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    RiderBOT
    Honda Australia has announced a comprehensive update to its 2026 motorcycle lineup, headlined by the all-new CB1000GT sports tourer and the expansion of its E-Clutch technology across multiple models.
    The CB1000GT will arrive in Australia in early 2026, marking Honda’s entry into the high-performance sports touring segment. Built on the CB1000 Hornet platform, the new model combines the engine from the CBR1000RR Fireblade with increased comfort and range for long-distance touring. Australian deliveries will be available in Grand Prix Red, with pricing and full specifications to be confirmed closer to launch.

    “The CB1000GT brings incredible power from the CBR1000RR Fireblade, mixed with increased comfort and range,” said Chris Schultz, General Manager, Powersports and Products at Honda Australia. “We believe that this nails the brief of the ultimate High Performance Tourer that’s truly fitting for some of the most amazing roads that Australia has to offer.”
    Honda’s E-Clutch technology will expand significantly across the 2026 range, with the NX500, CB750 Hornet and XL750 Transalp all gaining the semi-automatic system. The CB750 Hornet and XL750 Transalp will also receive throttle-by-wire technology for the first time. Currently available on the CB650R and CBR650R, the E-Clutch option has been chosen by almost two-thirds of buyers, demonstrating strong market appeal. The system allows gear changes without using the clutch lever, offering both simplified operation for learners and performance benefits for experienced riders.

    Honda Australia is also evaluating two additional models for the local market. The WN7, Honda’s first full-size electric motorcycle based on the EV FUN concept, is under consideration along with the CB1000F, a retro-styled naked bike based on the CB1000 Hornet platform.

    The 2026 range will also see colour updates across multiple models including the CB500 Hornet, CBR500R, CBR650R, CB650R, XL750 Transalp, NT1100 and GL1800 Goldwing range. The NT1100 will gain electronic suspension alongside its existing DCT transmission option.
    Further pricing, specification and colour details will be released as each model approaches its Australian launch date.
    1 of 14 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 Honda Australia Confirms CB1000GT sports tourer, E-Clutch expansion for 2026 appeared first on INFO MOTO.
    RiderBOT
    BMW Motorrad Australia will launch the all-new F 450 GS adventure bike in mid-2026, with pricing starting from $10,600 rideaway.
    The F 450 GS marks BMW’s re-entry into the learner-approved adventure segment, powered by a newly developed 420cc parallel-twin engine producing 35kW (48hp) at 8,750rpm and 43Nm of torque at 6,750rpm. The engine features a 135-degree crankpin offset and balance shaft for smooth running and characterful power delivery while meeting Euro5+ emissions standards.

    With a ready-to-ride weight of just 178kg, the F 450 GS achieves a strong power-to-weight ratio for both on-road and off-road performance. Fuel consumption is rated at 3.8 litres per 100km, providing a range of over 350km from the 14-litre tank.
    The motorcycle features a six-speed transmission with an up/down quickshifter as standard across all variants. The Trophy model introduces Easy Ride Clutch (ERC), a centrifugal clutch system that automatically engages based on engine speed, allowing clutchless operation for starting, gear changes and manoeuvring while retaining the clutch lever for manual intervention.

    Standard equipment includes three riding modes (Rain, Road and Enduro), ABS Pro, Dynamic Brake Control, Dynamic Traction Control and engine drag torque control. The front brake uses a Brembo four-piston fixed calliper with 310mm disc, while the rear features a two-piston floating calliper with 240mm disc.
    Suspension comprises a 43mm KYB upside-down fork with 180mm travel at the front and a KYB central spring strut with travel-dependent damping at the rear. The Sport variant adds adjustable fork compression and rebound damping.

