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    RiderBOT
    The Italian squad opens its 2026 campaign at the Africa Eco Race before tackling the European Tout Terrain Rally Cup.
    Aprilia Tuareg Racing has announced its 2026 racing program, kicking off with the Africa Eco Race on January 25 before making its debut in the European Tout Terrain Rally Cup.
    The team heads to Morocco carrying the number one plate after back-to-back Africa Eco Race victories in 2024 and 2025, part of a dominant two-year run that’s seen the Tuareg Rally win every competition it’s entered.

    Jacopo Cerutti, Francesco Montanari and Marco Menichini will contest the 13-day marathon from Tangier to Dakar aboard the Tuareg Rally.
    Beyond the twin Africa Eco Race crowns, the Italian team has claimed victory at Baja Aragon, the Hellas Rally Raid, the Ro Rally Marathon, and three consecutive Italian Motorally Championships. The streak has earned the bike the “Queen of Africa” moniker in recognition of its African rally raid dominance.

    “Our goals are to always do our best and aim for victory in both the European Championship and the Africa Eco Race,” said Cerutti. “The level has risen significantly this year, with many strong competitors, but we always prepare to win.”
    Following the Africa Eco Race’s February 7 finish in Dakar, the team will shift focus to the European Tout Terrain Rally Cup, comprising four rounds across Spain (April 12-18), Greece (May 25-31), Romania (July 10-18) and Italy (October 13-17).

    The European campaign represents a natural progression after three Italian Motorally titles, with the team having already tested the waters by winning last year’s Hellas Rally Raid and Ro Rally Marathon.
    “Last year we competed in two races… and won both, so our goal is to continue growing and succeeding in Europe as well,” said team principal Vittoriano Guareschi.
    Montanari is eager to chase a result that’s eluded him for two seasons at the Africa Eco Race.

    “I can’t wait to be back in the desert. My main goal is to achieve a result I’ve been chasing for two years,” he said. “I’m also happy we’ll be competing in the European Championship this year – these races are more in my wheelhouse compared to the Motorally.”
    Menichini, the team’s newest signing, brings fresh confidence following extensive testing.
    “The Tuareg Rally bikes are incredible. After the latest updates and tests, I have a great feeling with the bike,” he said.
    The 2026 Africa Eco Race begins January 25 in Tangier.

    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 Aprilia Tuareg 660, 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 Aprilia Tuareg Racing targets third consecutive Africa Eco Race title appeared first on INFO MOTO.
    RiderBOT
    Harley-Davidson and MotoGP have announced new details for the inaugural Harley-Davidson Bagger World Cup, including the addition of Indonesia’s first ‘MotoGP-level’ team and a confirmed weekend format for the 2026 championship.
    Niti Racing (Indonesia) has been confirmed as the fourth team on the provisional entry list, joining previously announced Saddlemen Race Development (USA), Cecchini Racing Garage (Italy), and Joe Rascal Racing (Australia).
    The Indonesian squad becomes the country’s first team to compete on the MotoGP stage, bringing national racing development experience to the international bagger racing series.
    Joe Rascal Racing has also received approval to expand from two to three riders, bringing the provisional grid to four teams and nine riders for the debut season.

    “This gives us a strong and competitive foundation for year one, and with ongoing discussions involving additional teams, we’re encouraged by the level of global interest as we continue to build the series in a structured and sustainable way,” said Jeffrey Schuessler, Global Director of Racing Programs at Harley-Davidson.
    A provisional rider line-up will be announced in the coming weeks.

