Jump to content

  • Articles

    Our website articles
    RiderBOT
    Rino and Eqvvs prototypes on display at EICMA
    Chinese bikes were out in full force at EICMA in Milan – a sure sign of the ongoing invasion of the European market from a host of new brands – and QJMotor’s display was among the largest including two intriguing prototypes in the form of the Rino and Eqvvs.
    QJMotor Eqvvs The Rino is a 900cc, three-cylinder adventure bike, debuting a new engine from the company and its first triple. Promising around 120hp, the engine was mated to a conventional transmission in the show bike but patents published earlier this year showed it’s also set to be offered with an automated manual setup, with electromechanical actuators for the clutch and shifter, similar to Yamaha’s Y-AMT system. The styling comes from C-Creative, the Italian studio formed by ex-MV boss Giovanni Castiglioni and former MV and Benelli styling chief Adrian Morton. A 19-inch front wheel and 17-inch rear put the bike into the road-oriented end of the adventure bike spectrum, and bolt to Marzocchi suspension and Brembo brakes, while the chassis is a combination of cast alloy and tubular steel elements, not unlike an MV Agusta’s frame.
    QJMoto Rino The Eqvvs is a 600cc café racer built around QJMotor’s existing, 68hp V4 engine, which already appears in the company’s SRV600V cruiser. Here it’s bolted to an unconventional frame that combines front and rear cast alloy sections bolted to a separate middle part that extends forward and up to the steering head. Like the Rino, it looks like a bike that’s heading for production in the not-too-distant future.
    QJMotor Eqvvs The post QJMotor Teases More New Models appeared first on Australian Motorcycle News.
    RiderBOT
    Triumph has announced two new additions to its middleweight naked lineup – the Street Triple 765 RX and the Street Triple Moto2 Edition, both featuring significant hardware upgrades over the existing RS variant.
    The Triumph Street Triple 765 RX is available now from $22,990 rideaway, while the Moto2 will arrive in January (very limited numbers) priced from $25,990.
    Available for one model-year only, the RX represents Triumph’s most track-focused Street Triple to date, while the Moto2 Edition is limited to 1000 units globally as a celebration of the British brand’s partnership with the Moto2 World Championship.
    Both machines receive substantial suspension and ergonomic updates, headlined by fully adjustable Ohlins NIX30 upside-down forks. The premium front suspension features adjustable compression and rebound damping, preload adjustment, and 115mm of wheel travel.

    The new models also adopt clip-on handlebars in place of the standard bike’s upright bars, creating a more aggressive, forward-leaning riding position. The setup is completed by the existing Ohlins STX40 piggyback rear shock, twin Brembo Stylema four-piston calipers with Brembo MCS radial master cylinder, and Pirelli Diablo Supercorsa SP V3 tyres.
    The RX features Matt Aluminium Silver bodywork with a Diablo Red rear subframe and matching wheels – a colour scheme that references the original Street Triple 675 RX. Specific details include a billet-machined top yoke, laser-etched RX branding on the silencer, and an RX-branded seat.

    The Moto2 Edition adds carbon fibre side panels, front mudguard, belly pan, and silencer end cap. It wears a Mineral Grey and Crystal White colour scheme with a Triumph Performance Yellow rear subframe and rear wheel stripe. Moto2 branding appears throughout the bike, including on the TFT start-up screen and an individually numbered billet top yoke.
    Both variants use the same 765cc triple engine as the RS, producing 96kW at 12,000rpm and 80Nm at 9500rpm. The powerplant is based on the race-tuned units supplied to Moto2, which have covered over 1.7 million kilometres in competition since 2019, setting 76 race lap records and achieving a top speed of 300km/h.

    “The success of the Speed Triple 1200 RX has demonstrated the appeal of a sports-focused naked motorcycle,” said Triumph Motorcycles chief product officer Steve Sargent.
    “That’s why we are now applying the same ethos to the Street Triple family. The new Street Triple 765 RX delivers sharper geometry, premium components, and a specification that makes it equally at home on fast road rides and dedicated track sessions.”

