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    RiderBOT
    Suzuki has announced that its incoming DR-Z4S and DR-Z4SM will be priced from $14,490 rideaway and $14,990 rideaway, respectively. 
    Customers who have already registered their interest in the new models will be sent an email tomorrow (12th August) to arrange pre-order, in an effort to “honour [the brand’s] commitment to its most loyal customers,” a Suzuki Australia press release reads.
    The new models are powered by an all-new 398cc single-cylinder, four-valve DOHC engine, with dual spark plugs .The bikes feature a new pipe steel twin-spar frame long-travel, adjustable KYB suspension – both front and rear. The S comes with and IRC dual-purpose tyres, while sportier road going rubber graces the SM.
    The S gets 18/21-inch (tubed) wheel combo, the SM makes use of spoked 17-inch hoops.
    A ‘Gravel’ mode allows some level of wheel slip, similar to its bigger brother 800DE, plus the ability to disable the system entirely and the new bikes represent the first Suzuki models with switchable ABS for both wheels.
    2025 Suzuki DR-Z4S and DR-ZSM. 1 of 11 Greg LeechSnag’s career in motoring journalism spans 30 years with stints at major bike mags Australian Road Rider, Motorcycle Trader and AMCN along with contributions to just about every other outlet worth a hill of beans. He was editor of Unique Cars magazine and hosts his legendary podcast ‘Snag Says’ when he gets off his date.
    The post Suzuki DR-Z4S, DR-Z4SM Australian pricing confirmed appeared first on INFO MOTO.
    RiderBOT
    Design registrations show higher-spec version of 500cc four
    CFMOTO’s 500SR Voom is undeniably one of the Chinese brand’s most interesting models and Australia is among the few countries outside its homeland where the bike is available – but new design registrations in China hint that a sportier version of the model is currently under development.

    The detailed images clearly show that the basis is unchanged, with the existing 58kW (78hp) four-cylinder, 499cc engine and steel trellis chassis, and no visible updates to the suspension or the bulk of the bodywork.
    What’s new, though, is a set of aerodynamic add-ons aimed at letting it slice through the air more efficiently.
    At the front, the brakes – conventionally exposed on the standard version of the 500SR – are wrapped in all-enclosing cowls, with a front intake to scoop cooling air to the discs and calipers. It’s a MotoGP-style revision, aimed at reducing the turbulence from the front wheel before it hits the rest of the bodywork.

    The other big revision is up the back, where the rear wheel is encased in disc-like covers that completely hide the spokes. Again, similar designs have been used on track in the past, notably in Moto3. CFMoto is also planning to adopt disc-like covers on the rear wheel of the upcoming 750SR-R sportsbike, so it looks like it’s a trend that the company is fully on-board with. The benefit on the road will be minor, but the reduction in turbulence caused by the spokes of the rear wheel should fractionally reduce drag, improving top speed and efficiency.
    The post LEAKED | Sportier CFMOTO 500SR Voom appeared first on Australian Motorcycle News.
    RiderBOT
    Triumph Motorcycles this week launched its Thruxton 400 in India, and while it has yet to be officially confirmed for the Australian market, INFO MOTO understands that the bike is likely to see an international release in the coming months.
    The Triumph Thruxton 400 would join the current Speed 400 and Scrambler 400 (X and XC) in the brand’s local line-up, distinguished by key ‘cafe-racer’ features and a slight performance edge.

    While it carries over a familiar 398cc single-cylinder engine, the Thruxton 400 benefits from a minor uptick in power to 30kW (up 1.5kW), while torque output is unchanged at 37.5Nm.
    Befitting its Thruxton nameplate, the bike is fitted with clip-on handlebars, bar-end mirrors, a single-seat with removable rear cowl (concealing a pillion seat), a bikini fairing, sculpted fuel tank and brushed aluminium details, among other changes.

    The Thruxton 400 should also offer unique riding characteristics thanks to increased suspension travel (140mm), a shortened wheel base and raised seat height (795mm). Notably, the Thruxton 400 weighs in at 183kg (wet) which is slightly heavier than its Speed 400 stablemate (up four kilograms).
    At least in India, where the bike is currently on sale, the Thruxton 400 is available in three colour schemes: red, yellow and black-and-white.