    Five of the six rounds will follow a three-day format, with qualifying and Race 1 on Saturday, and Race 2 on Sunday. The Italian Grand Prix at Mugello will be the exception, with qualifying on Friday and both races held on Saturday.
    At the US, Netherlands, Great Britain, Aragon, and Austria GPs, the weekend schedule will be:
    Friday: Free Practice 1 and Free Practice 2 Saturday: Qualifying at midday, Race 1 in the afternoon (immediately after the MotoGP Tissot Sprint) Sunday: Race 2 (morning or afternoon depending on the event) At Mugello, a modified format will see:
    Friday: FP1, FP2, and Qualifying Saturday: Race 1 and Race 2 The 2026 calendar includes six rounds:
    United States – Circuit of the Americas (Austin): March 27–29 Italy – Autodromo Internazionale del Mugello: May 29–31 Netherlands – TT Circuit Assen: June 26–28 Great Britain – Silverstone Circuit: August 7–9 Aragon (Spain) – MotorLand Aragón: August 28–30 Austria – Red Bull Ring: September 18–20 (Championship Round)
    Bagger World Cup race bikes are built on Harley-Davidson’s Grand American Touring platform, featuring race-prepared Road Glide motorcycles with Milwaukee-Eight V-Twin 131R race-modified motors.
    The competition machines produce over 200 horsepower and reach top speeds exceeding 300km/h, with purpose-built chassis, suspension, braking, and electronics packages designed specifically for racing.
    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 Aprilia Tuareg 660, 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 Harley-Davidson Bagger World Cup adds Indonesian team, confirms race format appeared first on INFO MOTO.
    RiderBOT
    Indian Motorcycle has pulled the covers off the 2026 Chief Vintage, a modern interpretation of the brand’s iconic 1940s Chief that blends post-war styling with contemporary performance and technology.
    Revealed as part of Indian’s 125th anniversary celebrations, the Chief Vintage takes direct design inspiration from the original 1940s Chief with flowing valanced fenders, a lit headdress ornament, and wire-spoked wheels.

    “The Indian Chief from the 1940s remains one of the most recognisable and celebrated motorcycles in American history,” said Ola Stenegärd, Design Director for Indian Motorcycle. “With its iconic V-Twin engine, valanced fenders, and unparalleled reliability, the Chief set a standard for performance and design that resonates today.”

    The styling extends to the engine finish, with the Thunderstroke 116 featuring non-machined black cylinders and silver-painted cylinder heads and pushrod tubes that reference the raw aluminium finishes of the original Chief models. A narrow rear subframe, vintage handlebars, and reimagined vintage solo seat complete the period-correct aesthetic.

    Beneath the retro styling sits Indian’s air-cooled Thunderstroke 116 V-Twin producing 156Nm of torque, paired with three selectable ride modes: Tour, Standard and Sport.
    The Chief Vintage comes equipped with Indian’s round touchscreen display, now running updated software that improves startup and loading times by approximately 25 percent.
    The new system introduces App Enhanced Navigation, allowing riders to search destinations on their phone via Google Maps, Waze, or Apple Maps and send them directly to the bike’s display.

    The touchscreen can be operated via hand controls or directly on the display, offering multiple gauge configurations, turn-by-turn navigation, and smartphone integration via Bluetooth or USB for music control, phone calls, and text message access.
    Indian has also launched a range of accessories for the Chief Vintage including highway bars, a 450mm quick-release windshield, vinyl saddlebags with 19-litres of storage per bag, premium handle grips, and passenger accommodation options including a pillion and touring backrest pad.
    The 2026 Indian Chief Vintage is confirmed for Australian release in Q2-Q3 of 2026, with local pricing yet to be announced.
    2026 Indian Chief Vintage. 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 Aprilia Tuareg 660, 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 Indian Motorcycle revives 1940s Chief icon with 2026 Chief Vintage appeared first on INFO MOTO.
    RiderBOT
    Ducati has unveiled its 2026 MotoGP line-up, with reigning World Champion Marc Marquez and Francesco Bagnaia piloting the new Desmosedici GP in a special Rosso Centenario livery celebrating 100 years of Ducati.
    The Ducati Lenovo Team presentation took place on 19 January at PalaCampiglio in Italy, with reigning champion Marc Marquez and two-time champion Francesco Bagnaia confirmed as the factory team riders for the upcoming season.

    The Desmosedici GP 2026 sports a special matte Rosso Centenario colour scheme with double white stripes to mark Ducati’s centenary year (1926-2026). The shade of red matches that used on the 1949 Ducati 60, the manufacturer’s first complete motorcycle, and the 1955 Gran Sport Marianna, Ducati’s first purpose-built racer designed by Fabio Taglioni.
    The livery was designed by Aldo Drudi in collaboration with Centro Stile Ducati, featuring white stripes that wrap around the bike’s distinctive front air intake.