    Sargent added that the Moto2 Edition “gives fans and collectors a rare opportunity to own a slice of Moto2 action.”
    Electronics include optimised cornering ABS and traction control, a dedicated ABS Track mode, and an up/down quickshifter. The 5.0-inch TFT display features Triumph’s standard interface, with the Moto2 Edition adding a bespoke start-up screen.
    Triumph Street Triple 765 RX and Moto2. 1 of 16 765 RX Moto2 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 2026 Triumph Street Triple 765 RX, Moto2 pricing and specs confirmed appeared first on INFO MOTO.
    RiderBOT

    Ducati DesertX V2 Previewed

    By RiderBOT, in Articles,

    New frame, new engine and big updates set for full debut in 2026
    Although not revealed in full, Ducati used EICMA to preview the upcoming DesertX V2 that will get its full unveiling in February 2026 and reach dealers towards the middle of next year.

    Under bodywork that’s clearly similar in style to the current, Dakar-inspired DesertX, there’s a completely new bike with a different chassis and engine to the current model. At the moment, the DesertX is the last man standing in Ducati’s lineup with the Testastretta engine, a descendant of the original Desmoquattro V-twin, and sharing its combination of double overhead camshafts, driven by belts and giving desmodromic operation to four valves per cylinder. That engine has been superseded in other models including the Monster, Multistrada V2 and Hypermotard by Ducati’s new 890cc ‘V2’ motor, with conventional valve springs and chain-driven camshafts, as well as variable valve timing.

    In the DesertX V2, the 890cc engine will be in a 110hp tune, and as on other models with the motor it acts as a structural chassis component, helping reduce weight. With a 21-inch front and 18-inch rear wheel, the DesertX V2 retains some genuine offroad potential.

    Will the demise the traditional Desmo V-twin put Ducati buyers off? It’s unlikely: Ducati has already weathered the shift to V4 engines in many of its models – despite the protestations of traditionalists – and few noticed when the Gran Turismo V4 in the Diavel and Multistrada V4 dropped desmodromic valve operation, or when the 890cc V2 superseded the Desmo-valved Testastretta and Superquadro V-twins in other models.
    The post Ducati DesertX V2 Previewed appeared first on Australian Motorcycle News.
    RiderBOT

    CFMoto 1000MT-X unveiled

    By RiderBOT, in Articles,

    Litre-class MT-X takes on the big-bore adventure segment
    The V4 SR wasn’t the only CFMoto novelty at EICMA, which also saw the launch of the new 1000MT-X adventure bike.

    Looking identical to the existing 800MT-X and sharing similar chassis specs, the 1000MT-X adopts the latest-generation KTM LC8c parallel twin engine in 947cc form, as used in the 990 Duke, instead of the first-gen 799cc variant used in the 800MT-X. KTM completely redesigned the LC8c for the ‘990’ version, with all-new castings, but ensured its mounting points matched the previous motor to make it easy to update existing bikes – and that’s exactly what CFMoto has done.

    It’s likely that, without its well-publicised financial problems, KTM would have already launched multiple additional ‘990’ models, including a 990 Adventure, by now. CFMoto’s existing partnership with KTM means the two companies operate a joint manufacturing venture in China where the engines, and some complete KTM bikes, are made, and CFMoto has access to the engines for its own bikes.

    The 1000MT-X makes 83kW at 8,500rpm, 13kW more than the 800MT-X, and 107Nm of torque at 6,250rpm compared to the older bike’s 87Nm, while weight is up by just 2kg to 222kg ready-to-ride.

    The post CFMoto 1000MT-X unveiled appeared first on Australian Motorcycle News.
    RiderBOT
    Manx R superbike leads four new models
    More than five years after India’s TVS took control of Norton and after more than £200 million ($400 million AUD) of investment the storied British brand has unveiled its completely new lineup – one that sees the old Commando consigned to the history books as Norton adopts a forward-looking strategy and styling language.

    Norton currently plans a six-model range, and showed four of them at EICMA, albeit with limited details on some of the models.
     
    The headliner is the Manx R, a 1200cc V4 superbike that uses a development of the engine from the previous V4 models, but with substantially improved performance, a new chassis, new styling and – at last – the emissions performance needed to go on sale internationally.

    In the Manx R, as well as the mechanically-identical Manx café racer that was presented alongside it, the new engine puts out a claimed 206hp at 11,500rpm and 130Nm of torque at 9,000rpm, reflecting an ethos of maximising midrange grunt rather than chasing headline peak figures. The power might be a little less than the 216hp claimed for a Ducati Panigale V4, for example, but it arrives 2000rpm lower in the rev range and is paired to 9Nm more torque, also available 2000rpm lower than the Ducati’s peak.

