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    RiderBOT
    Modernised rider aids and revised engine internals headline changes to performance icon
    Suzuki has revealed a significantly updated version of its flagship supersport, the GSX-R1000R, set to launch in 2026 as part of the GSX-R family’s 40th anniversary celebration. The update sees meaningful changes to the bike’s engine internals and, notably, its electronics package—marking the first time the GSX-R has featured tools like wheelie control.

    Against a backdrop of tightening emissions regulations and industry shifts away from traditional superbikes, Suzuki’s continued investment in the GSX-R platform is a strong statement of commitment to its core sporting DNA.

    Heavily overhauled engine
    The 2026 GSX-R1000R continues to use a 999.8cc liquid-cooled, inline four-cylinder engine, though internal components such as camshafts, crankshaft, valves, pistons and injectors have been comprehensively reworked. According to Suzuki, the updates are designed to enhance emissions compliance and durability—particularly for endurance competition—without sacrificing the GSX-R’s high-revving character.
    Revised engine internals highlighted in yellow Final output is listed at 143.5 kW (195 PS) at 13,200rpm and 110.0 Nm at 11,000rpm. These figures mark a slight reduction from the previous generation’s 148.6 kW (202 PS) and 117.6 Nm—likely the result of tighter Euro 5+ emissions requirements and revised engine tuning, including a new camshaft profile that reduces valve overlap.

    Despite the drop on paper, the engine retains a high 13.8:1 compression ratio and peak rpm identical to the outgoing model, signalling an intent to maintain performance-focused characteristics where it counts—on the road and track.

    Major Step Forward in Rider Aids
    For many, the most significant update will be the expansion of the GSX-R1000R’s electronic rider assistance systems. Leading the charge is the introduction of the new “Smart TLR System,” a suite that integrates three core technologies:
    Traction Control System (TCS): Already featured in previous generations, TCS has been updated for smoother intervention and improved performance across varying lean angles. Anti-Lift Control (Wheelie Control): Making its debut on the GSX-R platform, this system uses IMU data to modulate torque output and maintain front-end stability under aggressive acceleration, offering riders extra confidence when exiting corners or launching at high speed. Roll Torque Control: This new feature calculates the bike’s bank angle and wheel speed using the IMU, then adjusts power delivery in real time to optimise traction and acceleration while cornering.
    These systems operate in coordination, allowing the GSX-R1000R to offer a level of electronic refinement that brings it more in line with competitors in the litre-class superbike segment. Also standard is a bi-directional quickshifter, a slipper clutch, selectable ride modes and full LED lighting.
    While competitors have offered these features for some time, this is the first time Suzuki’s premier sportbike has included such a comprehensive electronics package.

    Familiar Chassis, Lighter Battery, new aero
    Structurally, the 2026 GSX-R1000R retains the twin-spar aluminium frame of its predecessor, maintaining a kerb weight of 203 kg. Though largely unchanged mechanically, the chassis now pairs with a lithium-ion battery from ELIIY Power—offering reduced weight and improved performance under varying thermal conditions.

    Aerodynamic improvements include carbon-fibre winglets inspired by the brand’s 2024 Suzuka 8 Hours entry, designed to generate downforce and reduce front-end lift at speed. These winglets will come fitted as standard in some markets and be offered as optional accessories in others.

    Celebrating Four Decades of ‘Gixxers’
    To mark the 40th anniversary of the GSX-R lineage—which began with the original GSX-R750 in 1985—Suzuki has announced a trio of commemorative colour schemes:
    Pearl Vigor Blue / Pearl Tech White Candy Daring Red / Pearl Tech White Pearl Ignite Yellow / Metallic Mat Stellar Blue


    Special graphics and anniversary badging appear on the fuel tank, cowl, seat, and muffler – a respectful nod to the bike’s heritage while embracing the future of its design.