    The three-day event featured the official team presentation followed by a public meet-and-greet in Piazza Sissi with both riders.
    Activities included skiing for team members and guests, with Bagnaia joining former alpine ski champion Giorgio Rocca for the traditional race, while Marquez opted for a walk to Lake Nambino.

    An immersive exhibition at the Dolomieu Observatory showcased 70 years of Ducati racing history, featuring bikes ranging from the 1955 Gran Sport Marianna 125 to the MotoE V21L electric motorcycle. Highlights included the 900 SS IOM TT, the championship-winning 851 F90, Desmosedici GP machines, and the Panigale V4 R.
    “Campioni in Pista has become a symbolic event for Ducati,” said Claudio Domenicali, CEO of Ducati Motor Holding. “Looking ahead to the season that is about to begin, with Marc and Pecco, we are lining up two absolute benchmark riders, with talent and a winning mentality.”
    The 2026 MotoGP season begins with the Grand Prix of Thailand on 1 March.
    1 of 6 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 Aprilia Tuareg 660, 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 Marquez and Bagnaia to lead Ducati’s 2026 MotoGP campaign in special centenary livery appeared first on INFO MOTO.
    RiderBOT
    New look and updated tech on the way
    Ducati’s Diavel V4 replaced its V-twin predecessor three years ago and now it’s ripe for a midlife redesign – something that’s on the way soon and has now been leaked in the form of official design registrations published in the European Union.

    While Ducati added a higher-performance ‘RS’ version of the Diavel V4 to the range for 2026, complete with the Panigale’s Desmosedici Stradale V4 engine instead of the Granturismo V4 version of the standard Diavel and more aggressive styling than the base model, the normal Diavel V4 now looks set to get its own facelift.
    The designs show an array of visual tweaks, starting with a new set of wheels using five split spokes. They’re more subtle and sportier-looking than the current rims. Bodywork changes include the same new side air intakes that debuted on the Diavel V4 RS, with the horizontal vane in the intake shifted from above the centreline to below it, and a two-part design that, on the RS, allows their carbon fibre construction to be displayed. On the standard bike the intakes are likely to be plastic instead of carbon, but could still use different colours and finishes to emphasise the two sections.

    Also split into two parts are entirely new radiator cowls sitting below those intakes, further hinting that Ducati will be employing different colours or materials to add visual interest to the next-gen bike. On the righthand side, a new plastic cover just behind the radiator cowl hides wiring and plumbing on the engine. That engine is the same, non-Desmo, ‘Granturismo’ V4 used in the current model, not the Desmosedici Stradale of the V4 RS.
    The exhaust is new, too. While similar to the current model, with four distinct outlets to emphasise the engine configuration, the tailpipes are more neatly arranged in two pairs, melded slightly together, instead of the individual versions used at the moment.

    On top of that, there are indications that the bike is getting updated, semi-active suspension, with the overhead and front ¾ views revealing wiring harnesses plugged into the tops of the forks.
    What’s unknown at this stage is whether the bike is simply a revamped Diavel V4 or an additional version, perhaps a Diavel V4 S, to sit between the base bike and the top-spec RS variant. We’re likely to find out soon enough, as the bike could be launched within a matter of weeks.
    The post Updated Ducati Diavel Leaked In Design Registrations appeared first on Australian Motorcycle News.
    RiderBOT
    Monster Energy Yamaha MotoGP has officially launched its 2026 campaign in Jakarta, Indonesia, unveiling the all-new V4-powered YZR-M1 alongside a refreshed livery ahead of the season-opening Sepang test.
    The presentation took place as part of Yamaha Motor Indonesia’s dealer meeting in Jakarta, where riders Fabio Quartararo and Alex Rins were introduced alongside the completely redesigned machine that marks the beginning of Yamaha’s V4 era.

