fans of hydrogen power for years – championing it as a green alternative to electric vehicles – and a new patent from the car company unusually shows a two-wheeler in the form of a hydrogen-fuelled scooter.
    Does it mean the world’s biggest car maker has finally seen the light and decided to pivot to bikes? No, but it indicates that the company is aware that if its dreams of a hydrogen-fuelled society are to come true then it needs to make the fuel work for vehicles on two wheels as well as four.

    The patent itself relates specifically to the idea of using replaceable, pre-filled hydrogen cannisters instead of asking customers to get involved with pumping high-pressure gas into their vehicles. Instead, you’d simply pull into a filling station, detach your nearly-empty tank and clip a full one into place for instant, clean refuelling.
    The outline of the scooter in Toyota’s patent application is familiar: it’s Suzuki’s old hydrogen fuel cell Burgman, specifically a version of that bike dating back 15 years to the 2011 Tokyo Motor Show. Suzuki, like Toyota, has been a long-term proponent of hydrogen fuel cells, so it would be no surprise for the two companies to work together on such a project. They’re already both part of the HYSE (Hydrogen Small Engine) project in Japan, intended to find solutions to the problem of incorporating hydrogen-fuelled combustion engines into motorcycles.

    The patent addresses the fact that the hydrogen tank on a fuel cell scooter, like the various prototype Burgmans that Suzuki has built since the mid-2000s, sits low down in the bike’s spine. That’s good for the centre of gravity and mass centralisation, but makes access tough if you’re trying to swap the cannister. It’s a problem that makers of battery-swappable electric bikes have also faced: if the batteries are buried in the centre of the bike, it’s hard to access and swap them.
    Toyota’s solution is to mount the hydrogen tank in a hinged cradle that pivots at the front, so the cannister can swing out to one side for removal. A second variation on the idea places that cradle on scissor-action arms that let it move to the side while remaining parallel to the bike. In both instances, once extended, the cannister can be easily removed and replaced.

    While Suzuki’s most recent hydrogen-fuelled Burgman prototype uses a combustion engine instead of the fuel cells of earlier designs, the Toyota patent specifically mentions the use of a fuel cell. Its replaceable cannister system is well suited to fuel cells – which reacts hydrogen with oxygen from the air to create electricity, with water as the only exhaust. Fuel cells are more efficient than hydrogen combustion engines, allowing more range from a smaller tank, as well as being cleaner, as there are none of the combustion byproducts that come from a hydrogen combustion engine, like nitrogen oxides. However, they also required purer, cleaner hydrogen fuel to avoid contamination that could damage the fuel cell, and the use of replaceable cannisters rather than refuelling helps ensure contaminants can’t enter the system.
    Are you likely to be able to buy a hydrogen fuel cell scooter from Toyota anytime soon? It’s not likely, but the company’s dedication to the idea of a hydrogen society means that in the more distant future there’s still a chance that hydrogen fuel cells, rather than rechargeable batteries, will power our electric vehicles.
    The post Toyota patents hydrogen scooter appeared first on Australian Motorcycle News.
    RiderBOT
    The 20 year old Sydneysider’s eye-catching Moto2 form could be peaking at the perfect time
    Senna Agius’ latest Moto2 victory at the Circuit of the Americas and continued high-end performances are becoming increasingly hard for MotoGP decision makers to ignore, despite a lack of overall consistency. The 20 year old Sydneysider took his third win in the category in less than a year in Austin, moving forward from fifth on the grid in a restarted 10 lap sprint.

    Since his breakthrough win at Silverstone last season, Agius has demonstrated he has the talent to beat an extremely deep and talented Moto2 field, though his three wins across the past 18 starts are also his only podium finishes in that stretch. A dominant home win at Phillip Island had some describing him as a MotoGP rider in waiting, yet that too was followed by quieter weekends before the latest Austin result.

    His 2026 has been similarly uneven. Thailand brought a first Moto2 pole but a race disrupted by a technical failure. Brazil was overshadowed by the death of his chief mechanic Roberto Lunadei in a road accident, a loss that left Agius reeling. A qualifying result at the back of the field and a points-less race followed, with technical issues also holding him back. In Austin a week later, Agius channelled all of it into a race win, saying afterwards, “There’s no way I was losing this race, it meant the world to me.”

