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    RiderBOT
    Active aero winglets are old news. The future lies in fan-assisted cornering systems
    When it became clear that aerodynamic appendages were a valuable tool in MotoGP racing a few years ago, it opened a Pandora’s Box of increasingly extravagant bulges and spoilers intended to extract every ounce of available downforce both in straight lines and during cornering. Now BMW has filed a patent for a technology that shows the next step in achieving an aerodynamic benefit thanks to internal air ducts and a fan to blast air through strategically-placed jet nozzles.

    The idea of using thrusters to help control a bike was mooted back in 2018 when we reported that Bosch had demonstrated a prototype system that used gas generators – the same tech featured in airbags – paired to a rider-assist system to provide brief blasts of thrust, countering slides and preventing crashes. The Bosch system was an emergency design, though, requiring the gas charges to be replaced after each use, while BMW’s idea is to use a constant, adjustable flow of high-pressure air to assist the bike around corners.

    It’s not a new idea. Racing car designers have toyed with using fans to suck air out and create downforce for decades. Jim Hall’s Chaparral 2J exploited the idea back in 1970, using a separate two-stroke engine to power a pair of rear-mounted fans, extracting air from under the car. Then the Gordon Murray-designed Brabham BT46B brought the same concept to Formula 1 in 1978, winning the only race it entered before the idea was shelved in the name of safety and to prevent a costly ramping-up of R&D down that path. More recently, Murray explored the same idea with the 1990s McLaren F1 road car, and today a prominent rear fan is a feature on the T.50 supercar sold under his own Gordan Murray Automotive brand.

    Taking the idea to an even more extreme level, the electric McMurtry Spierling car creates two tonnes of downforce using a powered suction fan, setting a series of records including fastest-ever times at the Goodwood hillclimb course and the old Top Gear test track.
    BMW isn’t going to quite the same extreme with the system featured in its latest patent application, but still taps into the potential of using a ducted electric fan to blow air where it’s needed in pursuit of improved performance.
    The patent illustrations are simplified, but show that outlet nozzles could be positioned in multiple locations around the bike, while computer-controlled flaps inside the ducting system behind the bodywork choose where to direct the thrust.

    Under acceleration it can go rearward, adding a jet-style boost to acceleration. Under braking it can be reversed, helping to slow the bike, and during corners it can be directed outwards, pushing the bike towards the apex.
    We’ve seen a rash of active-aero patents from BMW recently, including adjustable winglets and a system intended to reroute exhaust gases to either side, depending on cornering angle, in pursuit of improved downforce and more grip.
    Whether any of them reach production has yet to be seen, but it’s clearly an area the company has a strong focus on at the moment.
    The post BMW’s Blow-Hard Thruster Tech appeared first on Australian Motorcycle News.
    RiderBOT
    Indian owners reveal 450cc twins will join international version of 1200cc V4 superbike
    It’s been more than five years now since Norton’s controversial era under the stewardship of Stuart Garner came to a dramatic conclusion – the brand falling into administration in January 2020 – and a more hopeful period began with Indian giant TVS acquiring key elements of the business in April the same year. Since then Norton has remained relatively quiet and concentrated on reengineering the 1200cc V4 platform to become the V4SV superbike and V4CR café racer while the ancient Commando 961 plodded on in the background. Now TVS’s managing director has shone light onto a more ambitious future for the company including a new focus on exports and a range of more affordable models that will be made – at least in part – in India.
    Norton India is due to launch before the end of this year, and between its bases in the UK and India the company intends to create a six-bike product range, kicking off with an international version of the V4 superbike, which is currently only approved to be sold and used in the UK under single-vehicle approval rules that are really aimed at backyard bike makers rather than ‘real’ manufacturers. To be sold, as Norton plans, in four additional European markets – France, Germany, Italy and Spain – as well as in India, the V4 needs to undergo and pass Euro5+ type-approval testing, and with that we can expect to see some substantial changes in the 2026 version that’s to be unveiled at EICMA this year.