    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 Thruxton 400 revealed appeared first on INFO MOTO.
    RiderBOT
    Transformational CEO is given key role
    The man credited with turning a golf sports outfit into a multi-billion-dollar mega company has been appointed the new CEO of Harley-Davidson.
    Arthur Starrs, CEO of Topgolf International, will replace Jochen Zeitz and begin his new role in October.
    As CEO of Texas-based Topgolf, Starrs thought outside the box, turning it into a world-leading sports entertainment company with more than 100 venues and 30,000 employees. These venues combine a golf driving range with interactive games, scoring and social activities.
    Before that he was global CEO of Pizza Hut, expanding the brand to more than 18,000 locations across 110 countries.
    It’s one hell of a bike but the price tag is heading towards $40k. H-D’s Breakout marries classic chopper style with a stonking 1900cc V-twin engine “It’s a huge privilege to be joining Harley-Davidson as President and CEO, and I am grateful for the opportunity to help steward this incredible company,” Starrs said of his new job.
    “I have long admired the unique position Harley-Davidson has in the hearts of its riders and fans; there is no brand that brings the same level of community and rebellious spirit as Harley-Davidson.”
    Starrs comes in at a critical time for H-D. It has faced huge challenges in the past five years, starting early in 2021 when the European Union threatened a 65 per cent tariff on US-made products. This was in retaliation for tariffs the US, with Donald Trump as President, had imposed on EU steel and aluminium.
    A post-COVID-19 slowdown in discretionary spending has also affected H-D, while internal boardroom fighting nearly unseated Zeitz earlier this year.
    The current Trump administration’s tariff policy has yet to unfold but its consequences certainly will affect H-D, the biggest motorcycle manufacturer in the US and one of the world’s most valued motorcycle companies.
    Financial analysts list Harley-Davidson as the world’s fourth most valued motorcycle manufacturer, behind Yamaha but ahead of PIERER Mobility (KTM), despite a disapointing first half of 2025.
    Harley’s marketing appears to target a younger audience but the reality is its core customers are long-term and ageing Its second quarter revenue in 2025 dropped 19 per cent on the back of a 15 per cent decline in global sales. US sales dropped 17 per cent while international sales were down 12 per cent.
    However, H-D maintains a 53 per cent share of the cruiser segment, a remarkable achievement in a tough sales environment and a sign of its market resilience.
    As part of its half-yearly financial update, H-D’s retiring CEO Zeitz said a reorganisation of Harley-Davidson Financial Services, which involves a strategic partnership with two outside investment companies, has the potential to unlock $US1.25 billion in cash.
    After the announcement, H-D’s stock soared nearly 16 per cent, its biggest one-day gain since 2020.
    ben purvis
    The post Golf Hotshot Tees Off for Harley appeared first on Australian Motorcycle News.
    RiderBOT
    China’s QJMotor is taking on two well-known brands with budget versions of their heroes
    QJMotor developing low-cost models based on  MV Agusta’s Superveloce 1000 retro sportsbike and CFMoto’s 450MT adventure bike.
    There’s no denying that MV Agusta’s Superveloce 1000 is one of the most attractive bikes on the market thanks to its combination of modern and retro styling cues – but it’s also expensive enough to ensure that it’s out of reach for the vast majority of riders. And that’s where China’s QJMotor sees an opportunity.
    This isn’t just a Chinese company ripping off a European design, though, as QJMotor has longstanding ties with MV Agusta itself, even sharing some of the same designers and, at the high end of QJ’s range, using MV’s own engines and frame designs.
    QJ was also due to work with MV to build the planned Lucky Explorer 5.5 adventure bike, shown in 2021 as a concept alongside the large, all-MV Lucky Explorer 9.5 that’s since reached production as LXP. The smaller 5.5 was based on QJMotor’s SRT550 adventure bike, also the basis of Benelli’s TRK502, but was shelved when KTM bought into MV Agusta.
    Now that KTM has sold its stake in MV back to the Sardarov family that was in charge when the Lucky Explorer 5.5 project was conceived, there’s a stronger chance that it could be revived.
    The upcoming QJMotor Super4, revealed in new type-approval paperwork in China, combines the styling of the Super9 – and hence the MV Superveloce – with QJMotor’s existing 449cc parallel twin engine and a relatively simple steel frame, creating a budget offering with high-end looks.
    The approval document confirms details including a light 169kg kerb weight, 190km/h top speed and a peak of 39kW. However there’s more innovation than the bare figures indicate. Most notably,  an automated manual transmission.