    The engine is tamed by a suite of rider-assist technology with cornering traction control, slide control, launch control and wheelie control systems, plus a cornering cruise control that compensates for the change in effective tyre diameter as the bike leans into corners.

    It sits in a new chassis that dispenses with the handmade, TIG-welded aluminium tubing of the old V4 models in favour of modern cast-alloy design, with Marzocchi semi-active suspension, tied to the bike’s IMU, that gives electronic control over the pitching movement and, according to Norton, eliminates the need for the winglets adopted by rival machines.

    High-end components continue with the Brembo Hypure brakes and BST carbon-fibre wheels, while luxury elements include an 8-inch touchscreen dashboard and aluminium switch blocks on the bars. As well as phone connectivity, the bike has smartwatch connectivity.

    The Manx is a naked version of the Manx R, sharing similar specs and technologies, but Norton has revealed less detail about that model at this stage.


    Even less information is available about the other two machines in the range, the Atlas adventure bike and Atlas GT tourer.

    Both share the same chassis and styling, but with different wheels to suit their purposes, and display the clearest indication of Norton’s TVS ownership in their technical makeup, with some clear ties to the new BMW F450GS that’s also manufactured by, and developed with, TVS.

    The Atlas engine is a parallel twin, like the F450GS, and on close inspection the engine cases and covers share similarities, with the same layout and even an identical bolt pattern around the engine covers and components like the water pump. However, the Norton motor is a 585cc unit while the BMW’s capacity is 420cc, and the internal changes include a different firing interval, with the Norton adopting a conventional 270-degree crank to mimic a 90-degree V-twin’s throb, while the F450GS has a unique 135-degree crank.

    It’s not just the engine that’s related to the BMW, either, as the Atlas has a tubular steel frame that looks to be near-identical to the F450GS’s chassis. The swingarm, the under-engine exhaust collector, and even details like the adjustable rear brake and gear shift pedals appear to be the same components used on the BMW, too.

    Like the Manx models, the two Atlas bikes have a six-axis IMU for cornering rider-assist tech, plus an 8-inch touchscreen dash, but there are indications that the Atlas will be a much more affordable machine than the Manx, with components like ByBre brakes hinting that cost has been kept in mind during its development. More details will come soon.
    The post Norton reinvents itself with new range appeared first on Australian Motorcycle News.
    RiderBOT
    Electric-supercharged triple shown in running prototype form
    When Honda showed the V3 E-Compressor engine last year – mounted in a makeshift trellis frame but lacking any bodywork – it stole the EICMA show by proving there’s still life in the internal combustion engine. Now Honda has unveiled a close-to-production spec prototype machine using the same motor and carrying the name V3R E-Compressor.

     
    While there are still huge gaps in the details that have been provided, we’ve also gained some insight into what to expect from the bike when it reaches showrooms, including the fact that the engine measures 900cc and thanks to its electric supercharger offers performance akin to a 1200cc bike.

    That’s still a pretty vague proposition: 1200cc bikes on the market today range from sub-100hp to over-200hp in performance terms, but the Honda looks likely to be nearer the upper end of that scale thanks to the DOHC V3 engine format that’s never appeared in a motorcycle before.

    While we’ve seen plenty of four-stroke triples of around 900cc, they’re invariably inline engines rather than vees, and on the few occasions that the V3 layout has appeared in a bike, it’s been in a two-stroke machine like Honda’s own NS400R and a variety of racers over the years. We know the new Honda engine uses a 75-degree V-angle, but we don’t know the crankshaft design so it’s impossible to guess at the firing interval or how it will feel in use.

    The EICMA show bike gained a new chassis, using the engine as a stressed member and quite different to the trellis design that the engine debuted in a year ago. It also gets radial Nissin brakes, adjustable suspension and a three-exit exhaust system that looks bulky enough to comply with current emissions and noise regulations. The single-sided swingarm is retained, and the whole thing is wrapped in naked styling that’s dominated by an asymmetrical layout, with a huge air intake on the righthand side of the tank to feed the electric supercharger sitting above the engine.

    That e-compressor can build boost at any rpm, eliminating the problems like lag and promising to maximise performance throughout the rev range while also improving emissions performance.
    There’s no official word on when the production bike will be ready, but given the bike’s development so far we’d expect to see a showroom-ready machine at next year’s EICMA.