    Speaking to Indian TV station CNBC-TV18, TVS’s managing director, Sudarshan Venu, said four of the six new models will be in the 2026 model range: “So this is where I think we are heading towards – by starting off with the launch of the four-cylinder superbike at EICMA and then we will also share the remaining three products at EICMA or soon after, which will be available in the market early 2026. They’re all in advanced stages of development. I think we have a good leadership team now at Norton with the two executive directors, Nevijo Mance and Richard Arnold. Supporting them are very good designers, engineers, and a lot of homegrown talent from TVS in India, which I think brings a great mix in terms of the Britishness and the uniqueness of Norton while leveraging the capabilities of TVS and also offering opportunities for our talent to grow.”
    He went on to say that manufacturing will take place in both the UK and India, with the flow of components and kit parts aided by a newly-established free trade agreement between the two nations. And in terms of numbers, Norton will grow substantially, with Venu confirming: “ We will start with a capacity of close to 10,000 vehicles and with the four models going up to six models. “
    Of those bikes, some are expected to be powered not by Norton’s existing engines but using a derivative of the new 450cc parallel twin developed by BMW for its upcoming F450 GS. TVS already partners with BMW to manufacture the 310cc single used in the G310 range and TVS’s own bikes, and went on to cooperate with the development and manufacturing of electric scooters. Venu said: “I think we did first the single cylinder, the 310 family. Then came the EV, and now is the two-cylinder family, which BMW has shown their version at last year’s EICMA. And you will see Norton and TVS versions using a similar platform in the coming months. So that is where I think the relationship is headed.”
    One or more 450cc models will give Norton the chance to compete against the likes of Triumph’s Street 400 and Scrambler 400X, which are both proving to be best-sellers for the UK’s leading motorcycle brand.
    The post TVS confirms Norton expansion and new models appeared first on Australian Motorcycle News.
    RiderBOT
    As MV returns to independence after its short-lived period as KTM’s stablemate, the company readies all-new models
    Despite the financial problems that were dogging KTM and its parent Pierer Mobility last year the company went ahead and extended its shareholding in MV Agusta from 25.1% – held since 2022 – to a controlling 50.1% stake. That meant when KTM and two of its subsidiaries fell into self-administration in November, MV Agusta was rapidly back on the market and a deal was done in February this year to return Pierer’s 50.1% stake in MV to Art of Mobility – a company owned by MV’s former owners, the Sardarov family.
    MV Agusta’s Schiranna factory on Lake Varese
    While the sale has still to be fully completed, MV Agusta has put out a statement to confirm its health as a brand and give a glimpse into the future with the first clues to new models that will be unveiled before the end of 2025.
    Among the challenges are the need to establish a new logistics network, as KTM and MV have been sharing the same importers, spare parts supplies and component sourcing. MV says it’s now working to finalise a deal with a ‘global logistics partner’ to manage its spare parts supplies, and hopes to have the new system up and running by the end of the year. In the meantime, it continues to share KTM’s network. MV is also in the process of establishing independent regional offices in key markets to act as importers, as well as striking deals with other importers in smaller countries, and says that its global dealer network remains in place and will expand.
    When it comes to new bikes, MV says that a new motorcycle that ‘will represent a breakthrough in its segment’ is due to be revealed later this year, just before November’s EICMA show in Milan. The company says the bike uses “only 1% carry-over parts from the previous generation” – indicating that it’s a machine that replaces something in the existing lineup rather than an additional model. Whether it’s part of the firm’s three or four-cylinder ranges remains unanswered at the moment.
    Also confirmed is a completely new engine, which will be shown in prototype form at EICMA this year, suggesting it’s heading for production no sooner than 2027. Described as ‘redefining hyper-performance in the motorcycle world’ the engine’s existence hints that MV is preparing a new superbike to finally replace the F4, which ended production back in 2018 in the face of Euro5 emissions rules.
