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    RiderBOT
    First non-Desmo machine to wear the Monster name
    Ducati is on a mission to replace all its ageing Desmo V-twin-powered machines with new models using the company’s latest twin – simply called ‘V2’ – and the Monster is the latest to get the treatment as the old 937cc model is swapped for a new 890cc machine for 2026.

    The V2 engine was only launched a year ago, and it’s already found its way into the Panigale and Streetfighter V2 models, superseding the old 955cc Superquadro engine in those machines, despite being substantially less powerful. It’s also been adopted by the Multistrada V2, where it replaced the 937cc Testastretta engine, and for 2026 the Monster, also previously home to the Testastretta, goes down the same route.

    In all these cases, the engine being replaced is one of Ducati’s classic ‘L-twin’ units with desmodromic valvetrains, where the valves are closed, as well as opened by cam lobes acting on rockers, with no need for the valve springs that virtually every other four-stroke combustion engine relies on. The new V2 engine, which is 5.9kg lighter than the 937cc Testastretta, does away with the desmodromic complexity, adopting conventional valve springs. It’s a route also taken by the V4 Granturismo engine in the Diavel, XDiavel and Multistrada V4, leaving only the Panigale V4, Streetfighter V4 and the ‘RS’ versions of the Diavel and Multistrada with desmodromic valvetrains in the four-cylinder range.

    The Monster’s move to conventional valves means that the DesertX and Hypermotard 950 are – for now – the last bikes in Ducati’s lineup to use the Testastretta engine, and new versions of that machine powered by the conventionally-valved ‘V2’ motor are also believed to be waiting in the wings. When it appears, the air-cooled, two-valve-per-cylinder, 803cc Scrambler models will be the only V-twin Ducatis left with the ‘Desmo’ valvetrain that’s been a signature of the brand since the early 70s.

    But just as Ducati customers higher in the range have embraced four-cylinder machines despite the company’s V-twin heritage, few are concerned about the demise of Desmo in the remaining V-twin models. Heritage is, after all, something for the past. Riders could never really see or feel the effect of desmodromic valves, but the long service intervals – 45,000km between valve checks – of the new V2 engine, as well as the adoption of chain driven camshafts instead of those regularly-replaced belts of the older Ducati V-twins, are tangible improvements that they’ll feel in their wallets.

    In terms of performance, the new V2-powered Monster is on a par with its Testastretta-driven predecessor: its 82kW output is identical, despite its smaller capacity, and torque is only fractionally down at 91.1Nm instead of 93Nm. The reduced weight is carried over to the entire bike, which is 4kg lighter than its predecessor at 175kg, sans fuel.
    Like other models using the V2 engine, the new Monster virtually does away with a ‘frame’ in the conventional sense. There’s a small, aluminium monocoque front structure that holds the steering head to the tops of the cylinders, and at the other end a couple of aluminium castings clamp the swingarm’s pivot point. That swingarm is dual-sided and follows the same design ethos as the latest Panigale V4.

    The Monster’s suspension comes from Showa, with 43mm USD forks and a preload-adjustable rear monoshock, while the brakes are the expected Brembo radial M4.32 calipers on 320mm discs, paired to Monster-specific pads that have a gentler initial bite than in some sportier applications.
    In typical Ducati style, the bike is brimming with electronic trickery, including an IMU to allow cornering ABS and traction control, wheelie control, engine brake control and a standard quickshifter, not to mention the usual array of riding modes and a TFT dash.

    The styling is very much ‘Monster’ – instantly recognisable, but perhaps not immediately obvious that it’s different to the previous model. If anything, the changes bring the design closer to the original Monster 900 that debuted in 1992 (and, arguably, saved Ducati from bankruptcy), with an all-black, one-piece seat instead of the stepped design of the Testastretta-powered model, putting the visual focus onto the hunched fuel tank.

    As before, there are two variants, with the standard Monster ($20,700 AUD) joined by a Monster+ that adds a small cowl above the headlight and a body-coloured cover over the pillion seat, with a list price of $21,400 AUD.