    The F 450 GS features cast aluminium wheels wearing tubeless tyres, a tubular steel frame, 845mm seat height, 6.5-inch TFT display with connectivity, LED lighting including the signature X daytime running light, and USB-C charging port.
    BMW Motorrad Australia will offer three variants at launch: the F 450 GS Exclusive in Cosmic Black ($10,600), F 450 GS Sport in Racing Red ($10,850) and F 450 GS Trophy in Racing Blue Metallic ($11,390). An additional model with enhanced off-road focus is under development, with details to be announced in Q1 2026.
    Steven Dunn, General Manager of BMW Motorrad Australia, said GS models represent 45 per cent of all BMW Motorrad sales in Australia. “We very much look forward to providing a new entry point to the range with the F 450 GS,” Dunn said. “This new model brings all the typical qualities of GS – robust performance, superior balance and smooth running – in a highly appealing, accessible package.”
    Ed note: Images provided by BMW Motorrad have been AI generated. 1 of 10 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 BMW F 450 GS set for Australian launch in mid-2026 appeared first on INFO MOTO.
    RiderBOT

    EICMA 2025 | Suzuki SV-7GX

    By RiderBOT, in Articles,

    Vastly popular SV650 spawns mid-size ‘crossover’ bike
    When Suzuki launched its 776cc parallel-twin engine in the GSX-8S and V-Strom 800 – and has since adopted it in the GSX-8R, GSX-8T and GSX-8TT – it looked like the company’s old 645cc V-twin would be consigned to the history books after more than 25 years of sterling service in the SV650, V-Strom 650 and other models. But instead it’s getting a new lease of life in one of the surprise packages for 2026 – the SV-7GX.

    Don’t be fooled by that ‘7’ in the name. The engine is still the familiar 645cc V-twin, albeit with a few tweaks to hit the latest European emissions rules and cement its place in Suzuki’s range for the foreseeable future. With 54kW at 8500rpm and 64Nm at 6800rpm, its performance is essentially unchanged, but there are modern ride-by-wire throttles and a revised exhaust with extra oxygen sensors to keep within the emissions rules. A bidirectional quickshifter is added, too, as well as multiple power modes, with A, B and C settings, the last of them limiting power to 45kW for wet riding.

    The chassis is still the tubular steel trellis of the most recent generation of SV650, but with a beefed-up subframe to suit the SV-7GX’s style. Like the GSX-S1000GX, the SV-7GX is classed as a ‘crossover’ by Suzuki, with a tall riding position but 17-inch wheels at both ends, combining the stance of an adventure bike with street-oriented handling and grip.

    Suzuki’s parts bin engineering helps keep R&D costs down, but also means that the SV-7GX’s right-way-up forks, similar to the SV650’s, look a little old-fashioned compared to some of its rivals, and feature axial-mount Tokico four-pot brakes instead of the more up-to-the-minute radial calipers that have become commonplace over the last decade or so. The riding position is taller than the SV650’s, but still sportier than the V-Strom 650’s, with a 795mm seat height.

    A large, 17.4-litre fuel tank is key to the new styling, along with a modern-looking nose fairing reminiscent of the larger GSX-S1000GX’s design. It’s clear that machines like Yamaha’s Tracer 7 are in its sights, along with Kawasaki’s Versys 650 and Triumph’s Tiger Sport 660, which all use the same approach of combining adventure bike proportions with 17-inch, road-oriented wheels and tyres.

    The post EICMA 2025 | Suzuki SV-7GX appeared first on Australian Motorcycle News.
    RiderBOT

    EICMA 2025 | Honda CB1000GT

    By RiderBOT, in Articles,

    Hornet-based sports tourer targets Tracer 9
    Spinning multiple models from a shared engine and chassis has long been the key to benefiting from economies of scale and achieving remarkable value for money – and that’s precisely Honda’s tactic with the new CB1000GT that takes its bones from the CB1000 Hornet and wraps them in a sport-touring skin.

    The result? A bike that promises a level of performance, equipment and ability of machines carrying a much higher purchase price. The CB1000GT is the third machine to arrive on the CB1000 platform, following the Hornet and the retro-style CB1000F that was launched just weeks ago, but it’s much more than just a Hornet-in-a-fairing, with some noteworthy technical improvements including Showa EERA electronic suspension to compete with bikes like Yamaha’s Tracer 9 GT+ and Suzuki’s GSX-S1000GX+.

    Let’s start, though, with the engine. It’s the same 1000cc four-cylinder that appears in the other CB1000 models, based on the 2017 Fireblade’s unit. For the GT, it’s in a 110kW state of tune, hitting that peak at 11,000rpm. It’s a whisker lower than the Hornet’s 111.6kW (and another notch below the Hornet SP’s 115.8kW), but a substantial step ahead of the 91kW version of the engine fitted to the CB1000F. Max torque of 102Nm arrives at 8,750rpm.