    The 921 S concept unveiled at EICMA
    On top of all this, MV wants to make its bikes more accessible to a larger number of customers, not necessarily through cheaper prices but via a wider array of buying and finance options.
    Luca Martin, MV’s Executive Director, said: “What we’re accomplishing at MV Agusta nowadays is truly special. Considering the challenges we’ve faced since the early days of KTM’s financial difficulties, the progress made in such a short time speaks volumes about the strength and dedication of our people. Across every area—operations, design, production, and many more areas —we’ve seen a remarkable response. From Schiranna to every part of our worldwide network, the team has embraced this new chapter with determination, passion, and a deep sense of responsibility. I’m proud of how far we’ve come—together—and even more motivated by the road ahead. MV Agusta is not only reaffirming its independence; it’s laying the foundation for a new era built on excellence and authenticity.”
    The post MV Agusta ready for the future without KTM appeared first on Australian Motorcycle News.
    RiderBOT
    Ultra-exclusive off-roader gets even more exotic spinoff
    Each year, KTM produces a limited run of 450 Rally Replica machines that are as close as possible to the brand’s Dakar rally bikes and carry huge price tags – and for 2026, there’s an even more exclusive version alongside the ‘standard’ model.
    The normal 2026 450 Rally Replica is, itself, a rare bike, with just 150 to be sold globally. It’s essentially the same as the 2025 version, which was limited to only 100 examples, with identical specs to its predecessor. That’s no surprise, as the 2025 bike represented a full redesign compared to the 2024 version, and its high-spec components – including WP XACT Pro 7548 48mm forks and XACT Pro 7750 shock, with vast 304mm front travel and 280mm rear – leave little scope for year-on-year improvement. It also boasts an incredible 34.5 litres of fuel capacity, split between no fewer than three fuel tanks: two at the front and one in the rear.

    What has changed for 2026 is the introduction of the 450 Rally Replica Sanders Edition – a replica-within-a-replica that’s limited to just five examples and marks Daniel Sanders’ victory at the 2025 Dakar Rally.
    The Sanders Edition gets the same Red Bull livery as the factory race bikes, along with a matching sticker kit, including a front number board sticker signed by Sanders. Each frame is numbered from 1 to 5, with a matching emblem, and the spec is uprated with a seat from Selle Della Valle, two sets of wheels – one with Michelin race tyres, the other with street rubber – plus different brake discs, an engraved fuel cap, a Hinson clutch cover, titanium footpegs, a signed Daniel Sanders race jersey, and an extra windscreen carrying the name and number of the bike’s new owner.
    Buyers, who will pay an as-yet-undisclosed sum, will also get a VIP pass for the 2025 KTM Europe Adventure Rally in Romania in late August, where they’ll get to ride alongside Sanders and receive support from the factory race truck and their own dedicated mechanic.
    The post 2026 KTM 450 Rally Replica appeared first on Australian Motorcycle News.
    RiderBOT
    Tara Morrison is blasting onto the world stage with a wild card entry into the World Superbikes Championship at Donington Park — and she’s ready to shake up the grid on her Yamaha R7.
    Australian racing sensation Tara Morrison has officially been granted a wild card entry into the World Superbikes Championship (WCR class) at Donington Park, July 11–13, where she’ll be taking on the world’s best aboard a Yamaha R7.
    Currently second in the national ASBK Supersport 300 Championship and leading both the Victorian and South Australian state titles, Tara’s star continues to rise at lightning pace. Her recent signing with motorsport icon Carl Cox Motorsport has only added fuel to the fire, turning heads across the international paddock.
    You can catch Tara in action next at Morgan Park Raceway, June 13–15, in the ASBK round, where she will be assisted in the pits by BSB Superbike legend Billy McConnell and ASBK/World Endurance champ Steve Martin.