    The post Ducati Monster all new for 2026 appeared first on Australian Motorcycle News.
    RiderBOT
    Fifteen bikes. One crown. The fight for MOTY 2025 begins here…
    Every year, the motorcycle world raises the bar. More sophisticated engines that meet the toughest pollution regulations, smarter electronics, sharper styling… each new release promises to be the one that changes the game. But only a handful actually do.
    In 2025, AMCN’s testers flogged dozens of new models on road, track and dirt. Some impressed. Some underwhelmed. A select few stood out enough to earn a place on the shortlist for our annual Motorcycle of the Year award, presented by National Motorcycle Insurance.
    And now the shortlist is locked in: 15 motorcycles that represent the very best of 2025, each one judged on what it sets out to do – performance, value, design, tech and how it actually works in the real world.
    Of course, the job isn’t done yet. From here, our panel of riders and reviewers will take this pack of 15 and carve it down to a final Top 10 in the upcoming Motorcycle of the Year Special Issue.
    And when that issue lands, we’ll reveal the one machine that rises above them all – the official AMCN Motorcycle of the Year for 2025.
    So what’s in the mix? Let’s take a look at the class of 2025:
    • Honda Hornet CB1000SP  All-rounder that rocks and continues Honda’s inline-four naked dynasty.
    • Savic C-Series Aussie-built electric dream proves that silence can scream.
    • Yamaha YZF-R9 Foundation for next-gen supersport racing and one to watch for the track rats.
    • CFMoto 450 SR S Value-packed pocket rocket that punches above its class.
    • Royal Enfield Classic 650 Genuine charm and usable performance in a classic reinvented for modern riders.
    • Ducati Hypermotard Irrepressible wild child.
    • Triumph Speed Triple 1200 RS Three bikes in one: naked muscle, road weapon and track tool.
    • Ducati Panigale V4 S Hi-tech, high-performance flagship sets the standard.
    • Yamaha Tenere 700 Bestseller made even better after listening to the fans.
    • Kawasaki Z900 Updated with rider tech but still carrying the raw edge that made it Stone’s cult hit.
    • Ducati Streetfighter V4 S Specced-up rocketship that’s as ferocious as it looks.
    • BMW M 1000 R Competition Insane performance, stripped bare on a naked chassis.
    • CFMoto 500SR VOOM First Chinese four-pot to hit Aussie shores in a shot across the bows of established rivals.
    • BMW R 12 G/S Style and substance rolled into a retro rebuild done right.
    • KTM 390 Adventure R Small-framed sluggard with huge potential for adventure.
    So that’s the field! Each with a legitimate claim to the throne. From here, things only get more intense. In the weeks ahead, our expert panel will vote, argue and debate every strength and weakness until just 10 bikes remain. And then? Only one will claim the title of AMCN Motorcycle of the Year 2025.
    So place your bets, start your arguments and get ready. Because if this year’s shortlist proves anything, it’s that we’re living in a golden age of two wheels.
    The post REVEALED: Motorcycle of the Year 2025 shortlist appeared first on Australian Motorcycle News.
    RiderBOT
    Kawasaki has unveiled its 2026 KLE500, a new mid-to-small-capacity adventure motorcycle which should play as a strong rival to the likes of the Royal Enfield Himalayan and CFMOTO 450MT. 
    The new model centres around a fuel-injected 451cc parallel-twin engine producing what Kawasaki describes as “usable power across the rev range” with strong low-end torque for both highway cruising and dirt road exploration.

    The KLE500 features a 21-inch spoked front wheel paired with a 17-inch rear, long-travel suspension (210mm front, 200mm rear), and 173mm of ground clearance.
    Styling draws heavily from rally-raid machines, with a tall adjustable windscreen offering three height positions, a slim fuel tank to facilitate standing riding, and KX motocross-inspired ergonomics. The 858mm seat height provides what Kawasaki calls “a relaxed knee bend with reachable footing” for a wide range of rider sizes.
    Standard equipment includes a full-colour LCD instrument panel with smartphone connectivity via Kawasaki’s RIDEOLOGY THE APP, allowing riders to access navigation, vehicle information, and communication features. The system displays incoming calls and emails on the dash while supporting voice commands in select markets.
    Up front sits a 43mm KYB inverted cartridge fork, while the rear features Kawasaki’s Uni-Trak system with stepless preload adjustment.

