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    RiderBOT
    New touring version of Tiger Sport 800 due in Australian dealers from February 2026 with a $23,290 rideaway sticker
    Based on the existing Tiger Sport 800, the Tour arrives with the long-haul bits already bolted on: centre stand, heated grips, hand guards and a dual Comfort Seat. Luggage is part of the deal, too — colour-matched panniers (57L combined) and a 49L twin-helmet top box on an aluminium rack, complete with backrest pads.

    Power comes from Triumph’s 800cc triple, claimed at 115 PS (about 84.6kW) at 10,750rpm and 84Nm at 8500rpm, with the company saying most of the torque is on tap through the midrange. A six-speed box with Triumph Shift Assist is standard.

    Chassis hardware mirrors the base bike’s sport-touring brief, with Showa 41mm adjustable upside-down forks and a Showa rear shock featuring rebound adjust and a remote hydraulic preload adjuster for quick changes when loaded. Triumph-branded radial four-piston calipers bite twin 310mm front discs, and Michelin Road 5 rubber are wrapped around cast wheels. Wet weight is quoted at 232kg with the luggage fitted.

    Weather and distance gear includes an adjustable windscreen with integrated deflectors, the heated grips and hand guards mentioned earlier, and the Comfort Seat with ‘3D net’ tech and air channels. Seat height is a manageable 835mm and fuel capacity remains at 18.6 litres, maintaining the standard Tiger Sport’s narrow waist.


    Electronics cover three riding modes (Sport, Road and Rain), ride-by-wire throttle, switchable traction control, Optimised Cornering ABS and cornering traction control, plus the new TPMS. Lighting is all-LED and the dash pairs an LCD with a colour TFT. The My Triumph Connectivity System brings turn-by-turn nav, phone integration and music control via Bluetooth. A Tyre Pressure Monitoring System is also standard.

    Two colourways will be offered: Matt Cobalt with Matt Sapphire Black and gold accents, or Carnival Red with Sapphire Black and the same gold highlights. The paint extends to the panniers and top box.

    Paul Stroud, Chief Commercial Officer, Triumph Motorcycles said: “The Tiger Sport 800 Tour combines the proven sports performance and agility of the Tiger Sport 800 and adds full touring specification, fitted as standard. This is a motorcycle our customers have been asking for, designed to enhance comfort and capability on longer adventures. By offering this level of specification at an attractive price, we’re making sports touring more accessible and creating a compelling option that will help us grow market share.”

