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    Up-spec’d Super Duke leaked in approval documents
    Production halts and financial woes have inevitably hampered KTM’s new model plans over the last year but with investment from Bajaj securing the company’s future it’s back on track and new documents show that a higher-spec ‘RR’ version of the 1390 Super Duke is coming in the 2026 model year.
    The previous generation 1290 RR Super Duke Recently type-approved in Europe, the 1390 Super Duke RR is a follow-up to the old 1290 Super Duke RR and we can look to its predecessor to get a strong indication of how the bike will look and perform. The old 1290 RR first appeared as a limited-edition run of 500 bikes back in 2021, with another run of 500 appearing in 2023. In each case, the focus was on weight reduction – slicing 9kg from the stock 1290 Super Duke R’s mass – and higher spec running gear including more exotic WP Apex Pro suspension.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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




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

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

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

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

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

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

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

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