    For the GT, the engine’s ride-by-wire throttles are harnessed to a six-axis IMU that enables cornering traction control, as well as cornering ABS, and there’s a quintet of riding modes on offer as well as a standard up-and-down quickshifter.

    The chassis is the Hornet’s ‘diamond’ steel design, but with a stronger subframe to cope with the GT’s load-lugging potential. A longer swingarm is fitted, upping the wheelbase by 10mm to 1465mm, and there’s more trail to increase stability while retaining the same 25-degree rake. Showa’s EERA electronically adaptable suspension is a key element of the new bike, with three preset damping modes and a programmable ‘user’ setting. Brakes are from the Hornet, with the same Nissin calipers and 310mm discs, but the addition of that cornering ABS system.
    The dash is Honda’s familiar 5-inch TFT unit, with all the usual connectivity gizmos, and there’s keyless ignition as standard.

    Unlike some rivals, the GT’s luggage comes as standard in the form of removable side cases giving a combined 65 litres of space, and there’s an optional 50-litre top box to boost the capacity even higher. Speaking of litres, the tank holds 21 litres, promising an impressive touring range.
    That half-fairing features an adjustable-height screen, with five positions over an 81mm range, and there’s the option of a taller version if needed. The seat comes in at 825mm high, with more padding than the Hornet, and the pegs are the same, lower design that first appeared on the CB1000F.
    The post EICMA 2025 | Honda CB1000GT appeared first on Australian Motorcycle News.
    RiderBOT

    BMW F450GS Finally Unveiled

    By RiderBOT, in Articles,

    Is this 2026’s most important new bike?
    The entire adventure bike boom of the last two decades is based almost entirely on the incredible popularity of BMW’s big R-series GS boxer models. But today there’s an increasing shift towards smaller, wieldier machines – with bikes in the 400cc to 500cc category becoming ever more popular – so BMW’s decision to create a completely new F450GS parallel twin could be a masterstroke.

    We’ve known about the F450GS for a year: it was shown as a concept in November 2024, so there was never any doubt that it would reach production in 2026, but there are still surprises in store including BMW’s take on an automated clutch system – dubbed ERC (Easy Ride Clutch) – that’s standard on the top version and optional on the others. Like Honda’s E-Clutch it retains the normal lever, so you can override the system, but means you can pull away and stop without manually operating the clutch at all.

    The F450GS appears in four variants: Basic, Exclusive, Sport, and GS Trophy. All use the same engine, a brand-new 420cc parallel twin with an unusual 135-degree crank angle that sets it apart from the more common 180-degree and 270-degree parallel twins of its rivals. With a 72mm bore and 51.6mm stroke, paired to a 13:1 compression ratio, the engine puts out 35kW at 8,750rpm and 43Nm at 6,750rpm. It’s paired to a conventional six-speed box and an optional up/down quickshifter, while the optional ERC system makes it more like a semi-auto.

    ERC itself works more like MV Agusta’s SCS clutch than the Honda E-Clutch. Instead of a servo-activated, computer-controlled clutch, it has a centrifugal clutch like a scooter, which disengages when the engine revs drop to idle. Unlike most scooters, though, the clutch remains firmly engaged on the overrun until revs get very low, so you still have conventional engine braking. You can also use the normal clutch lever to hold higher revs while pulling away or manoeuvring if you prefer.

    While the Basic model is stripped back and all-black, the Exclusive adds more riding modes, different pegs, handguards, plastic under-engine protection, the quickshifter and a screen. The Sport takes the Exclusive spec but adds red paint and adjustable sports suspension, while the range-topping GS Trophy gains metallic blue paint, an aluminium engine guard, the adjustable suspension and a tinted screen, plus the ERC transmission option as standard.

    The frame is a steel trellis, using the new engine – built, like BMW’s 313cc ‘310’ single, by TVS in India – as a structural component. There’s KYB suspension front and rear, with 43mm forks that gain adjustable compression and rebound damping on the Sport and Trophy. A 19-inch front wheel is paired to a 17-inch rear, both cast alloy as standard, with wire-spoked wheels as an option, while the brakes combine a Brembo radial front caliper with a ByBre rear. Weight? Just 178kg ready-to-ride.