    Braking duties fall to a single 300mm front disc with dual-piston caliper and a 230mm rear disc, both managed by a compact Nissin ABS unit. The ABS system can be disabled via a handlebar switch for off-road riding, automatically resetting to default when the ignition is cycled.
    The KLE500 SE adds a premium equipment package including a 4.3-inch TFT colour display with auto-adjusting brightness, a taller windscreen, enlarged skid plate, metal-reinforced hand guards, and LED turn signals.

    Kawasaki Australia has not yet confirmed local pricing or arrival dates for the KLE500. The model appears positioned to compete in the learner-approved and mid-capacity adventure segment currently dominated by bikes such as the Royal Enfield Himalayan 450 and CFMoto 450MT.
    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 Kawasaki KLE500: All-new RE Himalayan, CFMOTO 450MT rival unveiled appeared first on INFO MOTO.
    RiderBOT
    Ducati’s iconic naked gets a complete overhaul with new engine, sharper styling and reduced weight.
    Ducati has taken the wraps off the fifth-generation Monster, revealing a comprehensively redesigned naked bike that pays homage to the original 1992 model while bringing modern performance and technology to the table.
    The headline act is the all-new Ducati V2 engine featuring variable valve timing (IVT), which delivers 82kW (111hp) at 9,000rpm while maintaining more than 80 per cent of peak torque between 4,000 and 10,000rpm.

    Perhaps more impressive is the maintenance schedule. Valve clearance checks are now required every 45,000km, setting a new benchmark for the class and significantly reducing running costs.
    Ducati has achieved a 4kg weight reduction over the outgoing model, bringing dry weight down to just 175kg. This has been achieved through the new lighter V2 engine (saving 5.9kg alone) and a revised chassis architecture using a monocoque frame with the engine as a stressed member.

    The styling is a modern interpretation of the original Monster’s “everything you need, nothing more” philosophy, according to Ducati.
    The signature bison-back tank has been redesigned to be slimmer while maintaining the muscular aesthetic, and front air intakes inspired by the second-generation Monster make a return.
    Up front, a new full-LED headlight with Ducati’s double-C signature gets Panigale V4-inspired side cuts, while the seat sits 5mm lower at 815mm (further reducible to 775mm with accessory seats and lowered suspension).
    Suspension duties are handled by 43mm Showa USD forks and a Showa monoshock, both specifically tuned for the Monster’s dual-personality brief. Brembo provides the anchors via twin 320mm discs gripped by M4.32 radial calipers, with pads developed for progressive initial bite. Pirelli Diablo Rosso IV rubber comes fitted as standard.

    The electronics package includes four riding modes (Sport, Road, Urban and a fourth mode), cornering ABS, Ducati Traction Control (DTC), Ducati Wheelie Control (DWC) and Engine Brake Control (EBC), all managed via a six-axis IMU. Riders interact with the system through new petal-shaped joystick controls and a 5-inch TFT display compatible with Ducati’s Multimedia System and turn-by-turn navigation.
    Ducati Performance will offer an extensive accessories catalogue including carbon fibre components, billet aluminium parts, Alcantara sports seats and Termignoni-developed titanium silencers that save 0.2kg.
    The 2026 Monster will be available in Ducati Red and Iceberg White, offered in both standard Monster and Monster+ (with passenger seat cover and cowl) configurations.
    Australian availability is expected around April 2026, with European deliveries beginning in February. Pricing is yet to be announced.
    2026 Ducati Monster. 1 of 5 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 Ducati Monster revealed appeared first on INFO MOTO.
    RiderBOT
    Concept bikes abound at Tokyo Mobility Show
    The Tokyo Mobility Show – previously known as the Tokyo Motor Show – has for decades been the spiritual home of the concept bike with Japan’s Big Four often unveiling wild visions of the future at the event. This year Yamaha has stepped up first by revealing its planned concepts ahead of the event and they include several bikes with a focus on electric and hybrid drive.