    While there is no confirmation of production dates, QJMoto is more advanced with its SRT450X, which will challenge CFMoto’s 450MT and BMW’s upcoming F 450 GS adventure models.
    Revealed in new type-approval documents in China, the SRT450X takes very much the same approach as the 450MT, with Dakar-inspired styling and a combination of 21-inch front and 18-inch rear wire wheels.
    It’s powered by the same 449cc parallel twin engine (despite ‘400’ badging on the prototype pictured here) to be used in the upcoming Super4 and weighs 184kg ready to ride, with a claimed  top speed of 162km/h.
    We expect an official unveiling later this year. QJMotor has experienced an incredible rate of expansion, going from launching its first bike in 2020 to a range of more than 140 models globally today. BP
    The post Budget Models Target MV + CFMoto appeared first on Australian Motorcycle News.
    RiderBOT
    A classic returns but this time it’s a four-stroke
    ONE OF THE most enduring and popular British motorcycles of all times has been revived as a 2025 model.

    BSA’s Bantam 350 has been launched in the UK to challenge the likes of Honda’s GB350S, Royal Enfield’s Hunter 350 and even Triumph’s Speed 400.
    It’s the next step in the path forward for India’s Mahindra conglomerate, which has owned BSA since 2016. Since then it has taken a low-key approach, launching the Gold Star 650 in selected markets (but not Australia) back in 2022.
    The new Bantam adopts a similar semi-retro style as its rivals but, in the UK where it made its debut, aims to offer a more tempting price-to-performance ratio than its rivals.
    It’s sale price of £3499 ($A7200) undercuts its main rivals but as much as $A1200 while the engine is more sophisticated.

    The 344cc engine is an existing unit that’s already offered in bikes from other branches of Mahindra’s Classic Legends subsidiary, which owns the Jawa and Yezdi brands as well as BSA. It’s is a much shorter-stroke, bigger-bore design than its direct competitors, which tend to use a torque-focused, under-square layout. It also has DOHC, liquid-cooling and a six-speed gearbox.
    Peak power is 21.6kW (29hp) at 7750rpm and it weighs 185kg.
    The original Bantam, powered by a low-revving two-stroke single-cylinder, was a mainstay of BSA’s worldwide sales from 1948 to 1971. The company developed models for specific market segments, such as postal and telegraph companies, and even make an Australian-specific model called the Bushman.
    The post BSA Brings Back the Bantam appeared first on Australian Motorcycle News.
    RiderBOT
    40th birthday model brings increased tunability, new electronic tricks and emissions-compliant performance but less power
    This is a landmark year for Suzuki’s GSX-R – marking the 40th anniversary of the original GSX-R750 that set the template for modern superbike design back in 1985 – and to celebrate the brand is reworking the GSX-R1000 and GSX-R1000R for 2026.

    But it’s not the normal recipe of ‘more power, more torque’ and in fact the 2026 model has less outright performance than the machine it replaces. In 2025-spec, the GSX-R1000, and the ‘R’ version with uprated Show BFF forks and BFRC shock, have 148.6kW at 13,200rpm and 117.6Nm at 10,800rpm. The 2026 model, by contrast, peaks at 143.5kW at the same 13,200rpm, and maxes out its torque at 110Nm and 11,000rpm. Not quite the progress you might have expected.

    The reason for the decline is, unsurprisingly, emissions limits, and specifically the Euro5+ rules that came into force in Europe at the start of this year. In fact, the existing GSX-R1000 didn’t even meet the previous Euro5 regulations, having been designed for the Euro4 regime that came before them, and hence was dropped from all European markets back at the end of 2022.
    No keyless ignition here The core of the bike is unchanged, retaining the same 999.8cc inline four, complete with its innovative all-mechanical variable intake valve timing system, which was derived from a clever design created for Suzuki’s GSV-R MotoGP bike to skirt racing regulations that banned electronic or hydraulic variable valve timing. The system is entirely automatic and uses centrifugal force to alter the valve timing, with steel balls mounted in curved, radial slots carved in the intake cam sprocket where it engages with a matching plate on the nose of the camshaft – a slightly different curve for those channels on each of the two parts means that as the balls are thrown outward by centrifugal force, the intake camshaft rotates by a few degrees in relation to its sprocket, retarding the timing at higher revs for more valve overlap and increased peak power.