    Electronics include a large, 6.5-inch TFT dash and three standard riding modes – Rain, Road and Enduro, while the Exclusive model and above all get an extra Enduro Pro mode as well.

    The post BMW F450GS Finally Unveiled appeared first on Australian Motorcycle News.
    RiderBOT
    More power, less weight for Bologna’s hyper hooligan
    Ducati continues to excise the last vestiges of its desmodromic-valved V-twin engine from its range by launching the Hypermotard V2 for 2026 as a replacement for the Hypermotard 950.

    That seemingly small name change underplays how substantial the redesign is: the Hypermotard V2 is really a completely new bike, following in the footsteps of the latest Panigale V2, Streetfighter V2, Multistrada V2 and Monster by adopting Ducati’s 890cc V-twin engine. It replaces the 937cc Testastretta that powered the Hypermotard 950, and eliminates the Desmo valvetrain that’s been a signature of V-twin Ducatis since the early 70s in favour of conventional, sprung valves.

    The fact that Ducati calls its latest twin-cylinder engine simply ‘V2’ is a clear signpost that it’s intended to be the sole V-twin powerplant in the company’s range. It’s already replaced the 955cc Superquadro engine in the Panigale and Streetfighter as well as the Testastretta in the Monster and Multistrada, and with the launch of the Hypermotard V2, only the DesertX is left with a liquid-cooled, desmodromic V-twin engine.

    While it lacks Desmo and drops a few cubic centimetres compared to the Testastretta, the V2 engine has variable intake valve timing and boasts a claimed 120hp, up from 114hp for the old bike. It’s a lighter, more compact engine, too, helping bring the bike’s kerb weight down from 193kg to 180kg without fuel, while the SP version is lighter still at 177kg. That’s partly down to the engine itself, which is around 6kg lighter than the Testastretta, but also because the V2 is designed to be a completely structural part, doubling as the bike’s main frame. The swingarm – now a double-sider instead of the old single-sided design – mounts directly on the engine, while the steering head is fixed to a small aluminium monocoque that bolts to the cylinder heads and also houses the airbox. The seat subframe is still a tubular steel trellis to keep a visual tie to the old Hypermotard, which first debuted in concept form exactly 20 years ago in 2005 before reaching production in 2007.

    Suspension is via fully-adjustable 46mm Kayaba forks and a preload-and-rebound adjustable monoshock on the base model, while the SP version switches those for Ohlins components, 48mm NIX30 forks and an STX46 shock. The SP also upgrades the brakes from Brembo M4.32 radial calipers to Brembo M50s, while switching the six-spoke cast alloy wheels for five-spoke forged alloys that slice even more weight from the bike.

    Like virtually all new Ducatis, there’s a host of three-letter initialisms for an array of rider assists including cornering traction control, cornering ABS with four selectable modes, wheelie control, engine braking control, launch control and even a pitlane limiter.

    While the DesertX still currently retains the old Testastretta engine, leaked information from Ducati’s own type-approval documents shows that a version of that bike with the 890cc ‘V2’ motor is coming in 2026, eliminating the last vestige of Ducati’s desmodromic, four-valve, liquid-cooled, V-twin engine heritage from the company’s range. The Scramblers, with their air-cooled, two-valve Desmo engines look set to remain for the moment, though, and Ducati is still using desmodromic valves in its highest-powered Desmosedici Stradale V4 engine, used in the Panigale V4, Streetfighter V4 and the RS versions of the Multistrada V4 and Diavel V4.

    The post New Ducati Hypermotard V2 Breaks Cover at EICMA appeared first on Australian Motorcycle News.
    RiderBOT
    Norton Motorcycles has lifted the covers off its flagship Manx R superbike at EICMA 2025, marking the centrepiece of what the historic British marque is calling its “Resurgence” – a comprehensive rebirth backed by more than £200 million in investment from parent company TVS Motor.
    The Manx R represents the first of six new models planned as part of Norton’s strategic transformation since TVS acquired the struggling brand in April 2020. It’s a motorcycle that deliberately challenges superbike conventions, eschewing the aero wings and aggressive styling of rivals in favour of what Norton calls “reductive luxury” – clean surfaces, hidden fasteners, and a focus on accessible real-world performance rather than headline power figures.