    A Welcome Return for a Supersport Icon
    Perhaps most importantly, the 2026 GSX-R1000R marks the return of a true superbike staple to markets where it had previously disappeared. With the outgoing model no longer meeting emissions regulations in regions like Europe and Australia, Suzuki’s decision to develop and reintroduce a compliant version is a strong statement of intent at a time when many manufacturers are stepping away from this category.

    In an era where new litre-class bikes are increasingly rare—especially from Japanese brands—the mere fact that a GSX-R1000R will once again be available on showroom floors is a win for riders and fans of the supersport genre. Whether it’s chasing lap times or embracing its anniversary heritage, the latest Gixxer ensures Suzuki’s legendary GSX-R nameplate stays firmly in the game.

    Final pricing and detailed regional specifications will be announced closer to the 2026 release.

    SPECIFICATIONS
    Engine & Performance
    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 & Rider Aids
    Riding Modes: Selectable ride modes
    Traction Control: Smart TLR Traction Control (including Anti-Lift and Roll Torque Control)
    Lighting: Full LED lighting
    Chassis & 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
    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
    Dimensions
    Length: 2075mm
    Width: 705mm
    Height: 1145mm
    Wheelbase: 1420mm
    Seat Height: 825mm
    Fuel Capacity: 16.0L
    Kerb Weight (Wet): 203kg
    Tyres
    Front Tyre: BRIDGESTONE BATTLAX RS11 120/70ZR17M/C (58W)
    Rear Tyre: BRIDGESTONE BATTLAX RS11 190/55ZR17M/C (75W)
    Warranty
    Coverage: 3-Year Unlimited Kilometre Warranty (2 years standard + 1-year bonus)
    The post Suzuki Unveils Updated 2026 40th Anniversary GSX-R1000R appeared first on Australian Motorcycle News.
    RiderBOT
    Suzuki Motorcycles will release an updated version of its GSX-R1000R superbike in the second half of 2026. 
    Marking the 40th anniversary of the GSX-R nameplate, Suzuki will launch an updated model with a celebratory livery and a number of internal upgrades that elevate the bike to the latest Euro5+ emissions standards.
    Among these engine upgrades are new primary fuel injectors, revised cylinder head design, revised head gasket, piston crowns, cam chain, and a slimmer muffler design.
    1 of 3 It is unclear at this time if changes have resulted in increased performance figures from the bike’s long-running 998cc four-cyliner engine.
    Each ’40th Anniversary’ edition features exclusive 40th Anniversary logos on the fuel tank, fairing sides, muffler body and seat top.
    The 2026 Suzuki GSX-R1000R will also benefit from upgrades to the rider aid software, a lithium-ion battery and an optional winglet for the front cowling.
    Australian pricing has yet to be confirmed.
    2026 Suzuki GSX-R1000R 40th Anniversary. 1 of 9 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 Updated Suzuki GSX-R1000R coming in 2026 appeared first on INFO MOTO.
    RiderBOT
    Aprilia drops big hint about an ultra-spec race replica for the uber-rich
    In Aprilia-ese the letter ‘X’ represents expensive track-only machines with DNA that’s closely related to the company’s works racers.
    Now it looks like Aprilia is upping the exclusivity stakes. We had the RSV4 X in 2019, the Tuono V4 X in 2020, the RSV4 XTrenta in 2022 and the RSV4 X EX3MA in 2024 – each with production numbers as low as their price tags were high. Now another is on the way, as Aprilia has filed trademark applications for the name XGP alongside a logo that borrows the same stylised ‘X’ sported on those earlier models, with the letters ‘GP’ set into it where previously we’ve seen ‘EX3MA’ or ‘Xtrenta’ written.
    The 171.5kW ‘EX3MA’ is Aprilia’s most extreme road bike to date By calling the new bike ‘XGP’ Aprilia is providing the closest association yet to its RS-GP MotoGP racer (pictured above in preseason testing), and the name and logo alone don’t reveal what model it will be based on. While the odds are that it will be another 230hp-plus, track-only variant of the RSV4 superbike, there’s a chance it could be a Tuono or – and it’s a long shot – even a customer version of the RS-GP racer. After all, if it’s track-only, with no road approval required and a seemingly endless queue of millionaires wanting the ultimate motorcycle, either for their collection or the experience, why not make an out-and-out GP replica, detuned just enough to make it possible to run it without a whole team of mechanics to back it up?
    The clear ‘GP’ link means it’s likely to emerge at a MotoGP round rather than a show. We anticipate the San Marino round at Imola in September.
    The post MotoGP-based Aprilia Roadbike Incoming? appeared first on Australian Motorcycle News.
    RiderBOT
    Former Moto2 Champion extends his partnership with the GYTR GRT Yamaha WorldSBK Team
    Remy Gardner has inked a new deal with Yamaha Motor Europe that will see him remain in the FIM Superbike World Championship through the 2026 and 2027 seasons. The agreement confirms his continued partnership with the GYTR GRT Yamaha WorldSBK Team, extending what has become a solid and steadily improving collaboration since his debut in the series.
    After rising through the Moto2 ranks, culminating with the 2021 Championship win with Red Bull KTM Ajo, Gardner made the jump to MotoGP in 2022 with the Tech3 KTM Factory Racing squad. Despite finishing ahead of his teammate Raúl Fernández—whom he had previously outpaced en route to the Moto2 crown—Gardner was controversially dropped from KTM’s program after just one year. Left without a MotoGP ride in 2023, he made the move to WorldSBK with Yamaha, enduring a learning season before emerging as a consistent top-six contender in 2024.
    Gardner is currently 11th in the WorldSBK standings – the second highest placed Yamaha behind Locatelli. This year he’s continued to build his momentum, showcasing impressive pace aboard the Yamaha R1 at times and securing his second career WorldSBK podium at Assen.