    In terms of the bigger picture, Agius has been direct about what the next step requires. “I don’t want to be a name anymore who can sometimes be there, sometimes not. I’m ready to cement myself, have a great year and put myself in the spotlight. I can do it. I know I can do it, I’ve proved I can do it,” he said. [MotoGP] is a tough category and I want to be there, but nothing’s going to be gifted to me unless I’m at the pointy end [of Moto2].”

    There are indications his name is already being considered at that level, even if the wider market has not moved quickly. The slow pace of official announcements across the grid more broadly has been linked to ongoing negotiations over a new Concorde agreement between manufacturers and the sport’s owners, with teams understood to be cautious about committing to longer term contracts while revenue distribution remains unsettled.
    Despite the lack of official announcements, the changes for 2027 are expected to be sweeping. Fabio Quartararo is widely understood to be leaving Yamaha, with Jorge Martin considered the most likely replacement. At Ducati, Francesco Bagnaia is expected to make way for Pedro Acosta at the factory team, with Bagnaia potentially joining fellow Italian Marco Bezzecchi at Aprilia. Alex Marquez is linked to a factory KTM ride, while Gresini could lose Fermin Aldeguer to Rossi’s VR46 outfit. The futures of several satellite teams, including Gresini’s own arrangement with Ducati, also remain unclear, adding further uncertainty to a market that has plenty of dominoes still to fall.

    Away from Grand Prix weekends, Agius has also drawn attention through his performances in other disciplines. During a visit to Valentino Rossi’s training ranch in Italy, he impressed in flat track racing, according to his manager Chaz Davies. “I understand his talent for what it is and how adaptable he is. As a quick example, I took him last year to the ranch at Valentino’s,” Davies said. “He’d never been there before. I’ve been there back in the day, and I know Senna’s a quick flat track rider, but he was… the 100 km race starts. He’s leading it.” Davies added, “And he was in the top few fastest guys during the race. He ended up crashing during that first stint, but that was the strategy. I’m like, ‘Go there and make a splash and let’s see what happens. At least you’re going to turn some heads.'”
    Chaz Davies congratulates Agius after his Silverstone win Davies said the plan had the intended effect. “And he did, and he was one of the fastest riders in the race,” he said, before recounting Rossi’s reaction later that evening: “And Valentino in the evening goes to me at the party, he was like, ‘Beep. That was super impressive. Beep beep! Senna’s got some skills!'”
    The timing of that kind of endorsement is notable. With a major regulation change coming in 2027, when MotoGP transitions to 850cc engines as part of the most significant rule overhaul in 15 years, manufacturers will be looking closely at who they want developing their new machinery. Recent Moto2 graduates have had mixed results making the step up, which has made teams measured in their approach to promotions, but Agius’ combination of pure pace, adaptability across disciplines and a Rossi endorsement keeps his name in the frame.

    The 2027 season also marks the beginning of a new chapter for the Australian Grand Prix itself, with Adelaide replacing Phillip Island after three decades. With a six year deal in place and Liberty Media heavily invested in making the city circuit a success, having at least one Australian on the grid for that debut and beyond carries obvious commercial appeal. Agius himself spoke positively about the move, saying, “It’s bittersweet, but in the modern era you’ve got to separate what’s good for the sport and what’s good for, for lack of a better term, emotions. But the sport needs to evolve, and we look at other sports that are bigger like F1, and if Adelaide and the whole MotoGP calendar has that environment, it’s only going to grow the sport. Adelaide can be a massive turnout and a massive opportunity for Australian motorsport.”

    While Agius’ rise could be seen as a worrying development for the likes of Jack Miller, the Prima Pramac rider also brings valuable assets to the table for Yamaha. Miller’s 2026 has been shaped by the difficult introduction of the manufacturer’s new V4 project, and at Austin he described the straight line deficit plainly: “[The bike] is like a lamb to the slaughter a little bit, getting the stickers peeled off you every time down the back straight.” Though Miller currently sits last of the Yamaha riders in the championship standings, his technical feedback is understood to be highly valued within the Yamaha camp, a reputation that stretches back through his time at Honda, Ducati and KTM. With Quartararo widely expected to depart at season’s end, Yamaha might be in need of an experienced hand to anchor development of the new 850cc project.
    The post “Super impressive”: Rossi lauds Senna Agius as MotoGP teams circle appeared first on Australian Motorcycle News.
    RiderBOT
    Patent finally tackles an issue that has existed for 40 years
    In the fast-growing arena of Chinese sportsbikes single-sided swingarms are increasingly being used to mark out high-spec models – and a new patent application shows Loncin’s Voge brand is planning to add just such a machine to sit above its newly-launched RR500S.