    Service intervals are billed as class-leading and the bike carries a two-year unlimited-kilometre warranty, which also covers Genuine Triumph Accessories. Triumph lists 35 accessories for riders who want to tweak styling, protection or performance.
    Price and availability
    $23,290 rideaway in Australia Arriving February 2026 Orders open now via Triumph dealerships
    SPECIFICATIONS
    ENGINE AND TRANSMISSION
    Type: Liquid-cooled, 3 cylinders, 12 valves, DOHC
    Capacity: 798 cc
    Bore: 78.0 mm
    Stroke: 55.7 mm
    Compression: 13.2:1
    Maximum Power: 115 PS / 113 bhp (84.6 kW) @ 10,750 rpm
    Maximum Torque: 84 Nm @ 8,500 rpm
    Fuel System: Bosch Multipoint sequential electronic fuel injection with electronic throttle control. 3 rider modes (Rain, Road, Sport)
    Exhaust: Stainless steel 3 into 1 header system with sided mounted stainless steel silencer
    Final Drive: X ring chain
    Clutch: Wet, multi-plate, slip & assist
    Gearbox: 6 speed, Triumph Shift Assist
    CHASSIS
    Frame: Tubular steel perimeter frame
    Swingarm: Twin-sided, fabricated pressed steel
    Front Wheel: Cast aluminium alloy, 5 spoke, 17 x 3.5 in
    Rear Wheel: Cast aluminium alloy, 5 spoke, 17 x 5.5 in
    Front Tyre: 120/70 R 17
    Rear Tyre: 180/55 R 17
    Front Suspension: Showa 41mm, upside-down separate function cartridge forks, adjustable compression and rebound damping, 150mm wheel travel
    The post Triumph Unveils Tiger Sport 800 Tour appeared first on Australian Motorcycle News.
    RiderBOT
    Flagship $49,300, 216hp hypersports bike now available to hire alongside BMW S1000RR at Phillip Island and SMSP ridedays for $545
    Motorcycling Events Group Australia (MEGA) and Ducati Australia & New Zealand have announced a major partnership kicking off 1 January 2026 that will put Ducati’s Panigale V4 S into the hands of everyday riders at MEGA Ride Days.
    The fleet of Panigale V4 S machines – shod with Pirelli tyres – will be available for hire at Phillip Island Grand Prix Circuit and Sydney Motorsport Park across more than 70 dates in 2026, with additional events planned beyond next year. The collaboration is the first step in a broader program of Ducati-curated experiences and track events.
    Bookings for the Panigale V4 Experience are now available at:
    Sydney Motorsport Park (SMSP): https://www.smsprd.com/smsprd-ride-days
    Phillip Island Grand Prix Circuit: https://www.phillipislandridedays.com.au/pird-ride-days
    Pricing and rider requirements
    From 1 January 2026, add $545 on top of a Ride Day booking to hire a Panigale V4 S. Bikes are fully track-prepared with fiberglass fairings and crash protection, and are fitted with Pirelli Rosso IV tyres. MEGA provides support throughout the day to keep the bike in top condition. Licence: A full, unrestricted motorcycle licence is required. International licences are accepted if in English or accompanied by a verified translation. Racing or competition licences are not accepted. Damage: Repairs are charged per incident up to a maximum of $6,500, with lower costs charged if repairs total less.
    Sergi Canovas, Managing Director, Ducati Australia & New Zealand:
    “This partnership gives riders the rare opportunity to experience our flagship superbike in the environment it was engineered for. Ducati and MEGA share a commitment to passion, trust and uncompromising quality, and we look forward to welcoming riders to the track in 2026.”
    Steve Brouggy, Managing Director, MEGA Events:
    “MEGA’s mission over the past three decades has been to provide extraordinary motorcycling experiences at racetracks. Our passion for delivering those experiences has not diminished from day one, and adding the opportunity to ride truly extraordinary motorcycles such as the Ducati V4S at the two best racetracks in the country, is something that only ignites our passion further! Making these outstanding motorcycles so easily accessible to the broader motorcycling community is a massive step forward in our never-ending quest to evolve and improve what each and every rider experiences at each and every Phillip Island Ride Day & SMSP Ride Day. I’d like to thank the entire team at Ducati Australia & New Zealand for providing this opportunity and working with us to bring an experience to Australian riders that is truly groundbreaking. In 2026 alone there will be over seventy dates to choose from where our fleet will be available for ordinary riders to have this extraordinary experience, with more being added in subsequent years. Myself and my crew are beyond excited to become part of the Ducati family, and look forward to working together for many years to come.”
    Read AMCN’s full review of the 2025 Ducati Panigale V4 S here
    Specifications