    The new livery retains the characteristic camouflage theme but features increased blue and white elements, departing from previous colour schemes as Yamaha enters what it’s calling “phase two” of its Blue Shift plan.
    Advertisement. The switch to V4 architecture represents Yamaha’s most significant technical change in recent MotoGP history, with the manufacturer developing the new engine configuration in parallel with racing its inline-four throughout 2025 – described by team management as an unprecedented challenge in the modern MotoGP era.

    Takahiro Sumi, general manager of Yamaha Motor’s Motor Sports Development Division, outlined early performance gains from the new platform.
    “We’ve already seen encouraging signs: improved braking stability, better acceleration potential, and a more consistent feeling over long runs,” Sumi said. “Our focus for 2026 is centred on accelerating development speed and ensuring seamless integration between design, testing, and racing.”

    Quartararo, who came close to victory on several occasions in 2025, expressed enthusiasm for the new project.
    “The V4 engine is a big change, and I can’t wait to feel how it will develop on track,” the Frenchman said. “I’ve been training hard all winter, so I’m ready to give it my all.”
    Rins, who gained momentum late in 2025 with a strong showing at the Indonesian GP, echoed his teammate’s optimism.
    “The new bike gives us more development opportunities, and that’s highly motivating,” Rins commented. “It’s a new era for Yamaha, and I’m excited to be part of it.”

    Paolo Pavesio, managing director of Yamaha Motor Racing, used the launch to confirm DP World as a new partner, citing their logistics expertise as crucial for the team’s operations across the 22-round championship.
    Monster Energy’s longstanding relationship with Yamaha was also highlighted, with the title sponsorship having begun in 2019 at an event also held in Jakarta.

    Thanks to MotoGP’s concessions system, Yamaha will field all its riders at the shakedown test before the official Sepang test commences in early February, giving the manufacturer valuable extra track time to develop the new V4 package.
    Team director Massimo Meregalli emphasised a measured approach for 2026, focusing on extracting performance and building consistency as the team gets acquainted with the new machine rather than chasing immediate results.
    The Monster Energy Yamaha MotoGP team will take to the track at Sepang in the coming weeks for the first official test of the 2026 season.

    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 Aprilia Tuareg 660, 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 Yamaha unveils V4-powered YZR-M1 at Indonesian team launch appeared first on INFO MOTO.
    RiderBOT
    Triumph’s popular 660 range receives significant updates for 2026, though Australian riders will only have access to LAMS-restricted versions as 800 models fill the full-power gap. 
    The 2026 Trident 660 checks in from $14,890 rideaway, up $440 compared to the outgoing model. Meanwhile, the new Tiger Sport 660 arrives from $16,270, translating to a $370 price increase.

    Triumph has announced major updates to its 660 road-focused range, with the Trident 660 and Tiger Sport 660 receiving their most significant upgrades to date. While the Trident 660 was previously available in full-power guise, the 2026 version will only be in learner-approved LAMS configuration, as the new Trident 800 ($16,695) likely renders the unrestricted 660 roadster redundant in this market. Similarly, fully licensed riders may opt for the Tiger Sport 800 ($20,190) over its LAMS-approved stablemate.
    The 2026 Tiger Sport 660 produces 43.2kW at 11,250rpm and 60Nm at 6250rpm, while the Trident 660 generates 41.2kW at 11,250rpm and 60.7Nm at 6250rpm.

    Despite the restricted power outputs, Australian buyers still benefit from the updated hardware including the revised exhaust system with 3-into-1 header design, updated six-speed gearbox with new input and output shafts, revised gear ratios and final drive, plus recalibrated Triumph Shift Assist (up/down quickshifter). A new slip and assist clutch reduces lever effort and improves control.
    The Trident 660 gains a more muscular stance with redesigned bodywork including a wider fuel tank with chiselled knee cut-outs and a new split rider and pillion seat. A new headlight mount and updated headlight enhance the bike’s presence.