    The craziest machine on display is the MOTOROiD:Λ, the latest in a line of MOTOROiD concepts dating back to 2017 when the first version was unveiled. The running theme has been the ability to balance unaided and a chassis that can change its geometry, and with the MOTOROiD:Λ, it’s the same again but Yamaha appears to have deleted the rider element entirely – there’s no seat or bars to be seen – and is leaning heavily into the on-trend idea of AI, suggesting the bike has independent decision making abilities and an AI learning model.

    We’re still not quite sure what it’s for, though.
    Yamaha’s second new concept is more car than bike. The three-wheeled TRICERA looks like a much more viable machine, though, with an appearance not unlike a Polaris Slingshot. Unusually, all three wheels can steer, something Yamaha says brings ‘a new steering sensation’. It’s electric, of course, with a sound control system that ‘tunes the electric motor’s sound to amplify the excitement.”

    Jumping a bit closer to the realms of reality, Yamaha’s third machine is simply called ‘Proto BEV’ – prototype battery electric vehicle – and looks like a member of the brand’s ‘R’ range of sports bikes, just with an electric motor instead of a combustion engine. Yamaha again promises a ‘sound device’ to ‘communicate the bike’s status both visually and audibly’ but the basics here look like a relatively real-world electric sports bike, something Yamaha has been working on for a while, going by the company’s record of patent applications. There’s no word yet on important details like performance, range or whether a production model will follow, but the fact it looks so much like a normal motorcycle suggests it’s got a better chance of reaching showrooms than some of Yamaha’s other concept machines.

    Next comes the H2 Buddy Porter Concept, a roofed scooter developed with the help of Toyota that features a very real-looking combustion engine powered by hydrogen rather than gasoline. Yamaha and Toyota, along with Kawasaki, Honda and Suzuki, are part of the HySE project to develop small, hydrogen-fuelled combustion engine vehicles, and this is likely to be the result of that tie-in.

    Toyota developed the high-pressure hydrogen tank, and the engine looks like it’s the 125cc unit from the XMAX 125 and Tricity 125. Notably, it complies with Euro5 emissions rules – CO2 isn’t a problem, of course, since hydrogen emissions are largely water, but poisonous NOx can be a problem for hydrogen combustion engines as nitrogen from the air can get oxidised in the combustion process.

    Yamaha’s Proto HEV was previewed earlier this year in videos demonstrating it in action, but appears in public for the first time at the show. It’s a ‘series-parallel’ hybrid scooter, able to switch between battery and combustion engine power so it can run in all-electric mode in cities but on petrol for longer runs, promising a 35% improvement in overall efficiency.

    It’s joined by the larger Proto PHEV, a full-size bike that pairs the three-cylinder engine from an MT-09 to a plug-in hybrid electric system, similarly allowing it to run in either electric or combustion modes. Both the hybrid machines are well within the scope of current technology when it comes to potential for production, but given the weak sales of Kawasaki’s Ninja 7 Hybrid and Z7 Hybrid models, which take a similar approach, Yamaha might not be rushing to get them into showrooms in the immediate future.

    The post Yamaha reveals EVs and hybrids in Japan appeared first on Australian Motorcycle News.
    RiderBOT
    British retro-electric roadster gets dual-seat variant
    While other electric bikes try to look like a vision of the future, Britain’s Maeving brand opts for a retro approach and following the success of the original RM1 and the more powerful RM1S it’s added a new two-seat version – the RM2 – to its lineup.

    Based on the 11.1kW motor and dual 2.73kWh battery packs of the RM1S, offering 110km/h potential, the RM2 adds a new chassis including a substantial, welded-on rear subframe to replace the tractor-style seat of the RM1 and RM1S with a bench-style dual-seat setup.
    It’s a change that also means modifying the rear suspension mounts, both at the chassis end and on the swingarm, and substantially increases the bike’s potential payload. Where the RM1S is rated to carry up to 129kg of rider and luggage, the RM2 can manage 215kg.