    ENGINE
    Capacity 1103cc
    Type V4, desmodromic, four valves per cylinder
    Bore & stroke 81mm x 53.5mm
    Compression ratio 14.0:1
    Cooling Liquid
    Fueling EFI, 2 x injectors per cylinder
    Transmission Six-speed
    Clutch Wet, multi-plate, slipper
    Final drive Chain
    PERFORMANCE
    Power 159kW (216hp) @ 13,500rpm (claimed)
    Torque 120Nm @ 11,250rpm (claimed)
    Top speed 300km/h (claimed)
    Fuel consumption 6.5L/100km (claimed)
    ELECTRONICS
    Type Bosch
    Rider aids Power Modes, Race ECBS, Ducati Vehicle Observer, Traction Control, Wheelie Control, Slide Control, Engine Brake Control, Power Launch (DPL), Electronic Suspension (DES) 3.0
    Rider modes Race A, Race B, Sport, Road, Wet
    CHASSIS
    Frame material Aluminium
    Frame type Front frame
    Rake 24°
    Trail 98mm
    Wheelbase 1485mm
    SUSPENSION
    Type Öhlins
    Front: NPX 25/30 S-EC 3.0 pressurised fully adjustable, electronic compression and rebound damping, 125mm travel
    Rear: TTX36 monoshock, fully adjustable with electronic compression and rebound damping, 130mm travel
    WHEELS & BRAKES
    Wheels Forged aluminium
    Front: 17 x 3.5 Rear: 17 x 6.0
    Tyres Pirelli Diablo Supercorsa
    Front: 120/70R17
    Rear: 200/60R17
    Brakes Brembo
    Front: Twin 330mm discs, four-piston Hypure calipers
    Rear: Single 245mm disc, twin-piston caliper
    DIMENSIONS
    Weight 187kg (wet, no fuel, claimed)
    Seat height 850mm
    Width Not given
    Height Not given
    Length Not given
    Ground clearance Not given
    Fuel capacity 17L
    SERVICING & WARRANTY
    Servicing 1000km
    Minor: 12,000km
    Major: 24,000km
    Warranty Two years, unlimited km
    BUSINESS END
    Price $49,300 (ride away)
    Colour options Ducati red
    CONTACT
    www.ducati.com/au/en
    The post Ducati Teams up with MEGA Ridedays to Provide Panigale V4 S Hire appeared first on Australian Motorcycle News.
    RiderBOT
    Motorcycling Events Group Australia (MEGA) has announced a significant expansion of its ride day offerings, adding Ducati motorcycles and Pirelli tyres to its lineup alongside existing partners BMW Motorrad and Alpinestars from January 1, 2026.
    The partnership will see a fleet of Ducati Panigale V4 S superbikes join the current BMW S 1000 RR hire bikes available at both Phillip Island Grand Prix Circuit and Sydney Motorsport Park. All BMW and Ducati hire motorcycles will be fitted exclusively with Pirelli rubber, while Alpinestars continues as the riding apparel provider at both venues.

    MEGA founder and managing director Steve Brouggy described the expansion as a dream come true. “To be able to provide the two premium brands of motorcycles on the planet at the two premier circuits in Australia, all fitted with tyres from the leading tyre brand around the globe, is nothing short of a dream come true,” he said.
    Brouggy, who has operated MEGA for 31 years, said the partnerships would enable the company to explore wider options for existing ride days and develop highly specialised events moving forward.

    BMW Motorrad Australia general manager Steven Dunn confirmed the German marque’s continued involvement with MEGA. “BMW Motorrad is pleased to continue its long-standing partnership with MEGA in 2026. MEGA Ride Days remain a benchmark for professional and high-quality track experiences, and we’re proud that riders can continue to experience the capability of the S 1000 RR in its natural environment,” Dunn said.
    Ducati Australia and New Zealand managing director Sergi Canovas said the partnership gives riders a rare opportunity to experience the flagship Panigale V4 S on world-class circuits. “The Panigale V4 S represents the pinnacle of Ducati engineering, and being able to place riders in an environment that truly showcases its precision, power and racing DNA is tremendously exciting,” Canovas said.

    Link International general manager Brenden Stoeckert said riders will experience Pirelli’s premium Hypersport products from the Diablo Rosso Road Range on all BMW and Ducati hire bikes, with Diablo Superbike rubber available for premium experiences.
    Alpinestars product manager Steve Jennings welcomed the expanded fleet, noting the protection specialist has partnered with MEGA ride days for many years. “Adding Ducati to the fleet alongside BMW is an incredible opportunity for riders to experience the two best sports bikes on the market while wearing the best protective gear available,” Jennings said.