    Remy Gardner
    “I am happy to be continuing with Yamaha in WorldSBK, our journey together so far has been good but I still feel that we are only scratching the surface of what we can achieve. We’ve shown that when everything comes together, we can be quick and fight for the podium, my target is to do this more consistently over the remainder of the 2025 season and look towards taking a further step in 2026.”
    Niccolò Canepa – Road Racing Sporting Manager, Motorsport Division, Yamaha Motor Europe
    “Remy has become a valuable member of our line-up over the last few years, not just through his speed and potential, but also his ability to give detailed feedback which proves useful to our engineers as we look to continue developing the R1 in WorldSBK. We have already seen he has the ability to fight for the podium, and the target is to be more consistent in this goal towards the end of this season and then build on this for next year.”
    The post Remy Gardner Resigns with Yamaha Through to 2027 appeared first on Australian Motorcycle News.
    RiderBOT
    Royal Enfield’s Australian distributor has announced that it will soon open the order books for its Goan 350 – a limited-edition version of the brand’s popular Classic 350. 
    The Royal Enfield Goan Classic 350 takes inspiration from the 70s, notably setup with ape-style handlebars and white wall tyres. Also distinguishing the Goan 350 are chopped up guards, and a leather single-seat (dual seat as standard).

    The Goan will be available in three colour schemes, Shack Black, Trip Teal and Rave Red, in all cases fitted with wire-spoked wheels and white-wall tyres.
    Pricing has yet to be confirmed, though it is expected to come at a small premium over the standard Classic 350, which is now offered from $7990 rideaway.
    Mechanically the Goan 350 is unchanged, continuing on with a familiar 15kW/27Nm 349cc single-cylinder engine.
    1 of 5
    Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. He also knows how to operate the big computery thing in the office. By night, Spencer plays guitar with Melbourne punk outfit LOUTS.
    The post Royal Enfield Goan 350 confirmed for Australia appeared first on INFO MOTO.
    RiderBOT
    Second version of Honda’s retro four cylinder appears as a concept – but it’s really an upcoming production model
    Back at the Osaka motorcycle show in March this year Honda took the wraps off its four-cylinder, CB750F-inspired CB1000F Concept – a machine that despite its ‘concept’ billing was quite obviously a near-production prototype. Now the company is cementing that idea even further by showing a part-faired CB1000F SE Concept.
    Making its public debut at the Suzuka 8-Hours on Friday 1st August, the new CB1000F SE has only been revealed in silhouette form at the time of writing but it’s already abundantly clear that it’s essentially the same CB1000F design that was shown at Osaka, with the addition of a bar-mounted nose cowl.
    The fact that the CB1000F shown in Osaka is really an upcoming production model was all but confirmed by the fact that Honda presented not one but three examples: the standard model, finished in a silver-and-blue scheme with overtones of Freddie Spencer’s 1981 AMA superbike racer, plus a Moriwaki-tuned version and a garish yellow, silver and black variant made in association with a Japanese fashion house.