    Real-world performance philosophy
    At the heart of the Manx R sits an all-new 1200cc 72-degree V4 engine producing 153kW (206hp) at 11,500rpm and 130Nm of torque at 9,000rpm. While those figures might seem modest compared to some rivals pushing beyond 220hp, Norton’s approach is deliberately different.
    The company analysed 18,500 miles of real-world riding telemetry to understand how riders actually use their motorcycles on public roads. The conclusion? True on-road performance lives below 11,000rpm, in the midrange where overtaking happens and corners exit.

    “This isn’t an upgrade, the Manx R’s V4 powerplant is all-new, a muscular and gutsy engine specifically developed with an operating range that brings any road alive,” said executive director at Norton Motorcycles Nevijo Mance. “Through a stand-out torque delivery, the V4 is engineered for the real world by delivering torque where and when it matters.”
    At 204kg dry, the Manx R achieves Norton’s engineering target of 1hp per kilogram, delivering explosive acceleration in the rev range where riders actually ride.

    Advanced Tech Without the Wings
    The Manx R debuts several segment-leading technologies, including semi-active Marzocchi suspension co-developed specifically for Norton, and Brembo’s new HYPURE brake calipers making their Norton debut.
    The semi-active suspension continuously adjusts compression and rebound damping at both ends based on throttle input, braking, cornering angle and road conditions. Five riding modes – Rain, Road, Sport, and two customisable Track profiles – allow riders to tailor the experience from comfortable touring to track-focused aggression.
    Perhaps most unusually for a modern superbike, Norton has included cornering cruise control – a rarity in the segment – allowing riders to maintain steady speeds through bends.
    An 8.0-inch TFT touchscreen provides full connectivity including GoPro integration, while the comprehensive electronics suite includes cornering ABS, traction control, wheelie control, launch control, and a quickshifter with auto-rev matching.

    Design philosophy: Less is more
    Under the creative guidance of Professor Gerry McGovern, known for his work repositioning Jaguar Land Rover brands, Norton has adopted a radically different aesthetic approach for its new generation of motorcycles.
    “Modernity, innovation and luxury are not terms you immediately think of when considering classic motorcycle brands,” said McGovern, Norton’s Chief Creative Advisor. “Motorcycles and cars are different, yet they share fundamental values. Chief among them is the ability to stir emotion.”

    Simon Skinner, Norton’s Head of Design, explained the brand’s “less-is-more” philosophy: “The Manx R is a superbike model without wings, lines, decals and creases. We’ve focused on creating a technical sculpture, inspired by high-end timepieces with exposed workings to showcase their execution and surfacing sophistication.”
    The result is a motorcycle with hidden fasteners, carbon fibre bodywork and wheels, a single-sided swingarm, and an underslung exhaust – all contributing to a clean, purposeful aesthetic that Norton believes will appeal to riders seeking individuality over conformity.

    The TVS effect
    Norton’s transformation has been enabled by significant investment from TVS Motor Company, India’s fourth-largest motorcycle manufacturer and a global powerhouse that produces 4.7 million vehicles annually across 90 markets.
    Since acquiring Norton in 2020, TVS has invested over £200 million in a new state-of-the-art manufacturing facility in Solihull, West Midlands, capable of producing 8,000 motorcycles annually. The workforce has grown by 25 per cent in preparation for Manx production.
    “Norton is a proudly British brand with a UK base for our design, development and engineering, and through TVS Motor, it now has a platform for a global manufacturing and distribution network,” said executive director at Norton Motorcycles Richard Arnold.
    The company plans to expand its retail network to over 200 showrooms across the UK, USA, India and Europe by early 2026 when the Manx R launches.

    Four models lead the charge
    Beyond the flagship Manx R, Norton revealed three additional models as part of its initial product offensive:
    Manx – A more upright, street-focused version of the Manx R, sharing the same V4 engine and design philosophy but with ergonomics suited to everyday riding.
    Atlas – An adventure bike described as “The British Army Knife,” pairing a lightweight chassis with flexible power delivery for both on and off-road capability.
    Atlas GT – A road-focused adventure tourer designed to “Conquer Rush Hour, Chase Horizons,” with alloy wheels and road-biased setup for commuting and long-distance touring.
    All four models share Norton’s design principles of “modernity, integration, drama and connection” – what the company calls “Nortonness.”