    The Voge RR500S appeared in China last year and made its global debut at EICMA in November, sporting a 475cc four-cylinder engine that makes 57kW (76hp) and revs to 14,000rpm. It’s not Voge’s biggest sportsbike, that’s the RR660S, but it’s a more extreme machine aimed at the burgeoning domestic market for small, screaming four-cylinders. The bike’s EICMA appearance tells us it’s coming to worldwide markets in the future, and the new patent indicates a higher-spec version.

    While single-sided swingarms have long been associated with exotic bikes it’s difficult to make a convincing case for them other than style. A single-sider is generally heavier and less rigid than a dual-sided arm. Ducati’s recent move to drop single-sided arms from its highest-performance bikes reflects that. On the road you’re unlikely to notice that weight and rigidity difference, and the aesthetic appeal is hard to deny.
    But what is patentable about a type of swingarm that’s been in common use for the best part of 40 years? The answer lies in the way it addresses an issue that’s particular to single-siders: rear brake cooling.

    When you have a single-sider the brake is sandwiched between the hub and the wheel, severely restricting the airflow past it.
    Voge’s solution is a duct that channels air from the left side through the swingarm itself to two outlets – one pointing at the surface of the rear disc, the other directed down towards the caliper. The result should be much-improved brake cooling, and since the swingarm is hollow it doesn’t add much complexity or cost.                 bP
    The post Radical solution to single-sided swingarm issue appeared first on Australian Motorcycle News.
    RiderBOT
    Royal Enfield has recorded its highest-ever annual sales result, surpassing 1.2 million units in the financial year ending 31 March 2026, marking the second consecutive year the brand has crossed the one million unit milestone.
    Indian domestic sales reached 1,107,343 units for the period, while international exports grew 23 per cent year-on-year to 131,316 units across more than 80 countries. The Asia Pacific region recorded 8 per cent year-on-year growth for the same period.

    The Himalayan 450 adventure bike was a standout performer, posting annual sales growth of more than 53 per cent in markets outside India.
    During the year, Royal Enfield expanded its Asia Pacific footprint with entry into two new markets, Hong Kong and Taiwan. The Hong Kong presence was established through a flagship showroom in Chai Wan, while Taiwan’s first showroom opened in Hsinchu with Taikoo Motors as the authorised distributor.

    The brand also collected a string of regional awards. In Thailand, the Super Meteor 650 took out the Best Cruiser in Middle Weight segment at the Annual Thailand Bike of the Year 2026 Award. In Malaysia, the Guerrilla 450 won Best Modern Classic Bike of the Year. In Russia, a custom build based on the Super Meteor 650 placed first in the Metric category and second in Freestyle at a major custom competition.
    Royal Enfield’s rental presence across Thailand, Japan, Australia, Cambodia and Mongolia now covers more than 400 motorcycles operated by tours and rentals businesses, spanning 350cc, 450cc and 650cc models.

    The result coincides with the brand’s 125th anniversary, marked at EICMA 2025 with the unveiling of the Classic 650 125th Anniversary Special Edition, the Himalayan Mana Black Edition and the Bullet 650.
    Royal Enfield currently operates through more than 2074 stores across India and approximately 1212 stores in over 80 countries worldwide.

    Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. By night, Spencer plays guitar with Melbourne punk outfit LOUTS.
    The post Royal Enfield records highest-ever annual sales topping 1.2 million units appeared first on INFO MOTO.
    RiderBOT
    Yet another large capacity Chinese cruiser breaks cover
    The Bashan brand has been around for a couple of decades as one of the many Chinese companies churning out small-capacity single-cylinder bike but the company’s latest type-approval application shows a completely different animal: a 1200cc V-twin bobber built around Shineray’s Harley Sportster clone engine.
    Shineray, which owns Italian brand SWM, introduced its air-cooled 1200cc engine soon after Harley-Davidson dropped the Sportster 1200 from its range. It’s visually near-identical to the H-D motor and shares the same 88.9mm bore and 96.8mm stroke, as well as similar power and torque figures. It’s currently offered in the SWM Stormbreaker 1200, itself a Sportster-alike, but the same powertrain now appears to be destined for the upcoming Bashan BS1200-G that’s seen here.
    The Chinese type-approval document that confirms the bike’s existence shows that the engine is made by Shineray, so it’s not an separate clone, and quotes the same 45kW output that’s seen in the SWM Stormbreaker 1200. That’s much the same performance that you’d get from an old Sportster 1200. The rest of the bike is made by Bashan in Chongqing, and details revealed in the approval include a curb weight of 245kg, a top speed of just 120km/h – probably more than enough for most riders given that this appears to be a real hardtail with no back suspension at all, simply a sprung saddle, and a springer front end that’s unlikely to have much in the way of travel or damping.
    The suspension might be archaic but there are some concessions to modernity in the brakes, which uses discs front and rear, each with ABS, while the headlight is an LED unit with built-in DRLs. Both wheels are 16-inch wires, with vintage-style, imperial-sized 5.00-16 tyres at each end.
    If the BS1200-G ever gets exported, it’s likely to appear on international markets under a different name, something that’s happened in the past when importers have bought the brand’s bikes and then sold them under their own titles. Could it be a success? We’ve seen copies like Changjiang’s BMW R71 boxer clones gain a cult following in the past, so it’s not impossible to imagine cheap, Chinese bobber with some H-D DNA appealing to some.
    The post Bashan 1200 hardtail adopts reborn Sportster engine appeared first on Australian Motorcycle News.
    RiderBOT
    $45,695 high spec naked beast officially revealed
    Back in November last year a type-approval filing published in Europe revealed that KTM was about to launch a high-spec ‘RR’ version of the 1390 Super Duke and while it’s taken a few months that bike is finally here – complete with improved suspension, less weight and a substantially higher price tag than the Super Duke R it’s based on.

    Sliding in at a hefty AU$45,695.00, the 1390 Super Duke RR is more than AU$10k pricier than the 1390 Super Duke R Evo (AU$35,495) and AU$13k more than the standard 1390 Super Duke R (AU$32,595), but that extra cash doesn’t get you any additional horsepower. The 190PS output from the 1350cc, 75-degree V-twin is the same as the other two versions, but the RR gains a performance edge by slashing its weight and adding uprated chassis parts.

    The weight loss starts with extensive use of carbon fibre in the bodywork, which includes a carbon tail similar to that of the exotic Brabus 1400R that shares the same Super Duke basis. In total the RR is a claimed 11kg lighter than the R at 189kg without fuel, and importantly a chunk of that – 1.5kg – comes from forged alloy, seven-spoke wheels that also slash the un-sprung and rotating mass of the bike, promising improved acceleration and handling as a result.

    The chassis might be the same steel trellis as the rest of the range, but it’s equipped with race-oriented WP Pro Components 8458 closed cartridge forks, fully adjustable for compression and rebound damping of course, and a WP Pro Components 8750 rear shock that’s similarly adjustable. The bike will come with a set of KTM recommended suspension settings to get owners on the right track.

    The lighter wheels are fitted with Michelin power Cup 2 rubber, 200/55-17 at the rear and 120/70-17 at the front, and the Brembo brakes are the brand’s latest HyPure calipers, each around 100g lighter than the previous Stylema M4.30s. There’s a new MCS adjustable brake lever, and around 10% less lever force and 50% reduced lever action from the updated system.

    While the engine output is unchanged, the Super Duke RR gets an Akrapovič titanium slip-on silencer as standard, again reducing weight, and it’s paired to updated electronics – with KTM claiming the new bike has the ‘most comprehensive electronics package aver installed on a street-legal KTM motorcycle.

    That package includes a new 8.8-inch touchscreen dash with new design layouts, operated by redesigned, backlit switch cubes with an improved feel to let you know when you’ve clicked a button. Also new is an RR-specific riding mode, dubbed ‘Beast Mode’, that configures rider assists to the minimum that’s legally allowed.
    While the RR is pricy, it’s likely that some of the usability updates – the switches and dash, for example – will eventually filter down to the more affordable versions of the Super Duke if you’re prepared to wait.