    However, Suzuki has created new camshafts for the 2026 bike, changing the overlap and timing to improve emissions, as well as giving the updated bike a new crankshaft, new pistons that raise the compression ratio from 13.2:1 to 13.8:1, new conrods and even new engine cases. The bottom end changes are the result of wider crank journals, up from 35mm to 37mm, which will make the engine able to withstand a higher level of tuning in race form.

    That’s an intriguing move, as Suzuki hasn’t had a works team in WSBK for a decade: could the GSX-R1000’s updates herald a change in that position?
    The exhaust valves are bigger for 2026, up from 25mm to 26mm, and the engine is fed by larger, 48mm throttle bodies instead of the previous 46mm units, with revised, 8-hole injectors instead of the previous 10-hole design in the upper position. A new exhaust with a larger under-engine collector, repositioned and enlarged catalytic converter and slimmer, longer end can, completes the mechanical redesign.

    Updated electronics are included, of course, to match the revisions inside the engine, and Suzuki has aimed to save weight via a lighter ABS control unit and a new lithium-ion battery. Even so, the 2026 bike is 1kg heavier than its predecessor, coming in at 203kg.

    The core electronic features present in the 2025 model are retained, such as the Suzuki Drive Mode Selector (SDMS), Bi-directional Quick Shift System, Launch Control, Bi-directional Quick Shift System, and a 10-level Motion Track Traction Control System (TCS). The SDMS now includes updated throttle response settings across its A (Active), B (Basic), and C (Comfort) modes, while the updated launch control is now integrated with the Lift Limiter system to enhance take-0ff stability.

    Other advancements introduced in the 2026 model include a suite of supporting systems under the “Smart TLR Control” umbrella. ‘Anti-Lift Control’ appears on a GSX-R for the first time, designed to suppress front wheel lift during acceleration for smoother, more controlled take-offs. This system works in conjunction with ‘Roll Torque Control’, which uses data from the IMU and wheel speed sensors to monitor vehicle posture and velocity, and then adjusts rear-wheel power and torque based on the bike’s lean angle and wheel rotation.

    There are visual changes, too, but they’re subtle. Most notably, the 2026 bike gets winglets on either side of the fairing, made from hollow carbon fibre and mirroring the design used on Suzuki’s works bike from the 2024 Suzuka 8-Hours. They’re small, by modern standards, and Suzuki opted to use much larger, more integrated wings on the 2025 Suzuka racer, perhaps hinting at a future upgrade for the street bike.

    A trio of new colour schemes celebrate the GSX-R’s ‘40th anniversary’ (it’s not really the 40th year of the name, as Suzuki often seems to forget that the GSX-R400 actually predated the GSX-R750, and was introduced in 1984 when it was simply called ‘GSX-R’ and debuted the alloy-framed, four-cylinder layout that became a sportsbike staple in the following years.)

    Those colours include the usual blue-and-white nod to Suzuki’s traditional paintwork, but also a red-and-white option with distinct overtones of the Lucky Strike RG500s of 90s, as well as a yellow, black and blue version that hints at the Corona Extra WSBK machines from the 90s and 00s.

    SPECIFICATIONS
    ENGINE
    Model: 40th Anniversary GSX-R1000R
    Displacement: 999cc
    Engine: In-line four-cylinder, liquid-cooled, DOHC
    Compression Ratio: 13.8:1
    Power: 143.5kW (195PS) @ 13,200rpm
    Torque: 110.0Nm @ 11,000rpm
    Emissions Level: Euro 5+
    TRANSMISSION
    Gears: 6-Speed constant mesh
    Clutch: Slipper (back-torque-limiting) clutch
    Quickshifter: Bi-Directional Quickshifter
    ELECTRONICS
    Riding Modes: Selectable ride modes
    Traction Control: Smart TLR Traction Control (including Anti-Lift and Roll Torque Control)
    Lighting: Full LED lighting
    SUSPENSION
    Front Suspension: 43mm SHOWA Balance Free Front (BFF) fork with adjustable compression, rebound damping and spring preload
    Rear Suspension: SHOWA Balance Free Rear Cushion Lite (BFRC Lite) shock with adjustable high & low speed compression, rebound damping and spring preload
    BRAKES & TYRES
    Front Brakes: Brembo Monobloc radial-mount 4-piston calipers, dual 320mm T-drive hybrid discs with ABS
    Rear Brakes: Nissin single-piston caliper, 220mm disc with ABS
    Front Tyre: BRIDGESTONE BATTLAX RS11 120/70ZR17M/C (58W)
    Rear Tyre: BRIDGESTONE BATTLAX RS11 190/55ZR17M/C (75W)
    DIMENSIONS
    Length: 2075mm
    Width: 705mm
    Height: 1145mm
    Wheelbase: 1420mm
    Seat Height: 825mm
    Fuel Capacity: 16.0L
    Kerb Weight (Wet): 203kg
    WARRANTY
    Coverage: 3-Year Unlimited Kilometre Warranty (2 years standard + 1-year bonus)
    CONTACT
    https://suzukimotorcycles.com.au/
    The post TECH DIVE | 2026 Suzuki GSX-R1000 appeared first on Australian Motorcycle News.
    RiderBOT
    BMW’s concept set for 2026 launch
    With the middleweight motorcycle market in the 300cc-500cc bracket booming BMW is racing to get in on the action with its upcoming F 450 GS.