    Heritage meets innovation
    Norton’s history stretches back to 1898, with legendary models including the Manx racing bikes that dominated the Isle of Man TT in the 1950s, and the innovative Commando of the 1960s and 70s. The brand’s racing pedigree includes multiple TT victories and championship wins.
    “The reputation of Norton is founded on innovation,” said Mance. “When Pa Norton, our founder, went racing, he did it with a bespoke chassis and a bespoke engine, where at the time, no one else did. Innovation was there from the very start. Our reputation is forged on that application of innovation – it’s our DNA.”
    The new Norton logo, revealed alongside the motorcycles, represents a modern interpretation of the brand’s heritage, designed to carry Norton into its next chapter.

    Australian market implications
    While Norton hasn’t yet confirmed specific details for the Australian market, the planned global expansion to 200+ showrooms suggests local representation is likely. Pricing hasn’t been announced, but the premium positioning, advanced technology, and limited production volumes suggest the Manx R will compete at the top end of the superbike segment.
    The Manx R is scheduled to launch in early 2026, with the other models following as part of Norton’s measured product rollout.
    For a British brand with such a storied history, the TVS-backed resurgence represents perhaps the most significant investment and comprehensive product plan Norton has ever seen. Whether the gamble of choosing character over outright power, and elegance over aggression, resonates with modern superbike buyers remains to be seen – but Norton is clearly betting that there’s a market for riders who want something different.
    The full story
    Last month, INFO MOTO travelled to Bangalore, India, to observe Norton Motorcycles’ new operations under TVS. Listen to the latest episode of the INFO MOTO Podcast presented by Autoglym to hear all about it.
    Norton’s £200M Comeback: Manx R Superbike & Inside TVS’s Hosur Factory
    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 Norton unveils all-new Manx R: British icon’s bold return backed by TVS investment appeared first on INFO MOTO.
    RiderBOT
    Limited to just 100 units worldwide, the latest collaboration between German luxury automotive specialist BRABUS and Austrian motorcycle manufacturer KTM pushes the boundaries of two-wheeled performance and design.
    BRABUS has announced the BRABUS 1400 R Signature Edition, marking the next evolution in its partnership with KTM and succeeding the previous BRABUS 1300 R model. Based on the current KTM 1390 Super Duke R EVO platform, this limited-edition machine represents the most powerful motorcycle in BRABUS’s exclusive lineup to date.

    At the heart of the BRABUS 1400 R SIGNATURE EDITION lies a 1350cc LC8 V-Twin engine delivering an impressive 140kW (190hp) and 145Nm of torque. The powerplant is complemented by a bespoke underseat dual-pipe exhaust system that not only enhances the bike’s striking appearance but also produces what BRABUS describes as a “thrilling soundscape.”
    The motorcycle features advanced WP APEX Semi-Active Technology (SAT) suspension with electronically controlled magnetic valves, allowing riders to adjust damping from maximum comfort to track-ready settings at the touch of a button. Stopping power comes from Brembo’s latest HYPURE four-piston monoblock brake system, with 320mm wave discs at the front and a 240mm disc at the rear.

    True to BRABUS’s “Black and Bold” design philosophy, the 1400 R Signature Edition showcases extensive use of exposed-structure carbon fiber components, finished in the exclusive “Midnight Veil” color scheme. The WIDESTAR bodywork package includes a carbon front fender, LED-equipped mask featuring a daytime running light design inspired by BRABUS signature stripes, side spoilers, fuel tank fairing, and belly pan.
    Rolling on 17-inch BRABUS Monoblock II EVO “PLATINUM EDITION” forged wheels, the motorcycle pays homage to one of BRABUS’s most iconic wheel designs. Additional carbon fiber touches include the rear wheel cover, single-sided swingarm cover, and chain guard.

    The interior workshop at BRABUS has handcrafted a bespoke seat combining BRABUS Masterpiece leather with Dinamica microfiber, featuring embossed BRABUS logos. The attention to detail extends to form-optimized side winglets that enhance aerodynamics at the rear.
    Riders can select from five dedicated rider modes, STREET, SPORT, RAIN, PERFORMANCE, and TRACK, each offering tailored power delivery, traction control, and suspension settings. All information is displayed on a large TFT color screen that greets riders with a special BRABUS animation on startup.