    Australian Racing Drivers’ Club CEO Glenn Matthews praised MEGA’s contribution to the Sydney Motorsport Park community over decades, while Phillip Island Grand Prix Circuit commercial manager Luke Sibson congratulated the MEGA team and recognised Brouggy’s 31 years of dedication to safe motorcycling at the Victorian venue.
    Further information and bookings are available at phillipislandridedays.com.au and smsprd.com.
    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. He also knows how to operate the big computery thing in the office. By night, Spencer plays guitar with Melbourne punk outfit LOUTS.
    The post MEGA expands ride day fleet with Ducati Panigale V4 S and Pirelli partnership appeared first on INFO MOTO.
    RiderBOT
    Aprilia-based V-twin hits production more than four years after it was first shown
    Way back in 2021 Chinese brand Zongshen unveiled the RA9 concept under its upscale Cyclone marque featuring the engine and frame from an Aprilia Shiver 900 under radical new bodywork and with a single-sided swingarm. It was promised for production but it’s taken until now for the showroom version to get its official launch as the Cyclone RA1000.

    Over those four years the Chinese bike industry has transformed beyond recognition. Back in 2021, the RA9 concept looked like one of the biggest and most advanced bikes yet to come from China, but today the Shiver-based underpinnings date it and rivals like CFMoto, Zontes and QJMotor as well as newcomers like Kove, ZXMoto and Souo have leapt forward with larger, more powerful and more exotic designs that are rapidly bringing China into direct competition with the European and Japanese companies that have dominated for decades.

    In its final production form, the RA1000 gets a revised version of Aprilia’s Shiver V-twin engine, a DOHC, 8-valve, liquid cooled motor that’s been punched out to 996cc thanks to an extra 5mm of bore – now 97mm – paired to the existing 67.4mm stroke, giving a peak of 78.5kW at 9,000rpm and 95Nm at 6,500rpm. Top speed is quoted to be 235km/h, and the kerb weight is a not-insubstantial 225kg. The frame is still visually similar to the Shiver’s, with a part alloy, part steel-tube design, and the show bike’s single-sided swingarm is retained along with its stubby-tailed look, giving a silhouette that’s more like a Ducati Diavel than a traditional roadster. An exaggerated 240-section rear tyre adds to the Diavel-ish impression, as does the low-mounted, stubby exhaust on the righthand side.

    Zongshen is among the most established bike makers in China, with a longstanding tie-in with Aprilia’s parent company, Piaggio – the two operate a joint-venture manufacturing facility in China to turn out Aprilias for that market – but it’s been slower than some rivals to expand onto the international stage. Where CFMoto, QJMotor, Kove and the likes of Voge have all rapidly grown their international presence, Cyclone is taking a more tentative approach. It does, however, have a presence in key European markets, as well as Asia and South America, and plans to enter more countries in the coming year.
    The post Zongshen Cyclone RA1000 finally launched appeared first on Australian Motorcycle News.
    RiderBOT
    Up-spec’d Super Duke leaked in approval documents
    Production halts and financial woes have inevitably hampered KTM’s new model plans over the last year but with investment from Bajaj securing the company’s future it’s back on track and new documents show that a higher-spec ‘RR’ version of the 1390 Super Duke is coming in the 2026 model year.
    The previous generation 1290 RR Super Duke Recently type-approved in Europe, the 1390 Super Duke RR is a follow-up to the old 1290 Super Duke RR and we can look to its predecessor to get a strong indication of how the bike will look and perform. The old 1290 RR first appeared as a limited-edition run of 500 bikes back in 2021, with another run of 500 appearing in 2023. In each case, the focus was on weight reduction – slicing 9kg from the stock 1290 Super Duke R’s mass – and higher spec running gear including more exotic WP Apex Pro suspension.

    The type-approval for the 1390 Super Duke RR points to a similar approach. The documents show that the RR has a street-legal Akrapovic titanium silencer, taken straight from the existing options list, as standard, saving weight compared to the normal system but not adding any performance. Peak power is unchanged at 140kW and 10,000rpm and torque stays 145Nm at 8,000rpm, just like the stock 1390 Super Duke R.