    Surprisingly, the additional metalwork and larger seat adds just 4kg to the bike’s weight, which remains a relatively svelte 145kg, so performance is largely unaltered compared to the RM1S. As on that model, there are three riding modes – Ride, Sport and Eco – each altering the range and performance. In the ‘Ride’ mode, top speed is restricted to around 70km/h but the bike will take you about 145km per charge, while the maximum Sport mode gives full performance but means you’re only expected to get about 90km on a charge.

    It’s clear that, like other Maeving models, the RM2 will be most at home in city use, offering a stylish alternative to a scooter or a 125cc bike, as well as the simple ease-of-use that comes with electric power. It sticks to Maeving’s principles of using two swappable batteries, which can either be charged in situ by plugging the bike into a normal mains socket, or by removing them to charge separately. That has two benefits: first, it means riders who can’t park near a power supply can still charge their batteries by taking them indoors to do it. Second, it means there’s the option of buying additional batteries to make sure you can always access a fully-charged set. It means commuters can charge their batteries at the office, or delivery riders can keep a spare set on charge at their base to swap out when they need to refresh the range.

    In Europe and the UK, the RM2’s power means it can be ridden by learner riders on L-plates, but they’ll need a full licence to carry a passenger. For many, then, it will be the extra load capacity that’s more useful, and Maeving has options of luggage racks and a top case to make the most of that. You can even replace the pillion pad with a load space to increase that potential. As on the RM1S, there’s also space inside the ‘tank’ area for more luggage.

    On the technical side, the motor is a hub-mounted design, keeping the main chassis area clear for those batteries, stored inside the silver box that sits where an engine would normally be found. The side of that box opens to reveal the two batteries, one stacked above the other, and a braided steel hose contains the electrical cables taking power to the control electronics behind the battery case, giving a pleasingly mechanical look that echoes the exhaust of a combustion engine. The suspension is fairly basic, with non-adjustable forks and preload adjustment only on the dual rear shocks, while 19-inch wire wheels give the bike the right retro proportions.

    Given Maeving’s UK origins – the bikes are made in Coventry, at the heart of the country’s traditional bike-building region – it’s no surprise that many of the engineers and designers have come from Triumph, and the result is a machine that’s a notch above the average when it comes to construction and quality. Even the battery packs look good, with metallic silver cases inlaid with a strip of wood seared with the Maeving name: if they’re going to be on charge in your house when you’re at home, the firm reasons, they shouldn’t be ugly plastic boxes.

    In the UK, the RM2 starts at £7995, equivalent to around $16,200 AUD and only £500 (about $1000 AUD) more than the RM1S.
    The post Maeving RM2: New Two-Seater for 2026 appeared first on Australian Motorcycle News.
    RiderBOT

    Honda CB1000GT Leaked

    By RiderBOT, in Articles,

    New 110kW four-cylinder adventure tourer for 2026
    Honda has already unveiled the CB1000F as a spin-off from the CB1000 Hornet but it has another related machine waiting in the wings for 2026 in the form of the CB1000GT.
    Leaked via an Australian type-approval application, the CB1000GT is essentially a rival to the likes of Kawasaki’s Versys 1100, Suzuki’s GSX-S1000GX or Yamaha’s Tracer 9, but with the underpinnings of the CB1000 Hornet packed into a high-rise, high-performance tourer.
    The engine is straight from the Hornet, with the documents showing a peak power of 110kW at 11,000rpm, within a couple of kW of the naked bike, and the chassis also appears to be closely related, albeit with a taller look thanks to longer forks and a jacked-up rear end. Even the exhaust is straight from the Hornet, as are the wheels and Nissin brakes.