    The post Honda V3R E-Compressor Nears Production appeared first on Australian Motorcycle News.
    RiderBOT
    Wild winged superbike is a clear indication that China is targeting every echelon of biking
    CFMoto’s development of a V4 superbike has been public knowledge for over a year but the bike broke cover at EICMA in near-production form and proved to be more impressive than we could have imagined from a Chinese manufacturer until very recently – with strong performance claims, high levels of technology and styling that avoids the trap of aping established European or Japanese machines.

    The company’s V4 project was exposed a couple of years ago when patents for the new engine emerged, and was confirmed at EICMA in 2024 when the engine was presented alongside a sculpture that represented the new bike. The finished machine, dubbed V4 SR-RR, appears to have all the ingredients for success, including that 1000cc four-cylinder engine, claimed to make 210hp, paired to a kerb weight below 200kg to give the potential for a 300km/h-plus top speed.

    The engine is said to be Euro5+ emissions compliant, complete with its titanium Akrapovic exhaust, and as a V4 it enters a select group of exotic machines including the Ducati Panigale V4 and Aprilia RSV4 that take inspiration from the near-universal V4 configuration used in MotoGP. It’s a structural part of the bike, too, working alongside a partial chassis to provide strength and keep weight to a minimum.

    But the engine isn’t the bike’s most impressive tech. The really jaw-dropping element is the active aerodynamics, with huge front winglets that can independently alter their angle of attack on the move. That means they can modulate the drag-to-downforce ratio by changing pitch together when going in a straight line, likely adopting a steep angle during initial acceleration to hold the front wheel on the ground, and levelling out at higher speed to reduce drag and boost top speed. But they can also move in opposite directions, like the ailerons of an aeroplane, to help pitch the bike into corners and give downforce when leant over.

    Although moving aero is not legal in MotoGP, existing WSBK rules permit such devices provided they’re fitted to the standard, homologated production bike.
    Also electronically controlled is the semi-active suspension, while the brakes are from Brembo, with CFMoto’s show bike using MotoGP-spec calipers while a running prototype revealed in the company’s press literature – and probably closer to production spec – features Brembo Hypure stoppers.

    CFMoto hasn’t confirmed full technical details yet or announced when the finished production version of the bike will be displayed, but going by the current development progress it looks likely to be in dealers in time for the 2027 season.
    The post CFMoto V4 SR-RR is a warning shot to established manufacturers appeared first on Australian Motorcycle News.
    RiderBOT
    Triumph Motorcycles has released special edition versions of its Tiger 900 and Tiger 1200 adventure bikes with enhanced specification and competitive pricing.
    The Alpine and Desert editions are now available in Australia, with the Tiger 900 Alpine priced at $25,890 rideaway, Tiger 900 Desert at $26,990 rideaway, Tiger 1200 Alpine at $30,790 rideaway, and Tiger 1200 Desert at $32,490 rideaway.

    Both special editions feature distinctive paint schemes with new logos representing mountain peaks for Alpine versions and desert dunes for Desert versions. The Alpine editions build on the road-focused GT Pro platform, while Desert editions are based on the off-road oriented Rally Pro.
    The Tiger 900 Alpine comes finished in Snowdonia White and Sapphire Black with Aegean Blue accents, while the Tiger 900 Desert features Urban Grey and Sapphire Black with Baja Orange highlights. Each Tiger 1200 special edition offers a choice of two colour schemes.

    For the first time on Triumph adventure motorcycles, both Tiger 900 special editions come fitted with an Akrapovic silencer as standard equipment. The Alpine edition gains engine protection bars, while the Desert edition adds fuel tank protection bars for off-road durability.
    The Tiger 1200 special editions now include heated rider and pillion seats as standard, along with Triumph’s Blind Spot Assist and Lane Change Assist technologies developed with Continental.