    The non-bikini fairing CB1000F concept was revealed in March Even in silhouette, we can see that the new CB1000F SE shares virtually everything with March’s naked version. Same wheels, same brakes, same exhaust, same tank and seat unit. Honda hasn’t even lowered the bars for a sportier riding posture. And that makes sense. The production version of the bike will essentially replace the ancient CB1300 Super Four and the part-faired CB1300 Super Bol d’Or, bikes that can trace their heritage back to 1992 and Honda’s CB1000 Super Four Project Big-1. The existing CB1300 models are ending production this year, following the demise of the smaller CB400 Super Four a couple of years ago. The CB1000F and CB1000F SE will replace the larger bike, and Honda is expected to launch a new 400cc four-cylinder to supersede the smaller one later this year.
    Under its retro skin, the CB1000F and the new SE version are mechanically identical to Honda’s CB1000 Hornet, with a 150hp four derived from the 2017 FireBlade’s engine and the same suspension, chassis, wheels and brakes as the Hornet. A different, chromed exhaust and the retro-style tank and seat unit are all that differentiates the CB1000F and SE, so putting the new bikes into production will be cheap and simple for Honda. And unlike the old CB1300 Super Four, the Hornet is approved for road use all over the world, opening up the potential to sell the bike in a broad array of markets – even though the launch plans so far have been very Japan-centric.
     
    The post Honda CB1000F SE ‘Concept’ Teased appeared first on Australian Motorcycle News.
    RiderBOT
    Single-cylinder range grows with the addition of more off-road Scrambler 400
    We snagged spy pictures of Triumph testing a more off-road version of its Scrambler 400 X back in February and now the finished bike has been added to the range in the form of the Scrambler 400 XC.

    In fact, while it’s new to us, the XC has been available in the Indian market for a couple of months, having been launched there back in May, but it’s now become a global model for the brand. That Indian head-start comes in part because, like the rest of Triumph’s 400cc single-cylinder models, the Scrambler 400 XC is made in partnership with Indian brand Bajaj, the company that’s also recently bailed out KTM and is responsible for manufacturing the Austrian brand’s single-cylinder street models up to the 390 Duke and Adventure.

    What’s new on the Scrambler 400 XC? The changes are more cosmetic than anything else. Most notably, the standard Scrambler 400 X’s cast alloy wheels are ditched in favour of alloy-rimmed wire wheels, which are compatible with tubeless tyres and retain the existing 19-inch front and 17-inch rear dimensions and 100/90-19 and 140/80-17 rubber.

    Other tweaks include the addition of a high-mounted front fender and a colour-matched cowl on the nose, both updated versions of components already offered as extras for the Scrambler 400 X, and a set of new colour options including yellow, dark grey, and white, each with retro block graphics on the tank and paired to black side panels and tail sections. There’s a new bash plate under the engine, too, but it’s also a part that can already be found in the options catalogue for the existing Scrambler 400 X.

    The specs are unchanged, including the same 398cc liquid-cooled single with 29.4kW at 8,000rpm and 37.5Nm at 6,500rpm, and identical dimensions except for weight, which rises from 179kg to 186kg thanks to the additional components.
    The bike’s price, at $11,390 AUD, is $1400 higher than the standard Scrambler 400 X.