    New elements include all the bodywork, with a new tank, a fairing wrapped around the same lights used in the CB1000 Hornet and featuring what appears to be an adjustable screen, plus handguards and a new tail that incorporates the existing Hornet taillight. The footpegs are the lower versions from the CB1000F, giving a more relaxed riding position than the Hornet.
    The revised suspension means the wheelbase is a fraction longer than the CB1000 Hornet’s, coming in at 1465mm instead of 1455mm, and at 930mm the bars are substantially wider. Despite the taller suspension and the extra bodywork, the CB1000GT is barely heavier than the CB1000 Hornet; at 213kg, the GT is only 2kg more than the naked bike.
    Other details that can be seen in the images include a quickshifter, while the bar controls are again borrowed from the Hornet. The tail also appears to be designed to fit hard luggage, which makes sense given the bike’s sport touring intentions.
    Given it’s already been type-approved as a 2026 model, a full launch of the CB1000GT is likely to be imminent, so we’ll bring full information as soon as it’s available.
    The post Honda CB1000GT Leaked appeared first on Australian Motorcycle News.
    RiderBOT
    Adelaide Harley-Davidson Bike Works has been named Harley-Davidson’s inaugural International Dealer of the Year CXI Champion.
    The South Australian dealership claimed top honours in the customer experience category of Harley-Davidson’s new recognition program, which celebrates exceptional performance across the manufacturer’s international dealer network spanning Asia Pacific, Europe, Middle East, Africa and Latin America.
    Adelaide Harley-Davidson Bike Works achieved the highest customer recommendation scores in the CXI (Customer Experience Index) segment among international dealers, marking it as a benchmark for service excellence.
    The awards program evaluates dealers using both quantitative and qualitative criteria across key areas including motorcycle sales, parts and accessories, apparel sales, and customer experience.
    “It’s a real honour to be recognised on the international stage for the passion and care our team brings to every customer interaction,” said owner at Adelaide Harley-Davidson Bike Works Blair Freeth.
    “For more than a decade, we’ve been proud to serve Adelaide’s Harley-Davidson community, and this award is a testament to the loyalty of our riders and the dedication of our entire dealership team.”
    The post Adelaide Harley-Davidson dealership takes out global award appeared first on INFO MOTO.
    RiderBOT
    Revamped Modern Classics range heads an onslaught of new models
    Triumph says it’s planning an unprecedented 29 new or updated models for its 2026 lineup and the first have been unveiled in the form of the company’s Modern Classics range of Bonneville-based machines.
    The Scrambler 900 is the headline model when it comes to revisions, with new styling, updated suspension, a tweaked chassis and improved technology for the coming year.

    Starting with the changes we can see, the big news is the suspension. The retro-throwback look of the previous Scrambler 900, with its gaiter-clad right-way-up forks and axial-mount front brake caliper, has gone, replaced with a style more akin to the larger Scrambler 1200. That means new, 43mm Showa upside-down forks, with matching piggyback twin shocks from the same brand at the back. Those rear shocks now bolt to a fabricated aluminium swingarm instead of the old steel design, further updating the look and the performance, while their upper ends attach to a slimmer, reshaped rear subframe.

    Aluminium-rimmed wire wheels replace the old steel versions, and the styling is updated with a more modern interpretation of the classic Scrambler look. A revised tank has a more forward-leaning, dynamic shape, retaining the same 12-litre capacity as before, and ahead of it there’s a new LED headlight and running lights that are shared across the 2026 Modern Classics models. New throttle body covers and side panels feature a more angular appearance than before, notably losing the oval number board on the left-hand side and replacing it with a vestigial version that’s essentially just a silver-coloured section on the side panel. On the right-hand-side, the two stacked, high-mounted exhausts maintain a classic Scrambler styling cue, but again they’re new with a less traditional look than before. A redesigned seat, rear mudguard, and a more neatly integrated taillight complete the visual changes.

    The brakes are uprated with a new 320mm disc and radial four-piston caliper at the front, and like the rest of the 2026 Modern Classics models the Scrambler 900 gets an IMU to enable lean-sensitive cornering ABS. There’s cornering traction control, too, along with three riding modes, but the engine is unchanged with the same 65PS at 7.250rpm and 80Nm at 3.250rpm.