    SPECIFICATIONS
    ENGINE
    Design: 2-cylinder, 4-stroke, 75° V-twin
    Displacement: 1350 cm³
    Power: 190 PS
    Torque: 145 Nm
    Transmission: 6-speed
    Cooling: Liquid-cooled (water/oil heat exchanger)
    EMS: Keihin EMS with RBW, twin ignition
    Engine oil: Motorex SAE 10W-50
    Silencer: Stainless steel primary + titanium secondary silencers, with two catalytic converters
    CO₂ emissions: 5.9 g/km
    CHASSIS
    Frame: Chromium-molybdenum steel trellis frame, powder coated
    Rear subframe: Cast aluminium / carbon
    Front brake: 2× Brembo HyPure Sport monobloc 4-piston calipers (radially mounted), discs
    Rear brake: Brembo twin-piston fixed caliper, disc
    Brake disc diameters (front/rear): 320 / 240 mm
    Chain: 525 X-ring
    Steering head angle: 65.3°
    Trail: 101 mm
    Wheelbase: 1,491 mm
    SUSPENSION
    Front suspension: WP PRO 7548 closed-cartridge fork
    Front travel: 130 mm
    Front adjustment: Compression, rebound, preload
    Rear suspension: WP PRO 8750 shock
    Rear travel: 140 mm
    Rear adjustment: Compression (high/low speed), rebound, hydraulic preload
    DIMENSIONS & WHEELS
    Seat height: 837 / 847 mm
    Tank capacity (approx.): 17.5 L
    Weight (without fuel): 189 kg
    Wheelbase tolerance: ±15 mm
    Wheels: Forged
    Front wheel: 3.5 × 17 in
    Rear wheel: 6 × 17 in
    The post KTM 1390 Super Duke RR unleashed at last appeared first on Australian Motorcycle News.
    RiderBOT
    KTM has confirmed the 2026 1390 Super Duke RR for Australia and New Zealand, with deliveries expected from June 2026. Pricing has not been announced. Global production is capped at 350 units.
    The RR is derived from the 1390 Super Duke R but is 11 kilograms lighter, with the reduction achieved through extensive carbon-fibre components and a titanium Akrapovic slip-on exhaust fitted as standard.

    Suspension is by WP Pro Components with MotoGP-derived internals and full adjustability. Forged wheels and Michelin Power GP Hypersport tyres are standard fitment, along with Brembo HyPure Sport front brake calipers.
    Power comes from KTM’s 1350cc LC8 V-twin producing 142kW and 145Nm. The engine gains KTM’s variable valve timing technology, which the company says improves combustion across the rev range.

    The RR introduces a new 8.8-inch touchscreen TFT display to the Super Duke lineup, along with a laptimer, telemetry logging in Track Mode, and a new Beast Mode function. The full KTM Tech Pack is included as standard.
    Aerodynamic winglets around the tank are carried over from the standard model but revised, and a new headlight design and colour scheme distinguish the RR visually.
    2026 KTM 1390 Super Duke RR. 1 of 7 Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. By night, Spencer plays guitar with Melbourne punk outfit LOUTS.
    The post 2026 KTM 1390 Super Duke RR confirmed for Australia appeared first on INFO MOTO.
    RiderBOT
    Spanish motorcycle manufacturer Rieju is set to introduce the Aventura Rally 307 to Australia, with local pricing and availability expected to be announced soon
    Rieju is lining up a fresh contender for the Aussie lightweight adventure category with the Aventura Rally 307 – a bike aimed at riders who look well beyond the bitumen. The Spanish brand says it’s redoubling its commitment to the trail universe with a machine designed for those who dream of new horizons, blending rally-inspired intent with real-world rideability.

    The Rally 307’s concept is simple: bring Dakar-style attitude and long-distance practicality into a smaller, more manageable package – without losing the off-road credibility needed to tackle rough tracks, sand, ruts and the kind of terrain adventure riders actually seek out.
    ENGINE
    At the centre of the Aventura Rally 307 is a modern, robust 293cc liquid-cooled single-cylinder four-stroke with electronic injection. Power is listed at 33.5bhp with 27Nm of torque, matched to a six-speed, foot-shift gearbox and an anti-rebound (slipper-style) clutch to help keep things composed when traction is variable or you’re backing it into corners on loose surfaces.
    The motor features a 78 x 61.2mm bore and stroke, and is fitted with electric start.