    Each of the 100 numbered units comes with an exclusive accessories package, including a premium tailored indoor cover, high-grade BRABUS exhibition carpet, a leather cover, and a carbon fiber key box.
    The BRABUS 1400 R Signature Edition is priced at €41,933 ($AUD74,146), positioning it firmly in the ultra-luxury motorcycle segment.

    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 BRABUS and KTM unveil ultra-exclusive 1400 R Signature Edition hyper-naked appeared first on INFO MOTO.
    RiderBOT
    Aero updates and a new face headline changes to Kawasaki’s meanest, greenest beast – with just 10 RR variants coming to Australia
    Kawasaki has outlined a comprehensive update for the 2026 Ninja ZX-10R, led by a new aero package with larger, externally mounted winglets, a redesigned “family face” with hybrid projector/reflector headlights and repositioned Ram Air intake, chassis geometry and suspension revisions, an Öhlins mechanical steering damper, a larger 5-inch TFT with new display logic, and expanded smartphone connectivity. The ZX-10RR returns for 2026 with its track-focused specification and distinct suspension and engine componentry.

    Aero and styling: larger winglets, new family face
    The 2026 ZX-10R replaces the previous cowl-integrated winglets with larger units that project from the fairing sides. Kawasaki specifies a 25% gain in downforce with a 0.3% increase in drag, the latter attributed to the larger frontal area. Wing angle of attack was set to manage the lift/drag trade-off, while the structure is designed not to overreact to rapid attitude changes (acceleration, braking, banking). The aim is reduced air resistance, more stable load transfer and lighter, more natural steering, with a particular benefit on corner entry where added downforce increases front-tyre loading and feel. The winglets are ABS resin, with the upper elements blending into chin spoilers below the headlights to form a continuous visual and aerodynamic theme.

    The new “face” is something many Kawasaki devotees have been asking for for some time, and pairs compact mono-focus LED projector low-beams with reflector-type high-beams and position lamps. Deep-set reflectors create a darker, more compact visual when unlit, and black extensions between beams contribute to a cleaner finish. The central Ram Air intake moves above the headlights, with ABS fins directing flow into the duct. Gloss-black accents around the intake highlight the feature and tie into the new graphics package.

    Bodywork adopts a wedge-like silhouette from front to rear: a near-horizontal screen-to-pillion line contrasts with an upswept lower-body line that begins beneath the front tyre, flows through the side cowl outlets and into the tail, adding visual mass at the front and converging surfaces towards the tail. The ZX-10R debuts a racing-inspired Lime Green with an accent of legacy Kawasaki blue shared across Ninja, KX and KLX models to unify the brand’s performance range. Fairings have been completely reworked to align with the new aero and styling direction.

    Engine and emissions updates
    The 998 cc inline-four maintains prior performance while meeting cleaner emissions targets. A second O2 sensor is added downstream of the catalyst to complement the upstream sensor, aiding emissions control. Catalyst quality is increased and physical size reduced to minimise any weight penalty. On the ZX-10RR, the valvetrain (including camshafts) is now common with the standard model, while the RR retains its lightweight Pankl pistons and titanium connecting rods for a quicker-revving character on track.

    Chassis geometry and suspension: tuning for aero load
    Chassis changes target traction and corner-exit drive in line with the additional front load generated by the winglets. The swingarm pivot is raised by 2 mm to improve rear-wheel traction and increase secondary cornering force, aiding “steer from the rear” technique on track. Rear suspension linkage components are revised to alter lever ratio; spring rate shifts from 95 N/mm to 92.5 N/mm and damping is retuned, making it easier to initiate pitch and improving control from mid-corner to exit. At the front, spring rate remains 10.5 N/mm, but fork height is reduced from 3 mm to 1 mm for a slightly less forward-leaning stance, with damping adjusted accordingly. The ZX-10RR adds a super-hard titanium coating to the fork inner tubes to reduce stiction and improve compliance, and it runs distinct rear spring preload and damping baseline settings compared with the ZX-10R.



    Öhlins mechanical steering damper
    A race-quality, adjustable Öhlins twin-tube mechanical steering damper is standard. The secondary tube functions as a reservoir, and the internal design targets stable damping under racing loads and strong kickback absorption. An integrated clamp and high-precision construction reduce sliding friction for smoother initial motion.