    Weight, however, drops by 8kg from 212kg including a full tank of fuel to 202kg in the same state. That’s likely to come in part from that silencer, but also via the judicious use of carbon fibre and a lithium-ion battery instead of lead acid.
    The bike’s dimensions reveal additional tweaks. The bars measure 17mm wider than the standard bike, for example, which could simply mean they’re new but more likely comes down to the addition of lever-guards on the bar ends – another feature of the old 1290 RR, and parts that are again already available in the options catalogue. The RR is also 13mm taller than the R, hinting at a cowl over the instruments, and 2mm longer – matching the new Brabus 1400 R for length. That could indicate that the RR will have the same carbon fibre single seat unit that first appeared on the Brabus bike.
    Brabus’ new 1400 R Signature Edition We’d also expect a brake upgrade, probably to the same Brembo Hypure calipers used on the Brabus 1400 R, with carbon air ducts – a feature from the old 1290 RR that’s been carried across to the new Brabus 1400 R.

    KTM’s model launches have been delayed by the company’s struggles, so it’s not clear when the 1390 Super Duke RR will be revealed. The timing of its type-approval in Europe – which came at the same time as the documents for the Brabus 1400 R – suggests it was intended to be shown at EICMA and to reach production in early 2026, but that’s likely to have slipped back by some months.
    The post KTM 1390 Super Duke RR incoming in 2026 appeared first on Australian Motorcycle News.
    RiderBOT
    China readies yet another CBR650R rival
    It’s increasingly hard to keep up with the onslaught of impressive new bikes appearing from Chinese companies that seem to appear from nowhere with readymade ranges to rival big-name brands from Europe and Japan and now Cyclone – the upmarket arm of Zongshen – is set to expand into the sports bike arena with the upcoming RC700.
    Seen here in design registration images, the RC700 has been in Cyclone’s plans for a while. The company previewed the bike as the RC680R at shows back in 2023, following that with a revised version, the RC700R, at 2024 events. These new images, labelled simple ‘RC700’ in their accompanying paperwork, appear to show a more advanced version of the idea that’s likely to be closer to the final production model.

    Like several other Chinese brands, Zongshen appears to be drawing more than a little inspiration from Honda’s CB650R/CBR650R four-cylinder engine for the new model. That motor has already provided a blueprint for an array of models appearing from rivals, with both QJMotor and Benda offering models that have very similar motors – each built by their respective manufacturers, but with clear ties to the original Honda engine that suggest they’ve been reverse-engineered. Details like clutch and generator covers that share the same bolt-pattern as the Honda engine, not to mention the same, distinctive exhaust layout with four header pipes sweeping to the righthand side, all provide clear hints that the Cyclone engine borrows from the existing Japanese design.
    The earlier RC680R and RC700R show bikes both claimed a 674cc capacity and a power output of around 100hp, and the same is expected to apply to the version seen here, but the new bike makes a distinct shift away from the earlier show versions when it comes to the chassis and styling.

    Both the previous designs featured a beam frame that looked, like the engine, very much like it had come from a Honda CBR650R. The initial RC680R paired it to a single-sided swingarm, while the RC700R had a toned-down, dual-sided setup. For the new design seen here, the chassis is completely new, with an MV-style arrangement of a tubular front section mated to a cast alloy rear part clamping the swingarm pivot. The swingarm, too, is new, appearing to be cast aluminium and with a substantial underslung brace, in turn requiring a redesigned exhaust system, which exits from twin, stacked silencers high on the righthand side where the earlier iteration of the bike had a belly-mounted silencer and exhaust exit just ahead of the rear wheel.
    The new styling clearly takes its cues from MotoGP, with vast front winglets and a front mudguard that extends down to form a cowl around the four-pot, radial-mount brakes. At the front a small, central headlight is flanked by two large air intakes, a sharp step away from the earlier prototypes, which each had dual, side-by-side headlights.