    With no prior track experience at Donington and entering mid-season against some of the world’s sharpest talent, Tara is being thrown into the deep end — but that’s exactly where this fearless rider thrives. She is primed to make a statement there and gain critical experience for a full WCR assault in 2026.
    Sponsorship opportunities are now open. With Tara’s loyal fan base, fast-growing social media presence and regular feature column in AMCN, this is a prime chance to get your brand front and centre — on her bike, leathers and global journey.
    Don’t miss your chance to support one of Australia’s brightest young talents as she takes the leap onto the world stage. So if you’re interested in joining Team Tara, reach out today at tarzyracing@gmail.com.
    Let’s get this girl to the world stage — where she belongs!
    The post TARA MORRISON SCORES WORLD SUPERBIKES WILD CARD – EYES ON DONINGTON AND BEYOND! appeared first on Australian Motorcycle News.
    RiderBOT

    Kove 625X Revealed

    By RiderBOT, in Articles,

    New adventure twin emerges as Kove confirms Australian market plans
    Kove is one of the growing number of convincing Chinese motorcycle brands with a range of models to compete with major Japanese and European bike makers – now it plans to enter the Australian market by the end of this year. The news comes as another intriguing new model has just been type-approved in China.
    At the moment, Kove’s model line-up in China spreads across five model ranges. In the Adventure sector it offers a trio of parallel twin machines – the 498cc, 35kW (50hp) 510X and the slightly 525X, which actually has a fractionally smaller 494cc twin with 39.6kW (53hp), plus the much more appealing 800X with a 71kW (95hp), 799cc twin that’s essentially a clone of KTM’s LC8c motor. Then there’s the ‘Rally’ segment, which includes two single-cylinder 450 Rally models and the 800X Rally, a more hardcore version of the 800X. Kove’s naked streetbike range includes the four-cylinder, 48kW (65hp) 450R and the parallel twin 321R, which has a 322cc engine that’s closely patterned on the Yamaha’s R3 and MT-03 twin. The company’s offroad range includes the MX250 and MX450 motorcross bikes, and its sport line-up features a 321RR and 450RR – each mechanically similar to the naked ‘R’ models with the same numbers – as well as a 250RR and 350RR, also using twin-cylinder engines.
    The new Kove 625X
    In export markets, Kove has focused largely on its adventure, rally and offroad competition machines, which gives a clue as to which models are likely to reach the Australian market. Initially the company intends to bring its motocross machines here, by the end of 2025, with street bikes following in 2026.
    The new 625X was first shown to dealers in China earlier this year, but has now been type-approved, giving us the first look at its specs and a photo of the finished, production-ready model.  It packs a 580cc parallel twin engine that’s similar in design to the unit used in the Loncin-made Voge DS625X, a direct competitor with the new Kove. Max power is listed at 47kW 963hp), while wet weight is quoted at 229kg – although that appears to be with luggage fitted.
    The styling is aligned with that used on the 800X, including tubeless wire wheels, an upside down fork and Taisko brakes gripping petal-style discs.
    ben purvis
    The post Kove 625X Revealed appeared first on Australian Motorcycle News.
    RiderBOT
    Turkish WorldSBK champion reportedly set to join Pramac Yamaha on full-factory machinery in 2026
    After months of speculation, Toprak Razgatlioglu’s future destination could finally be settled. According to Speedweek, sources close to the Turkish superstar have confirmed that Toprak has signed a deal to step up to MotoGP with Yamaha in 2026—with an official announcement likely at next month’s Italian Grand Prix in Mugello.
    Razgatlioglu won BMW’s first ever WorldSBK crown in 2024
    Manager Kenan Sofuoglu has also cryptically told Motoetkinlik.com that a deal had been inked, saying “With Toprak Razgatlioglu we have spoken with five factories and we have signed a contract that will satisfy everyone”.