    Chassis updates include a revised frame and new Showa rear suspension unit with preload and rebound adjustment, joining the premium Showa 41mm USD big piston forks. New wider handlebars for 2026 offer greater leverage and comfort.
    Technology includes ride-by-wire throttle with three riding modes (Sport, Road and Rain), optimised cornering ABS and traction control via a six-axis IMU, Triumph Shift Assist for clutchless shifting, and cruise control as standard. A colour TFT display combines with an LCD screen, with MyTriumph Connectivity enabling turn-by-turn navigation, music and call control.
    Colour options include Cosmic Yellow, Stone Grey (premium options), and Snowdonia White as standard.

    The Tiger Sport 660 introduces a larger 18.6-litre fuel tank for increased touring range, along with new bodywork including updated radiator cowls for improved weather protection. The adjustable windscreen can be easily adjusted with one hand, varying height from 1312mm to 1395mm.
    New radiator cowls and a refined front-end design create a more substantial presence with angular side profile and clean lines. The bike maintains its accessible ergonomics and low seat height.

    Premium Showa suspension includes separate function USD forks with 150mm travel at the front, paired with a Showa monoshock at the rear offering 150mm travel and remote preload adjustment for quick changes when riding two-up or fully loaded.
    The Tiger Sport 660 features the same technology package as the Trident 660, including optimised cornering ABS and traction control, Triumph Shift Assist, cruise control, and MyTriumph Connectivity.
    Colour schemes include Interstellar Blue with Mineral Grey, Silver Ice with Intense Orange (both premium options), and Pure White as standard.
    1 of 6 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 Trident 660 and Tiger Sport 660 revealed, both LAMS-only for Australia appeared first on INFO MOTO.
    RiderBOT
    Patent suggests repositioned gears and a neutral lock-out could become the norm
    While we’re all used to the ‘one down, five up’ gearshift pattern that’s become the norm over recent decades there’s plenty of evidence that it’s far from ideal – and with Ducati’s new Panigale V4 R introducing a race-style pattern with neutral at the bottom and all six speeds above it there’s a real possibility that more bikes will adopt the same layout.
    A new patent filed by Ducati to protect the Panigale V4 R’s neutral lock-out (Ducati Neutral Lock, or DNL, in Ducati-speak), illustrates how simple the system is, leaving little reason to think that the same setup won’t be used by more road-oriented models in the future.

    As Ducati’s patent explains, the standard shift pattern – 1-N-2-3-4-5-6 – has only become the norm since the 1970s, and that the ‘all-up’ pattern used in the 2026 Panigale V4 R’s ‘DRG’ (Ducati Racing Gearbox) transmission was quite common before that, with the likes of Kawasaki’s Mach IV H2 putting neutral at the bottom, so you shift up for first and all the remaining gears. The problem with such designs is that it’s all too easy to hit neutral when trying to shift down into first, and the now-normal setup of pushing down for first and up for the rest of the gears was a simple solution to stop that from happening.
    Ducati’s DRG reverts to the old system but adds a neutral lock-out, the DNL, in the form of a thumb lever on the righthand bar, making it impossible to inadvertently select neutral without making the conscious move to push that lever. It’s a system that’s already ubiquitous on the MotoGP grid, with a variety of different neutral lock-outs used depending on the manufacturer, but Ducati’s version, detailed in the new patent, is particularly simple and easy to implement.

    The N-1-2-3-4-5-6 pattern is achieved with a simple redesign of the selector drum, while the neutral lock-out comes in the form of a cam attached to the selector drum, contacting a metal ball on the end of a sprung rod. In neutral, the cam pushes the ball and rod down into a cylinder, but once you shift into first and the cam lobe moves, the rod and ball move up and are immediately locked in place as three more metal balls are pushed into a narrow, waisted section of the rod. As those three balls move inwards, a sleeve – also mounted on a spring – slides up and prevents them returning, locking the rod in place and preventing the shift drum from being able to rotate back to the neutral position.
    The bar-mounted neutral lock-out lever is connected to the sleeve, pulling it back against the spring to allow the three balls to move out of the way of the rod, which can then be pushed back by the cam as neutral is selected. The bar-mounted lever can use either a mechanical system like a cable to pull back the sleeve, or an electronic system like a solenoid to achieve the same task.