    While Cyclone is Zongshen’s high-end brand, promising bikes including the RX650 adventure bike – built around a liquid-cooled parallel twin engine that was developed for the stillborn Norton Atlas 650 models that were shown in 2018 but axed after Norton’s collapse and subsequent buyout by India’s TVS – and the upcoming RA1000, a 996cc V-twin developed from the Aprilia Shiver, the company’s global expansion is a step or two behind rivals like CFMoto and QJMotor. In China, however, Cyclone is already a direct competitor for those companies, and its plans include expansion in Europe and other markets in the coming year.
    The post Cyclone RC700 Sports Bike Images Surface appeared first on Australian Motorcycle News.
    RiderBOT
    Radical ‘modular displacement’ donk to power a new MV platform
    A V5 engine will power a future MV Agusta platform across multiple segments, from Supersport to Naked and Touring. The Italian company revealed a concept engine, saying it had ‘a modular displacement range’ from 850cc to 1150cc, capable of delivering over 180kW (240hp) at more than 16,000rpm and a beefy 135Nm of torque at 8500rpm.
     MV’s CEO Luca Martin explained the internals to AMCN’s Alan Cathcart: “We basically have two engines coupled together – an inline three-cylinder in front, and a parallel-twin behind, to make it easier for the rider’s knees to be brought closer together. Each bank of cylinders has its own crankshaft, coupled via a central gear pinion, and are contra-rotating to cancel out the gyroscopic inertia of the rotating masses. This improves the bike’s handling, especially the steering, and also minimises vibration.”
    Martin pointed out the so-called Cinque Cilindri is narrower  than an inline-four and shorter than a V4.
    “So it’s a very compact, high-performance design,” he said. “It weighs under 60kg, so it’s no heavier than the equivalent four-cylinder motor.
    “But on top of this, we decided to try to save weight, as well as to simplify the design, by electrifying this engine as much as possible, in order also to reduce friction and increase performance significantly. So, that means the Cinque Cilindri is a standard internal combustion engine, but as is happening increasingly often right now in the car world, several ancillary functions like the water pump and the oil pump and other vital components are electrically rather than mechanically driven, with their own electric motors.”
    While the project is in its early stages, with the engine not being run yet, Martin says it is a key part of MV’s future.
    “This is definitely an all-new future MV Agusta engine platform for a future range.”
    The post 180kW MV Agusta V5 Engine Incoming appeared first on Australian Motorcycle News.
    RiderBOT
    Bajaj Director says overheads can be cut by half as EU green-lights Indian takeover of KTM parent company
    It’s been a year since the depth of KTM’s financial problems came to light sparking months of uncertainty for the Austrian brand before an insolvency court approved a rescue deal that involved creditors accepting a 70% loss on what they were owed.

    Under that arrangement, KTM had a strict deadline to pay the remaining 30% of its debts, and needed a financial injection that came in the form of €800 million in the form of a loan from existing minority shareholder Bajaj. The understanding was that, given approval by the relevant government oversight bodies, that loan would be converted to a shareholding, giving Bajaj a controlling stake in KTM, and now that approval has arrived.

    KTM is part of a complex corporate structure. It’s wholly owned by Pierer Mobility AG, which itself is owned by Pierer Bajaj AG, a company that’s until now was split so 50.1% of the shares were owned by Pierer Industrie AG and the remaining 49.9% by Bajaj Auto International Holdings BV, the European arm of Indian brand Bajaj Auto. Under the bailout, that €800 financial package came from Bajaj International Holdings, and both Austrian merger authorities and the European Commission have now green-lit the conversion of that loan into an acquisition of all 50,100 shares in Pierer Bajaj AG that were previously owned by Pierer Industrie AG, giving Bajaj complete ownership of Pierer Bajaj AG. In turn that means Bajaj owns Pierer Mobility AG – which it has already announced will be renamed Bajaj Mobility AG – and, in turn, KTM, Husqvarna and GasGas.

    It’s expected to spark a set of in-depth measures to slash KTM’s costs, with changes to staffing, R&D, racing and production as Bajaj takes action to turn around the company’s fortunes. In an interview with India’s CNBC-TV18 financial TV channel in October, Bajaj managing director Rajiv Bajaj explained both the root of KTM’s problems and his intentions to fix the issue.
    Rajiv Bajaj – Managing Director of Bajaj Auto He blamed the company’s issues on corporate greed: expanding too fast and into the wrong segments on the heels of the brief upturn that followed the COVID-19 pandemic. Under his analysis, that resulted in overproduction, with unsold bikes equivalent to more than a year’s worth of inventory languishing in dealers and the supply chain, and strategic missteps including the expansion into the electric bicycle business.