    Suspension on the Tiger 900 Alpine comprises Marzocchi 45mm upside-down forks with 180mm travel, while the Desert edition uses Showa 45mm forks with 240mm travel. All Tiger 1200 models feature Showa semi-active suspension with 200mm travel front and rear.
    Standard equipment across both platforms includes Triumph Shift Assist quickshifter, a seven-inch TFT display with MyTriumph connectivity, and multiple riding modes. The Alpine editions offer five riding modes while Desert editions provide six, including an Off-Road Pro mode.
    Braking is handled by twin 320mm front discs with Brembo Stylema calipers on both models. The Tiger 900 Alpine runs Metzeler Tourance Next tyres while the Desert edition is fitted with Bridgestone Battlax Adventure rubber. Tiger 1200 models use Bridgestone A41 tyres on Alpine versions and Metzeler Karoo Street tyres on Desert editions.
    1 of 11 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 Triumph unveils Alpine and Desert special edition Tigers appeared first on INFO MOTO.
    RiderBOT
    Yamaha Motor Australia has unveiled its 2026 Supersport motorcycle range, headlined by an extensively updated YZF-R7 that brings a comprehensive suite of advanced electronics and chassis refinements to the middleweight class.
    The revamped R7 represents the most significant update to the model since its introduction, with Yamaha adding IMU-enabled rider aids, a completely revised frame and swingarm, updated suspension, and aerodynamic next-generation styling that maintains the bike’s R-Series DNA while pushing performance boundaries.
    1 of 5 Central to the 2026 R7’s transformation is a six-axis Inertial Measurement Unit derived from the YZF-R1 superbike. This technology enables a comprehensive electronic suite including lean-sensitive traction control with four intervention levels, slide control, lift control, brake control, engine brake management, and launch control. Each system can be individually adjusted to rider preference through the new Yamaha Ride Control interface.
    The third-generation Quick Shift System now handles both clutchless upshifts and downshifts, operating above 16km/h with upshifts available above 2000rpm and downshifts above 1600rpm. A new five-inch full-colour TFT display features four selectable themes plus a dedicated track mode, while smartphone connectivity through Yamaha’s Y-Connect app enables call and message notifications, music control, and full turn-by-turn navigation via the Garmin StreetCross app.

    Yamaha has completely revised the R7’s high-tensile steel tubular frame for enhanced rigidity in all directions while maintaining the same weight as the previous model. The asymmetrical swingarm has been redesigned to optimise stiffness, and the fully-adjustable KYB forks now feature lighter pistons and springs for more agile handling.
    New lightweight SpinForged aluminium wheels reduce unsprung weight and rotational inertia, improving suspension action and cornering response. The bike rolls on high-performance Bridgestone Battlax Hypersport S23 rubber.

    Aerodynamic updates include a compact front fairing, slim side fairings, new winglets, and LED turn signals integrated into the mirrors. The minimalist LED headlight combines with the R7’s signature M-shaped duct and tail wing to project unmistakable R-Series character.
    Ergonomics have been refined with handlebars positioned slightly higher and closer to the rider, a redesigned seat shape with lower height, and a new fuel tank profile that improves grip and rider movement.
    The proven 689cc high-output and 655cc LAMS-legal CP2 twin-cylinder engines return with tuned induction using the same intake duct shape and asymmetrical funnel lengths as the MT-07.

    Track enthusiasts gain Y-TRAC Rev app compatibility, enabling communication with pit crews, lap timing, virtual pitboard functionality, and ride data analysis displayed in real-time on the TFT screen.
    The 2026 YZF-R7 will be available in both LAMS and high-output versions from June 2026 at $16,549 rideaway. A 70th Anniversary Edition featuring iconic white and red speed block livery, gold Yamaha Tuning Fork emblems, and an Anniversary Edition badge will retail at $17,049.

    Yamaha celebrates seven decades since the 1955 founding of Yamaha Motor Company with special 70th Anniversary editions across the R-Series lineup. The limited-edition models feature white and red speed block livery inspired by the legendary 1999 YZF-R7 Superbike.
    The range-topping YZF-R1 and R1M return technically unchanged except for new colours and graphics. The R1 gains a 70th Anniversary Edition joining the Team Yamaha Blue variant, while the R1M continues with its high-specification package including Brembo brakes, KYB forks, and carbon fibre winglets. The YZF-R1 arrives in February 2026 at $33,749, with the 70th Anniversary Edition priced at $34,799 and the R1M at $42,549.