    Ducati’s patent application points out that other companies have also come up with similar systems, listing Honda, Kawasaki and Aprilia patents for neutral lock-outs, but claims to be simpler, cheaper and more reliable than rival designs. Given its low cost and simplicity, it’s easy to see how more Ducatis could be equipped with the same system in future, particularly given Ducati’s record of debuting ideas on its ‘R’ homologation models before filtering them through to more mainstream superbikes and other models a year or two later on.
     
    The post More Ducatis Could Get Panigale V4 R Transmission appeared first on Australian Motorcycle News.
    RiderBOT
    New tourers, trikes and CVOs unveiled
    Harley-Davidson has stepped away from the usual tactic of launching all its new models in a single glut for 2026 and instead is staggering the unveilings. After presenting a first batch of updates back in November last year, the second helping has now arrived, including revised tourers, trikes and CVO models.
    The first batch appeared in November, when Harley unveiled the 2026 Street Glide, Road Glide, Low Rider, Heritage Classic, Breakout, Fat Boy, Street Bob, Sportster, Nightster and Pan America. The latest release adds the Street Glide Limited and Road Glide Limited to the touring range, the new Street Glide 3 Limited and Road Glide 3 to the trike lineup, the Pan America 1250 Limited to the adventure range, and a batch of five new limited-production CVO bikes. Over and above that, there’s also a new range of ‘Liberty Edition’ specials to mark 250 years since the signing of the Declaration of Independence in 1776.

    Starting with the Street Glide Limited and Road Glide Limited, both are full-dress tourers complete with a top case as well as hard side cases. That top case is a new Grand Tour-Pak design, with 68 litres of capacity, enough for two full-face helmets, and doubles as a backrest for pillions while also housing speakers for the stereo systems.
    2026 Road Glide Limited Power for both comes from a 117ci (1923cc), VVT version of the Milwaukee-Eight, marking the first time that variable valve timing has appeared on the 117 version of that engine. The VVT system was previously exclusive to the 121ci engine in the exotic CVO models. In the Street Glide Limited and Road Glide Limited, it promises 79kW at 4600rpm and 177Nm at 3500rpm, representing 14% and 7.4% increases over the old Milwaukee-Eight 114 used in the bikes’ predecessors.
    The new trike range adds the Street Glide 3 Limited – again, the ‘Limited’ name indicates it has a top case – and the Road Glide 3 for 2026, also with the 117 VVT engine, and with redesigned rear suspension compared to earlier trikes like the Freewheeler and Tri-Glide. A CVO version of the Street Glide 3 Limited is also launched, with the 121ci VVT Milwaukee-Eight making 85kW and 187Nm.

    The 2026 Street Glide 3 Limited features redesigned rear suspension The same engine goes into the new CVO Street Glide and CVO Street Glide Limited, while the 2026 Custom Vehicle Operations range also includes a brawnier ‘High Output’ version of the 121 VVT engine, making 95kW at 4900rpm and 197Nm at 4000rpm. It’s bolted to the CVO Street Glide ST and CVO Road Glide ST models, also new for 2026, and gives them enough performance to warrant an electronically limited top speed: 193km/h for the CVO Road Glide ST and 177km/h for the CVO Street Glide ST. The bikes will be able to travel at that maximum for up to 25 seconds at a time thanks to a temporarily raised redline of 5900rpm, after which the rev limit drops to 4750rpm, with a corresponding reduction in speed.
    2026 CVO Street Glide ST and 2026 CVO Road Glide ST If Harley’s touring models aren’t for you, the 2026 Pan America 1250 Limited offers a change of style and pace. Positioned at the top of the 2026 Pan America lineup, the Limited adds an aluminium top case and side cases, providing 120 litres of storage, plus a suite of bolt-on additions including an up/down quickshifter, muffler guard, radiator guard and skid plate. Standard specification also includes all the elements from the Pan America 1250 Special, such as adaptive ride height, nine ride modes, handguards and heated grips.
    2026 Pan America 1250 Limited Finally, there’s the Liberty Collection, made up of ‘Liberty Edition’ versions of the Street Glide, Street Glide 3 and Heritage Classic. Each gets special graphics including an eagle graphic on the tank, blue stitching on the seat with red, white and blue accents, and an embroidered Bar & Shield logo. Harley says only about 2500 of the bikes in total will be sold globally.
    2026 Enthusiast Collection – Liberty Edition Models That isn’t all we can expect from Harley in 2026, though. While the company hasn’t yet announced a ‘chapter three’ set of unveilings, the brand’s low-cost Sprint model has already been confirmed as arriving this year and could prove a make-or-break machine when it comes to attracting a younger generation of riders to the brand.
    The post Harley Launches Second Tranche of 2026 Models appeared first on Australian Motorcycle News.
    RiderBOT
    Cyclone RA1000-based design shows hydraulic power steering
    Hub-centre steering has been on the motorcycling radar for decades but despite an array of oddball projects like the Elf GP bikes of the 1980s, Yamaha’s GTS1000, the uber-expensive Bimota Tesi and the more prosaic Italjet Dragster scooter that have pushed the idea to the fore, it’s always failed to make an impression on more mainstream motorcycle design. Now another company is having a go at hub-centre steering – China’s Zongshen – which has filed patent applications illustrating such a system fitted to a version of its new RA1000 V-twin.