    KTM’s costs are also too high. He said: “From the outside, so far what we observe is that there is an opportunity to reduce the overheads by more than 50%. That covers R&D, that covers all marketing areas including racing. That covers all the operational areas.”

    Staff levels are also in the spotlight, despite KTM slashing its numbers from 6,000 to 4,000 over the last year. In his interview, Bajaj said: “In this 4000 people, only about 1000 people are blue-collar. 3000 people are white-collar and that’s really perplexing, because it’s the blue-collar that make the motorcycles…”
    He continued: “The issue is going to be with the white-collar headcount, which is very expensive.”

    In terms of manufacturing, Bajaj has previously expressed an interest in shifting more production to India, where KTM’s smaller single-cylinder bikes like the 125, 250 and 390 Duke models are already made. The company also makes parallel twin in China under its joint venture with CFMoto. In future, KTM’s two-cylinder machines could also be made in India. Rajiv Bajaj pointed to Triumph’s successful strategy, which has seen UK manufacturing largely shifted abroad with the vast majority of modern Triumphs made in its three Thai factories or, in the case of the 400cc singles, in India under its own partnership with Bajaj.
    The post Bajaj Flags Huge Cost Cuts For KTM appeared first on Australian Motorcycle News.
    RiderBOT
    Race-influenced variants adopt Öhlins hardware, revised ergonomics and distinctive finishes
    Triumph has doubled down on its middleweight performance line-up, unveiling the Street Triple 765 RX and the limited-run Moto2 Edition — two models aimed squarely at riders who like their naked bikes with a bit more track intent.

    Both machines build on the highly regarded Street Triple RS platform, bringing premium suspension, race-style ergonomics and a healthy dose of Triumph’s Moto2 know-how. For Aussie riders who enjoy a fast road blast or the occasional track day, these two new options slot neatly into the sharper end of the middleweight segment.

    Central to the upgrade is the move to fully adjustable Öhlins NIX30 forks, matched with an Öhlins STX40 rear shock. The set-up mirrors what many riders fit aftermarket, but now it’s straight off the showroom floor. Combined with new clip-on bars that shift the rider into a more aggressive stance, the RX and Moto2 Edition lean further toward track ergonomics than any previous Street Triple.

    Braking is handled by Brembo Stylema calipers and an MCS adjustable lever, while Pirelli Diablo Supercorsa SP V3s provide the grip. Wet weight remains at 188kg, keeping the bike light and nimble.
    Under the tank sits the familiar 765cc triple making 130PS and 80Nm — figures unchanged from the RS.

    765 RX returns
    The RX badge has history with Triumph fans, and it’s back for 2026 after a long break. Sitting above the Street Triple RS, the new RX picks up a machined top yoke, an RX-branded seat, a laser-etched silencer, and a colour scheme designed to stand out: Matt Aluminium Silver with Diablo Red wheels and subframe.

    The look nods to the original Street Triple 675 RX, a bike many riders still think of fondly.

    Moto2 Edition: strictly limited
    For collectors — or anyone chasing something a bit more exclusive — Triumph will offer the Moto2 Edition, capped at 1000 units globally. It features carbon-fibre panels, a Moto2-branded seat, clear-lens taillight, a carbon silencer end cap and a numbered billet-machined top yoke.

    Colour options run Mineral Grey or Crystal White, each paired with a Triumph Performance Yellow rear subframe and matching wheel striping. Even the TFT dash gets a Moto2 start-up sequence to drive home the connection to Triumph’s race program.

    Triumph’s involvement in Moto2 since 2019 continues to shape its road bikes. The 765 triple used in the championship has now clocked more than 1.7 million kilometres in race conditions and helped set dozens of lap records. The data gathered feeds directly into the production engine, and Triumph is keen to highlight how much of that development ends up in the Street Triple family.