    The post Triumph Scrambler 400 XC appeared first on Australian Motorcycle News.
    RiderBOT
    Motorrad skunkworks crew create mad one-off sprint racing Boxer 
    BMW Motorrad has pulled the covers off a one-off custom, and it’s a serious piece of kit. Dubbed the R 1300 R “TITAN,” it’s a sprint-focused special built by a small group of BMW’s own staff who clearly live and breathe bikes.

    The TITAN came together away from the boardroom, created by a team of genuine enthusiasts including project leader Philipp Ludwig, designer Andreas Martin, graphics and colour specialist Theresa Stukenbrock, and prototype builders Paul Summerer and Thomas Becker. Together, they whipped up a bruiser of a bike that combines modern design with motorsport aggression, while still staying true to BMW’s roots.

    Built around the new 1300cc boxer engine – the same one found in the R 1300 R – the TITAN takes the standard roadster as a starting point and cranks up the agro to face-biting levels. The signature tank shape is still there, but smoothed into a compact monocoque design that looks more racebike than roadbike. Weight’s shifted forward to help keep the front down off the line, and the whole thing looks ready to launch even when it’s parked up.

    Akrapovič got in on the action, developing a full titanium exhaust system specifically for the bike. Running under the engine before splitting into two stubby underslung mufflers pushed high under the tail, the setup gives the bike both a standout look that no doubt sounds as serious as it looks.

    And in case the 1300cc boxer wasn’t punchy enough, there’s also a nitrous oxide system bolted on. Hit the button, and the TITAN is given a temporary hit of extra grunt down the drag strip. A specially-made Wilbers chassis with a long swingarm keeps everything planted, and the spike-like rearsets give the rider a solid base to tuck in and go full tilt.

    The chassis backing all that crazy is just as tough, with Wilbers custom-built suspension incorporating a lengthened swingarm to stop the front wheel launching into orbit and massive rear-set footpegs for full-send launches. It’s all channelled through BMW’s familiar shaft drive setup, which has been proven to handle serious torque, and pulling up at the other end is handled by a Magura HC3 brake setup. It might be a custom, but nothing here is for show—this is a strip-ready weapon.

    While it’s extremely unlikely we’ll ever see a production version, the R 1300 R TITAN shows what’s possible when passion is let off the chain and the rules are thrown out the window — we certainly wouldn’t mind seeing what this thing does on a quarter mile!

    The post BMW Unleashes Nitrous-Powered R 1300 R “TITAN” appeared first on Australian Motorcycle News.
    RiderBOT
    Documents reveal high-performance electric sports bike
    Electric motorcycles haven’t hit the mainstream yet despite the efforts of both major manufacturers and endless startups but there’s a feeling of inevitability about the technology: as soon as lighter, faster-charging and more energy-dense batteries become widely available to bring performance parity with ICE bikes we could see a rapid shift towards electric powertrains.
    As such, it’s essential for forward-thinking bike makers to be ready. With developments like solid-state batteries and sodium-ion chemistries expected to become commonplace by 2030, improving energy-density while reducing costs and charging times, the moment when the balance tips in favour of electric motorcycles could come in the next handful of years.
    Honda clearly isn’t sleeping on electric power, and as well as launching battery-powered scooters like the CUV e: and promising an upcoming motorcycle based on last year’s EV Fun Concept, it’s filed patent applications depicting a FireBlade-style electric superbike.