    The RA1000 has just hit the market, nearly five years after it first appeared as the RA9 concept back in 2021. It packs a 996cc, DOHC V-twin derived from the old Aprilia motor from the Shiver and Dorsoduro, putting out 105hp and 95Nm, in a frame that’s also recognisably from the old Aprilia Shiver, which itself has recently been revived in the Chinese market, where it’s manufactured by a joint venture between Aprilia’s parent Piaggio and Zongshen. Where the resuscitated Shiver looks nearly identical to the old version that debuted back in 2007 and was discontinued nearly a decade ago, the Zongshen RA1000 wraps it in muscular proportions akin to the Ducati Diavel, with a single-sided swingarm and a massive 240-section rear tyre.

    But Zongshen’s new patent suggests bigger changes are waiting in the wings, showing how the RA1000’s chassis could be adapted to fit a second single-sided swingarm to the front, fitted with another unusually wide wheel and tyre, with power-assisted hydraulic control to stop the exaggerated rubber from making the steering too heavy.
    The advantages of hub-centre steering and the use of a front swingarm instead of forks are well established, helping separate braking and suspension forces, channelling the former directly into the chassis and eliminating the stiction that plagues telescopic forks (a portmanteau of ‘static’ and ‘friction’, referring to the initial force needed to get the forks moving). Hub-steering systems also give more freedom when it comes to steering and suspension geometry, allowing anti-dive without making the suspension too stiff, as well as eliminating the stresses that normally have to travel through a conventional bike’s steering head.

    The downsides of hub-centre steering are equally well publicised, with previous systems coming in for particular criticism when it comes to steering feedback thanks to complex mechanical linkages between the bars and the wheel, adding bearings and pivots that can all lead to friction and slack in the system.
    That’s where Zongshen’s design is unusual, as it eliminates any such mechanical linkage, instead using hydraulics to transfer movement of the bars into steering at the wheel. What’s more, the hydraulic system is power-assisted, helping to make the steering lighter and opening the door to more advanced rider-assist systems that could intervene in the steering – something that’s already commonplace in cars. A hydraulic cylinder steers the front wheel and provides feedback into the system.
    The single-sided swingarm design also means the front brakes need to be rethought. There’s only one disc, mounted inside the front wheel, and it’s gripped by two twin-piston floating calipers, each radially mounted.
    Zongshen’s design is the sort of radical rethink that we’d often be tempted to write off as nothing more than the doodling of an imaginative engineer, but China’s motorcycle industry has already shown it’s not afraid to mess with engineering conventions that have been set in stone for decades by more established brands. As a result, the chances that this system could reach a production model are substantially higher than if a Japanese or Western bike company had filed the same patent.
    The post Zongshen Develops Hub-Steered Twin appeared first on Australian Motorcycle News.
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