    Tech and equipment
    Both models run a 5-inch TFT display with an intuitive layout, plus rider aids including Optimised Cornering ABS, Cornering Traction Control, Track ABS mode and Triumph Shift Assist. These systems aim to make the bikes confidence-inspiring without overwhelming riders who prefer a more direct feel.




    Australian availability
    Street Triple 765 RX – $22,990 rideaway, available now Street Triple Moto2 Edition – $25,990 rideaway, arriving January 2026 in limited numbers Triumph also lists 35 genuine accessories for both models, with many protection, styling and performance options available.
     
    The post Triumph reveals high-spec 2026 Street Triple RX and Moto2 Edition appeared first on Australian Motorcycle News.
    RiderBOT
    Australia’s ultimate desert race is joining forces with the nation’s leading dirt bike magazine in 2026 to celebrate five decades of Finke, uniting more than a century of combined legacy
    The Tatts Finke Desert Race has today announced it is teaming up with the longest running dirt bike magazine in the country, with Australasian Dirt Bike Magazine (ADB) coming on board as the official media partner for the 2026 event.

    Both born in the mid 1970’s – Finke in 1976 and ADB in 1975, the partnership is set to elevate the coverage of the event to unprecedented heights, with 2026 set to be the biggest event in Finke Desert Race history as it celebrates its 50th edition.
    The partnership will ensure consistent coverage of the event throughout 2026, starting with exclusive Finke features, race preview stories and form guides. Closer to the event ADB will then have regular updates on ADB digital and print channels, before a live show with Dirtbike Burrito Podcast at the event.

    ADB will also be helping to create a jam-packed, collectors edition 2026 event program for fans to relive the full 50 years of Finke, while all bike competitors will also receive a free three-month subscription to ADB magazine as a result of the new partnership, giving them the June, July and August 2026 issues.

    Australasian Dirt Bike Magazine Owner and Editor, Mitch Lees, said:
    “ADB Magazine is honoured to become the official media partner of the Tatts Finke Desert Race, especially in a year where both organisations celebrate 50 years.
    As two long-standing pillars of Australia’s off-road motorcycle community, this partnership is a natural alignment.
    In 2026, ADB will provide the most comprehensive Finke coverage in our history — from expert technical features and in-depth rider analysis to on-the-ground reporting throughout race week.

    Our goal is simple: to be the definitive hub for all things Finke and to give this iconic event the expansive, high-quality coverage it deserves.”
    The announcement follows the opening of entries for the event, which is being rolled out in four phases over two weeks. This process will see 2025 bike competitors, EOI holders, and general entrants secure their place in the race.
    Finke Desert Race President Antony Yoffa, said:
    “This partnership takes the Finke experience to the next level. With ADB on board, fans and competitors can expect unparalleled access, exclusive content and a celebration worthy of 50 years of Australia’s ultimate desert race.”

    FULL WEEK OF CELEBRATIONS PLANNED
    2026 Golden Anniversary Program:
    • Wednesday 3rd June: 50th Finke Celebration Dinner
    • Thursday 4th June: Alice Springs Town Council Finke Street Party and Night Markets
    • Friday 5th June: AJP Motos Australia Scrutineering
    • Saturday 6th June: Method Race Wheels Prologue
    • Sunday 7th June: Race Day 1
    • Monday 8th June: Race Day 2 & Presentation Night presented by TAB

    The extended program reflects the event’s growth from a single day in 1976 to a week-long celebration that has become central Australia’s premier motorsport spectacle.

    First held in 1976 with 56 motorcycle competitors, the Tatts Finke Desert Race has grown to become Australia’s premier off-road motorsport event, attracting hundreds of competitors across bike, buggies, trophy trucks and side-by-sides and thousands of spectators annually to Alice Springs for the 450-kilometre return journey through some of the country’s most challenging desert terrain.
    The post Australasian Dirt Bike Magazine Becomes Finke Desert Race Partner appeared first on Australian Motorcycle News.
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