    Following its dominant debut season in World Supersport competition, the YZF-R9 returns for 2026 unchanged except for a new 70th Anniversary colour scheme alongside Team Yamaha Blue and Raven options. The versatile 890cc triple will be available from February at $23,699, or $24,499 for the Anniversary model.
    The entry-level YZF-R3 continues with fresh colours including Mint Green/Matt Black and a 70th Anniversary Edition. Priced at $9499, or $9799 for the Anniversary version, the R3 arrives in December 2025.
    Yamaha has repriced the track-only YZF-R6 RACE to $16,649, making the supersport weapon more accessible for track day riders and racers. The stripped-down machine features YCC-I and YCC-T technology, slipper clutch, close-ratio six-speed transmission, and Quick Shift System. The YZF-R15M remains available now at $6499.
    1 of 3 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 2026 Yamaha Supersport range: Heavily updated YZF-R7 leads line-up with 70th Anniversary Editions appeared first on INFO MOTO.
    RiderBOT

    EICMA 2025 | Honda WN7

    By RiderBOT, in Articles,

    Japan enters the electric era
    Honda’s all-electric WN7 has already had a soft launch – appearing as a concept bike last year and with photos and basic specs announced earlier in 2025 – but the full details were revealed at EICMA including the all-important range and power figures.
    It’s the first full-size, full-performance electric production bike from any of the Japanese brands, and since Honda’s name is on the tank, it can lay a claim to be the most significant battery-powered production model that the world has yet seen. Honda’s record, remember, includes mobilising the globe with the Cub and revolutionising the superbike with the CB750 and later the Fireblade.

    Can the WN7 be another CB750 moment? Or is it destined to be one of Honda’s bold failures like the DN-01? Only time will tell, but we now know the hand Honda is playing.
    On the face of it, the WN7 isn’t holding a royal flush. In full-power form, the electric motor puts out 50kW, while the bike weighs 217kg, putting it more into the realm of some low-powered cruisers than a comparable ICE roadster. It’s a performance level not a million miles from the old Harley Sportster 1200, for example, but even so it’s impressive that we are able to compare an electric bike at all to a combustion-engined machine, and an indication that the technology has improved vastly over the years.

    The peak torque, 100Nm, is more impressive, and allows the WN7 to use a single gear ratio, helical-cut to keep the noise down and eliminate lash, paired to a belt final drive that, again, is quieter than a chain. Top speed? 129km/h is the outright peak, with the bike capable of sustaining a continuous maximum of 127km/h. Again, not amazing, but enough to keep up with traffic.

    The liquid-cooled motor is fed by an air-cooled, 349.44-volt, 9.3kWh battery pack, giving a range of 140km under WMTC test conditions. More importantly, perhaps, it’s unusual among electric motorcycles in using a CCS-2 connector that allows both AC and DC charging. At home, you’d use AC – the battery will charge in around 2.4 hours from a car-style 6kVA home charger, or in 5.5 hours simply plugged into a conventional mains electricity socket – but on the go it can use the sort of DC rapid chargers used by most electric cars, which can take the battery from 20% to 80% full in just 30 minutes, giving another 89km of range.

    It’s typical to use the 20% to 80% figures because you’re unlikely to leave charging until the battery is completely empty, and the last 20% of charge takes a disproportionately long time – again, a feature of Li-ion batteries, not the WN7 alone – so it makes more sense to stop at around 80% than to try to reach 100% at a roadside charger.
    The WN7 has four drive modes – Standard, Sport, Rain and Econ – and you can alter deceleration through three levels using a finger/thumb paddle on the left bar, using it like a downshift to increase the regenerative ‘engine-braking’ effect when required.
    The instruments are a 5-inch TFT, albeit with some unfamiliar readouts, and there’s all the normal phone connectivity for music, calls and nav.

    The chassis is, essentially, the battery case – a cast aluminium monocoque – fitted with non-adjustable 43mm Showa forks and a preload-adjustable rear monoshock, plus Nissin brakes with cornering ABS. The 1480mm wheelbase is relatively long, but the 25-degree rake is borrowed from the CB1000 Hornet, which is something of a template for the bike’s dimensions. The seat is 800mm high, with low-ish pegs and an upright riding position that reflects the fact that the WN7 is intended more for use in cities than on highways.
    The pricing, where it’s been announced, significantly undercuts existing electric bikes like the Zero S and LiveWire S2 models, putting it closer to the likes of the Can-Am Pulse.
    The post EICMA 2025 | Honda WN7 appeared first on Australian Motorcycle News.
×
×
  • Create New...