    Honda isn’t without experience in this field. It backed the Mugen Shinden project that competed at the Isle of Man TT Zero races from 2012 until the race was cancelled after the 2019 running, winning for six years on the bounce from 2014, and there are distinct similarities between the new Honda design and the last generation of the Mugen electric racer, which took a one-two finish the 2019 TT Zero in the hands of Michael Rutter and John McGuinness.
    The clearest similarity is the motor and transmission, which are mounted unusually far back, behind the swingarm pivot, with the front sprocket above and in front of the motor’s output shaft. The last versions of the Mugen Shinden used the same layout, which clears more space in the bike’s main chassis for batteries and electronics while also allowing for a longer swingarm and shorter wheelbase than you’d be able to use if the motor was more conventionally positioned.
    Honda’s new patent, however, shows an evolved version of the idea, combining the motor, swingarm and rear suspension into a single, bolt-on assembly that could be attached to a variety of different main chassis designs. To do that, there’s an ultra-compact rear suspension linkage with the rear shock mounted horizontally above the motor, almost enclosed within the upper section of the swingarm. Rearranging the usual, triangular rising-rate linkage into the top of the swingarm where it’s actuated by a pull-rod that pivots it to compress the shock as the rear wheel rises, is key to the design. The motor, the swingarm pivot axle and the front of the rear shock are all mounted on an alloy casting that bolts onto vertical mounts on the back of the main frame, using just three large bolts to attach the whole rear suspension and powertrain to the rest of the bike. Even the electronic connections to taking high-voltage electricity to the three-phase DC motor are included in the same mounting, which incorporates a quick-release plug into its front face.

    Although most of the patent drawings show a conventional, beam-style alloy chassis, that’s not an essential element of the patent and some of the drawings show a revised version of the powertrain/suspension unit incorporating small outer swingarm pivot castings and footpeg brackets, designed to bolt onto the back of a box-like alloy or composite battery housing that would double as the bike’s main structure. Honda’s patent points out that because the drivetrain and swingarm pivot are mounted into a single casting, there’s no increase on stress to the main chassis section if, for example, a larger, more powerful motor is fitted.
    Although the new patent is far from rock-solid confirmation that an electric Honda superbike is on the verge of production the level of detail in the illustrations suggests that there’s almost certainly a real prototype of this bike kicking around somewhere in the company’s R&D vaults. As of right now, in the middle of 2025, it’s hard to imagine Honda launching such a bike into a distinctly flaccid market for electric motorcycles. But give it a couple of years and it probably won’t look like a long shot anymore.
    The post Honda patents electric FireBlade appeared first on Australian Motorcycle News.
    RiderBOT
    Triumph Motorcycles Australia will this August release its Scrambler 400 XC, a higher-spec version of its off-road-capable single, priced from $11,490 rideaway. 
    The Scrambler 400 XC will sit above the standard Scrambler 400 X ($9990) which debuted early last year, distinguished by key off-road upgrades including lightweight wire-spoked wheels shod in tubeless Metzeler Karoo Street tyres, a high-mounted front mudguard and fly-screen.
    Also new are three fresh colour schemes – Vanilla White, Racing Yellow and Storm Grey –  with the latter two coming at a slight premium of $200.

    The Scrambler 400 XC is the third product to launch based on Triumph’s Indian-built single-cylinder platform, joining the Speed 400 ($8990) and Scrambler 400 X ($9990).
    The Triumph Speed 400 is arguably best positioned to compete with Royal Enfield’s Guerrilla 450 ($8590), while the Scrambler 400 X should take on the Indian brand’s Scram 411 ($7990), among other small-capacity retro-themed models. The new Scrambler 400 XC, may rival more off-road-focussed models like the Royal Enfield Himalayan.

    Compared to the Speed 400, the Scrambler 400 X and the new 400 XC are taller and feature longer-travel suspension, a 19-inch front wheel, wider handlebars and an upright seating position suitable for off-road riding. The Scrambler model also benefits from a 320mm front brake disc.
    Notably, both the Speed 400 and Scrambler 400 X/XC feature a ride-by-wire throttle and traction control as standard, while an LCD dash, an imobiliser and LED lighting round out the tech features.

    “The Triumph Scrambler 400 XC has been a huge hit with customers in India and there is clear demand for this model across the rest of the world too,” said Triumph Motorcycles chief commercial officer Paul Stroud.
    “With improved off-road capability and Scrambler attitude, plus three new, stylish colour schemes, we hope this model will appeal to even more riders, further enhancing and extending the appeal of the Triumph brand for the next generation.”
    2025 Triumph Scrambler 400 XC. 1 of 11
    Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his 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 2025 Triumph Scrambler 400 XC price and specs confirmed appeared first on INFO MOTO.
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