    CHASSIS
    Rieju has built the Rally 307 around a high-strength steel spine/centre-spar frame, supported by properly long-travel suspension. Up front is an 43mm upside-down fork, adjustable in compression and rebound, while the rear uses a progressive shock adjustable for preload, compression and rebound. Travel is a generous 235mm at both ends, signalling the bike is meant to do more than just graded dirt roads.
    Wheel sizing sticks to the proven adventure/off-road formula of 21-inch front and 18-inch rear, with tyre sizes listed as 80/100-21 up front and 120/80-18 at the back. Braking is handled by a 300mm front wave disc with a double-piston caliper, and a 240mm rear wave disc.

    For the long-haul element, a 21-litre fuel tank is part of the core package – ideal for riders planning big days, remote loops, or simply wanting fewer fuel-stops between trails.
    Dry weight is listed at a featherweight 137kg, with an 890mm seat height and a 1420mm wheelbase.
    ELECTRONICS
    On the tech side, the Rally 307 gets a large 7-inch vertical TFT display with Mirror Link connectivity, bringing a modern, rally-style cockpit layout and smartphone integration to the bike’s long-range adventure brief.

    SPECIFICATIONS
    Engine: Single-cylinder 4-stroke 293cc IE
    Cubic capacity: 293 cc
    Bore and stroke: 78 x 61.2 mm
    Start: Electric
    Injection: Electronic
    Gearbox: 6-speed, foot-operated shift
    Cooling: Liquid-cooled
    Frame: High-strength steel spine frame
    Front suspension: Upside-down fork Ø43mm, adjustable in compression and rebound; 235mm travel
    Rear suspension: Progressive shock absorber, adjustable in preload, compression and rebound; 235mm travel
    Front wheel: 80/100-21″
    Rear wheel: 120/80-18″
    Front brake: Double-piston caliper, wave disc Ø300mm
    Rear brake: Wave disc Ø240mm
    Tank capacity: 21 L
    Dry weight: 137 kg
    Dimensions: 2120 x 850 x 1470 mm (L x W x H)
    Wheelbase: 1,420 mm
    Seat height: 890 mm

    The post New Rieju Aventura Rally 307 Australia-bound appeared first on Australian Motorcycle News.
    RiderBOT
    Spanish motorcycle manufacturer Rieju is preparing to bring its Aventura Rally 307 to Australia, with pricing and availability details to follow in coming weeks.
    While an exact price has yet to be confirmed, INFO MOTO understands that the Aventura Rally 307 will check in under the $10,000 mark.
    The Aventura Rally 307 is a 293cc single-cylinder adventure machine built around rally raid aesthetics and lightweight practicality. Rieju has positioned it against rivals including the Honda CRF300 Rally and KTM 390 Adventure, with a specification sheet that punches above the typical entry-level adventure category.
    1 of 5 Power comes from a liquid-cooled 293cc four-stroke single producing 25kW (33.5hp) and 27Nm of torque, paired with a six-speed gearbox and slipper clutch. Chassis hardware includes a 43mm fully adjustable inverted fork and a fully adjustable progressive rear shock, both offering 235mm of travel.
    Wheel sizes are 21-inch front and 18-inch rear on spoked rims, and braking is handled by 300mm front and 240mm rear wave discs with dual-channel switchable ABS.

    At 138kg dry, the Aventura Rally 307 is notably light for the class, and its 21-litre fuel tank gives it a claimed range of over 500km. Instrumentation is handled by a 7.0-inch vertical TFT display with day/night mode and Mirror Link smartphone connectivity.
    Rieju’s R&D team tested the Aventura Rally 307 in the Touareg Legend Rally, a north Africa event that follows the original Dakar route without factory support.
    Prospective buyers can register interest via the Rieju Australia website at rieju.com.au.

    Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. By night, Spencer plays guitar with Melbourne punk outfit LOUTS.
    The post Rieju Aventura Rally 307 confirmed for Australia appeared first on INFO MOTO.
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