    The move will reportedly see Razgatlioglu placed within the satellite Pramac Yamaha team, which has been running full-factory-spec M1 machinery identical to what Fabio Quartararo and Alex Rins are fielding in the factory garage. The Pramac team makes sense given Toprak’s previously stated stipulations that he would only move to MotoGP with full factory support, and with Yamaha showing clear signs of resurgence in MotoGP this season – highlighted by Quartararo’s poles at Jerez, Le Mans, and Silverstone. And his expertise with Pirelli tyres could prove invaluable in 2026, as MotoGP prepares for sweeping regulation changes in 2027, including a new 850cc engine formula, reduced aero allowances, and the introduction of Pirelli as the sport’s new sole tyre supplier.
    There’s also a commercial benefit, with the arrangement allowing Toprak to bring his long-time sponsor Red Bull along for the journey. But while the move adds another electric presence to the grid, it also raises questions about who he might replace—particularly for Australian star Jack Miller.
    Miller’s Pramac seat could be under threat
    Miller, who joined the Pramac Yamaha outfit this season on a single-year deal extending only through the end of 2025, would be competing with Oliveira for the remaining Pramac seat. Should Toprak’s switch be made official at Mugello as expected, it could leave Miller scrambling to secure a MotoGP seat for 2026, or potentially moving to WorldSBK.
    Razgatlioglu’s MotoGP debut would mark the first time since 2010 (when Ben Spies made the leap) that a World Superbike Champion transitions directly into the premier class. Few riders carry credentials as stacked as Toprak’s: in 237 WorldSBK starts, the 28-year-old has claimed 63 wins, 153 podiums, 20 poles, and 53 fastest laps. After failing to defend his SBK crown with Yamaha due to a lagging R1 development program, he shocked the paddock in 2024 by jumping to BMW—securing the German manufacturer’s first solo world championship title in its century-long history and sealing his place as the top-paid Superbike rider in the process.
    Toprak celebrating his first WorldSBK title with Yamaha in 2021
    While Toprak’s aggressive, swashbuckling riding style has turned heads in World Superbike, it remains to be seen how well it translates to the technical demands of MotoGP. Ducati team manager Davide Tardozzi offered a word of caution: “He could be someone who can fight for the top six in the championship. But I don’t think he can come to MotoGP and win straight away. Toprak is a showman—but the best riders here are the best.”
    The post Razgatlioglu poised for sensational Yamaha MotoGP switch appeared first on Australian Motorcycle News.
    AJ
    Licensing, Bike Restrictions, Speed Limits, Helmets, Lane Filtering & Penalties
    Riding a motorcycle in Australia involves following both national standards and state-specific laws. Whether you’re a Learner (L), Provisional (P), or Full Licence (R) rider, knowing your local rules is essential for safety and avoiding fines.
    This guide covers:
    ✅ Licensing & bike restrictions
    ✅ Speed limits
    ✅ Helmet & visor laws
    ✅ Lane filtering rules
    ✅ Common penalties
    1️⃣ Licensing, Bike Restrictions & Speed Limits by State
    New South Wales (NSW)
    Learner (L):
    Must ride a LAMS-approved motorcycle (≤ 660 cc, ≤ 150 kW/tonne).
    Max speed 90 km/h (and obey posted limits).
    No pillion, must display L-plates, BAC 0.00, minimum 12 months.
    Provisional (P1):
    Same LAMS restriction.
    Max speed 90 km/h.
    No pillion passengers.
    Provisional (P2):
    Same LAMS restriction.
    Max speed 100 km/h.
    Pillion passengers allowed.
    Full (R): No restrictions on bike type or speed beyond posted limits.
    Typical penalties:
    Non-LAMS bike: ~$650 fine + demerit points.
    Exceeding limit: $300 – $2,200 + 3–6 demerits.
    Victoria (VIC)
    Learner (L):
    LAMS-approved bike (≤ 660 cc, ≤ 150 kW/tonne).
    Follow posted speed limits (no capped learner limit).
    No pillion, L-plates, BAC 0.00, minimum 3 months.