    Shown as the Concept F 450 GS last year, it’s an all-new platform for the Bavarian brand, including a 35kW parallel twin engine that’s huge step up from the single in the current G310 models that sit at the entry level of the company’s range. While the GS is the obvious choice to kick off the new line, BMW will inevitably grow the range to mimic its larger model lines, so expect the likes of an F450R, an F450XR and even an F450RS or RR in the future.

    International sales of these types of models are soaring as increasingly affluent young riders in Asia converge with an aging demographic in the West opting for mid-sized singles and twins. It’s a trend that’s seen bikes like Triumph’s Speed 400 and Scrambler 400X become runaway successes
    While BMW’s original show bike was angled towards its offroad heritage, with wire wheels and knobbly rubber, the production version seen here is a more sensible, street-oriented machine using cast alloys – 19-inches at the front, 17 at the rear – and slightly tamer styling than the 2024 concept. The differences are pretty minor, though, and it’s easy to imagine a pricier ‘Adventure’ version being added to the range to reinstate the wires in future.

    Starting at the front, the changes begin with a subtly reshaped front fender and screen, creating a near-straight line from the top of the screen to the tip of the nose where the show model had a more vertical windshield and longer snout. There’s also a more extensive mudguard hugging the front wheel. Behind the screen, the open-sided black panels below the bars are smaller than the show model’s, and there’s a much smaller bash plate under the engine, and at the rear the exhaust end can is sited lower than the concept’s, while the tail bodywork is reshaped and lacks the tubular steel luggage rack of the show version. Again, an ‘Adventure’ variant might bring some of those elements back once the bike is officially revealed.

    Mechanically, the upside-down forks and single, four-pot radial front caliper look much the same as the concept bike versions, as does the cast alloy swingarm and the tubular steel frame itself. That suggests the show bike’s claimed 175kg mass should be on-the-money for the production version as well.

    In terms of tech, while the version seen here has a conventional clutch and shifter, the new 450 engine has been designed with BMW’s ASA (Automated Shift Assistant) in mind from the start, as used on the latest R1300 models, to automate the clutch and shifting. That’s not only likely to appeal to the inexperienced riders that the model targets but it’s also a tech that’s particularly popular in big markets like China where a vast number of riders are stepping up from twist-and-go scooters to bigger bikes. Many Chinese brands are already fitting their mid-sized machines with semi-auto boxes as a result, while Honda is due to expand its halfway-house E-Clutch system to 300cc and 500cc models.
    A full, official launch of the F450GS is believed to be only weeks away, so watch this space for more info as it emerges.
    The post Baby GS Range Nears Showroom appeared first on Australian Motorcycle News.
    RiderBOT
    Stunning design, smart tech, and 750cc performance make this the most exciting launch yet from the rising Chinese manufacturer
    We’ve known for months that CFMoto has been plotting to launch a 750cc four-cylinder sportsbike to sit above the 675SR-S triple. Now the first official images and information have been released.
    It showing a bike that immediately looks like it could be among the most tempting prospects yet from the fast-growing Chinese brand.

    With 82kW at 10,250rpm it’s not quite in the same league as the last of the Japanese 750cc fours when it comes to power, but the bike’s bore and stroke are similar to the likes of the GSX-R750 and Yamaha’s old YZF750R, suggesting there’s potential for more from the engine. Its power peak also comes relatively low in the rev range (for a 750cc four), suggesting it might be uncorked for more performance in the future.
    The max power is allied to 80Nm of torque at 9,000rpm, and CFMOTO says that, at speed, the peak power rises by 2kW as the bike’s ram-air system begins to add a slight supercharging effect.
    It’s an impressive looking bike, too. A single-sided swingarm gives the impression of a high-end machine, while the rear wheel is clad in aerodynamic cowls that have been subject to a patent application from the company. Further aero innovation is seen at the front, where intake ducts funnel air towards the Brembo 4.32 Monobloc calipers.