    5-inch TFT instrumentation and rider interface
    A new 5-inch full-colour TFT sits closer to the cover glass via bonding, with IPS technology for wider viewing angles and more vivid colours. The display auto-switches between white and black backgrounds based on ambient light and offers two rider-selectable brightness levels. Two layouts are available: Type 1 features an analogue-style tachometer, core vehicle data and optional turn-by-turn cues, while Type 2 presents a bar-style tachometer along the top with a lap timer. A race-style shift lamp is built into the housing with three selectable alert modes: flashing tachometer, flashing shift lamp, or both.

    Display functions include speedometer, tachometer, gear position, fuel gauge, odometer, dual trip meters, current/average fuel consumption, range, average speed, total time, battery voltage (Type 1), max lean angle, intake air temperature (Type 1), coolant temperature, clock, indicators for Riding Mode, KTRC, Power Mode, KEBC, KLCM, KQS, and Electronic Cruise Control, plus service reminders, smartphone call/mail notices and battery level, headset/voice command/riding log status, app connection status, an Economical Riding Indicator (Type 1), low-battery, warnings and service messages. Type 1 supports turn-by-turn guidance; Type 2 includes a lap timer.

    Smartphone connectivity and app functions
    Rideology The App Motorcycle enables wireless connection for vehicle info (fuel, odometer, maintenance log), riding logs with GPS routes and running data, phone/mail notifications on the dash, general display tuning (including shift-up indicator timing/pattern), and Kawasaki Riding Management where Riding Modes (Road, Sport, Rain, Rider) and support features like KEBC and KQS can be pre-set and synced when near the bike. Navigation allows turn-by-turn directions on the TFT, with route creation, waypoint management and POI search on the phone. Voice Command supports hands-free control of app functions. Navigation and Voice Command require a licence and availability varies by country; owners should check the manual for market support details.

    For 2026, the Ninja ZX-10R will be available in Lime Green/Blue colouring while the ZX-10RR will sport a pure Lime Green colour scheme.


    Kawasaki’s recent results have trailed the front-running superbikes from rival manufacturers on track, a shift from the era when the ZX-10R/RR package was a consistent title contender. Whether the 2026 aero, chassis and engine updates are enough to close that competitive gap will become clear once racing gets underway. Exact specification, price and release details have yet to be released.

    The post Updated ZX-10R and ZX-10RR Incoming for 2026 appeared first on Australian Motorcycle News.
    RiderBOT
    CFMOTO Australia has released the updated 2026 450SR-S with increased power, improved comfort features and enhanced build quality, while maintaining its sub-$10k ride-away price.
    The popular LAMS-approved sports bike receives meaningful performance gains, with the 449cc parallel-twin engine now producing 38kW and 40Nm.

    CFMOTO has focused on rider comfort and refinement for the update. A redesigned windscreen reduces wind pressure on the rider by 76 per cent, while throttle response has been improved through a variable-radius cable reel system that provides smoother initial inputs and more precise low-speed control. The quickshifter has received updated calibration for cleaner shifts.
    The 2026 model carries over its Brembo braking hardware, 37mm upside-down forks with adjustable damping, and a single-sided swingarm. The bike continues to feature aerodynamic winglets and a five-inch full-colour TFT display with smartphone connectivity.
    2026 CFMOTO 450SR-S. 1 of 4         Material quality has been improved, with more durable and scratch-resistant seat material and enhanced textured body panels. Modern convenience features include a standard USB Type-C charging port and animated LED indicator sequences on startup and shutdown.
    The 2026 450SR-S is available in two new colour options: Gem Black and Nebula White, both featuring CFMOTO’s signature teal accents.
    The 449cc liquid-cooled parallel-twin features a 270-degree crankshaft configuration. The bike has a kerb weight of 171kg, seat height of 795mm and 14-litre fuel capacity.
    The 2026 CFMOTO 450SR-S is available now from $9590 rideaway. CFMOTO’s three-year warranty program applies.
    2026 CFMOTO 450SR-S. 1 of 5   The post 2026 CFMOTO 450SR-S price and specs confirmed appeared first on INFO MOTO.
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