    As well as the IMU-assisted rider aids, the 2026 Scrambler 900 gains a new instrument panel combining LCD and TFT displays that can be upgraded to include phone connectivity with an optional Bluetooth module.
    Turning to the rest of the Modern Classics lineup, the mainstay Bonneville T100, T120 and T120 Black models all get the new IMU-based rider assists, with cornering ABS and traction control, a USB-C socket and the new LED lighting, claimed to be significantly brighter than the previous design. The base T100 gets two riding modes – Road and Rain – to match its larger siblings, and the option of cruise control, which becomes standard on the T120 versions.



    The Bonneville Bobber and Speedmaster are both subtly restyled with a larger, 14-litre fuel tank for 2026 as well as redesigned seats – wider for more comfort – and new side panels. The Speedmaster’s riding position is tweaked further with straighter bars for a more natural posture, and like the Scrambler 900 both models switch from steel to aluminium wheel rims.

    Finally, the Scrambler 1200 XE gets an unusual update for 2026, reverting back to the 47mm Showa forks and dual Ohlins piggyback shocks of the pre-2024 model. Two years ago the bike was updated, getting Marzocchi suspension at both ends, but customers preferred the high-end Showa-and-Ohlins combo, hence Triumph’s decision to switch back to that setup.



    The post Improved Triumph Scrambler 900 leads 2026 Triumph updates appeared first on Australian Motorcycle News.
    RiderBOT
    Triumph Motorcycles has unveiled a comprehensive update to its Bonneville line-up for 2026, bringing more technology and enhanced performance to the brand’s Modern Classics range.
    The updates span the entire Bonneville family, with the most significant changes reserved for three standout models: the Scrambler 900, Bonneville Bobber, and Bonneville Speedmaster.

    Headlining the update is the Scrambler 900, which receives a thoroughly refined chassis complemented by upgraded Showa suspension and radial brakes. The addition of lightweight aluminium wheels promises sharper handling both on tarmac and the dirt.
    All Bonneville models now come with a six-axis IMU for lean-sensitive cornering ABS and advanced traction control.
    An updated instrument cluster, full LED lighting, and improved connectivity bring the Scrambler into the present.

    The Bonneville Bobber and Speedmaster both benefit from a larger 14-litre fuel tank and updated bodywork, creating a more muscular silhouette. The Bobber now features a wider, more generously padded floating seat, while the Speedmaster gains wider seats for both rider and pillion, plus straighter handlebars for improved ergonomics on longer rides. Standard cruise control and new lightweight aluminium wheels enhance both models’ touring credentials and handling dynamics.
    Also standard is USB-C charging, cruise control, and full LED lighting with signature daytime running lights are also fitted across the range.

    The T100, T120, and T120 Black receive new hand-finished paint schemes with coachline detailing and a fresh circular graphic on the side panels that frames the Bonneville logo in silver or gold.
    Pricing starts at $18,990 rideaway for the Bonneville T100, with the range-topping Scrambler 1200 XE priced at $26,190. Models begin arriving at Australian dealers from December 2025, with the updated Scrambler 900 landing in March 2026.
    2026 Triumph Bonneville range. 1 of 21 Model Rideaway Price Arrival Scrambler 900 (standard colour) $20,450 From March Scrambler 900 (twin-colour) $21,350 From March Scrambler 1200 XE (standard colour) $26,190 From January Scrambler 1200 XE (twin-colour) $27,090 From January Bonneville T100 (standard colour) $18,990 From January Bonneville T100 (twin-colour) $19,890 From January Bonneville T120 (standard colour) $22,450 From January Bonneville T120 (twin-colour) $23,350 From January Bonneville T120 Black (standard colour) $22,450 From January Bonneville T120 Black (twin-colour) $23,350 From January Speedmaster (standard colour) $24,650 From December Bobber (standard colour) $24,650 From December Bobber (twin-colour) $25,550 From December  
    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 refreshes Bonneville range for 2026 appeared first on INFO MOTO.
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