    The suspension, from KYB, is fully-adjustable at both ends, and there’s a 20-click adjustable steering damper mounted above the top yoke. Meanwhile, electronic aids include cornering traction control with two modes and lean-sensitive ABS, both from Continental, operated with the aid of a six-axis inertial measurement unit. Proper, superbike-style stuff. There’s an upshift-only quickshifter as standard, too, as well as technology that includes a system that lets you use your phone as the key, communicating with the bike either via Bluetooth or NFC to unlock it when you’re nearby, or via an app and password. The headlights are automatic and incorporate cornering lights, and there’s an emergency brake light system that flashes under hard deceleration.
    The dash is a 6.2-inch TFT and incorporates the ability to communicate with Insta360 action cameras, if fitted to the bike, to record rides.
    At 213kg wet, including a full 17-litre tank of fuel, it’s not at the lightest end of the sportsbike spectrum but neither is it vastly heavy. The relatively tame power level and mass also hint at the sort of affordable pricing that’s associated with CFMoto’s machines, too.

    The styling is a strong suit, combining signature elements like the hockey stick sidelights above the headlights, flanked by dual ram air intakes and biplane winglets. At the rear there’s a distinctive, four-exit exhaust system with quadruple mid-high level end cans – two on each side – and heat shields that look like they’re made from forged carbon fibre. An ‘SR-S’ logo stitched into the seat, and mirror-mounted indicators, are further features that add to the bike’s high-end appearance, while the overall shape is claimed to be wind tunnel tuned, with the bike photographed in the legendary Pininfarina wind tunnel in Italy, which was also used back in the 1970s to develop the first full-faired production bike, BMW’s R100RS.
    Expect more information about CFMoto’s plans for the new model later in the year.
    The post CFMoto’s First Four Banger Sportsbike appeared first on Australian Motorcycle News.
    RiderBOT
    Former WorldSBK and MotoGP star hospitalised following crash
    Three-time Superbike World Champion Troy Bayliss has sustained serious injuries following a crash during a recent ride, just weeks after returning from another setback.
    The 56-year-old motorsport icon shared the news on Instagram, revealing the extent of his injuries: “Went for a spin in the meat wagon yesterday,” Bayliss wrote. “Thanks to the people who spotted me having a sleep on the track. Seven ribs, punctured lung and collarbone, and just beat up.”
    The incident has generated an outpouring of support from across the racing community, with several current and former MotoGP stars offering words of encouragement and disbelief at Bayliss’ ongoing run of hard luck.
    MotoGP veteran Cal Crutchlow commented: “Heal up mate and you be back to still getting after it again soon!!! Legend.”
    Max Biaggi added: “F***! Can’t believe!!!! Be strong my friend.”
    Fellow former MotoGP contender Marco Melandri echoed the concern: “Damn!!!! Take care mate!”
    Australian stunt rider Robbie Maddison also joined the chorus of well wishes: “Damn it mate! Sorry it was your turn. Heal fast brother!”
    Young Aussie Moto3 rider Joel Kelso said: “S*** mate! Get well soon!!”
    The crash comes just two weeks after Bayliss made his return to riding, having recovered from a broken left ankle. Despite approaching his late 50s, Bayliss has remained a presence on two wheels and now mentors his son Oli – who celebrated a career best 4th place at the previous WorldSSP round in Hungary, and a podium in a Snetterton British Supersport wildcard appearance.
    Troy Bayliss remains one of Australia’s most decorated motorcycle racers, claiming three World Superbike crowns over a career that also featured an unforgettable MotoGP cameo. His 2006 MotoGP appearance, stepping in as an injury replacement for Ducati, ended in a fairytale finish when he took the win in the season finale.
    As a former professional motorcycle racer, Bayliss is no stranger to injury, even losing his little finger after a crash in Race 1 at the Donington Park WorldSBK round in 2007. It’s unclear what he was riding in the lead up to his latest incident, but social media pictures show pictures of a Stark Varg which he has been riding on his property.
    The post Troy Bayliss Seriously Injured in Riding Incident appeared first on Australian Motorcycle News.
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