    Provisional (P):
    Same bike restriction.
    Follow posted limits.
    May carry a pillion after 12 months.
    Full (R): No restrictions.
    Typical penalties:
    Non-approved bike or pillion breach: $330 – $825 fine.
    Queensland (QLD)
    Learner (RE L):
    Must ride an RE-class (LAMS) bike (≤ 660 cc, ≤ 150 kW/tonne).
    Follow posted limits.
    No pillion, L-plates, BAC 0.00.
    Provisional (RE P1/P2):
    Same LAMS restriction.
    Follow posted limits.
    P1: No pillion. P2: Pillion allowed.
    Full (R): Any bike, no restrictions.
    Typical penalties:
    Unapproved bike: ~$430 fine + 3 demerits.
    No L-plates: ~$150 fine.
    Western Australia (WA)
    Learner (L):
    LAMS-approved motorcycle (≤ 660 cc, ≤ 150 kW/tonne).
    Max speed 100 km/h.
    No pillion, L-plates, BAC 0.00, minimum 6 months.
    Provisional (R-E):
    Same restriction.
    Max speed 100 km/h.
    May carry pillion after 6 months.
    Full (R): No restrictions.
    Typical penalties:
    Unapproved bike: $100 – $500 fine.
    Speeding: $150 – $1,000 + demerits.
    South Australia (SA)
    Learner (L):
    LAMS-approved motorcycle.
    Follow posted limits.
    No pillion, L-plates, BAC 0.00.
    Provisional (P1/P2):
    Same restriction.
    Follow posted limits.
    P1: No pillion. P2: Pillion allowed.
    Full (R): No restrictions.
    Typical penalties:
    Non-approved bike: $187 – $500 fine.
    Tasmania (TAS)
    Learner (L):
    LAMS-approved motorcycle.
    Follow posted limits.
    No pillion, L-plates, BAC 0.00.
    Provisional (P1/P2):
    Same restriction.
    Follow posted limits.
    P1: No pillion. P2: Pillion allowed.
    Full (R): No restrictions.
    Typical penalties:
    Non-compliant bike: $130 – $350 fine.
    Australian Capital Territory (ACT)
    Learner (L):
    LAMS-approved motorcycle.
    Follow posted limits.
    No pillion, L-plates, BAC 0.00.
    Provisional (P):
    Same restriction.
    Follow posted limits.
    Pillion allowed.
    Full (R): No restrictions.
    Typical penalties:
    Unapproved bike: ~$250 fine.
    Northern Territory (NT)
    Learner (L):
    Must ride a LAMS-approved motorcycle (≤ 660 cc, ≤ 150 kW/tonne).
    Max speed: 80 km/h.
    No pillion passengers.
    Must display L-plates and maintain BAC 0.00.
    Minimum period: 6 months before applying for a provisional licence.
    Provisional (P):
    Must ride a LAMS-approved motorcycle.
    Max speed: 100 km/h.
    May carry a pillion.
    Minimum period: 12 months (or 24 months if under 25 years old).
    Full (R):
    No LAMS restrictions or speed caps.
    Typical penalties:
    Non-LAMS bike: $100 – $300 fine.
    Exceeding licence-specific speed limit: fine + demerit points.
    2️⃣ Helmet & Visor Laws (All States)
    Helmet standards:
    Must comply with AS/NZS 1698 or ECE 22.05 / ECE 22.06.
    Helmets must have an approved label or certification mark.
    Visors:
    Tinted visors or goggles are legal only in daylight and must be clear at night.
    In Victoria, it is illegal to ride at night with a tinted visor.
    Non-compliant helmets or visors attract the same fine as riding without a helmet.
    Typical penalties:
    No approved helmet: $300 – $600 + 3–4 demerits.
    3️⃣ Lane Filtering Laws (All States)
    ✅ Legal for fully licensed riders in most states.
    🚫 Learners and P-platers cannot lane filter anywhere in Australia.
    Conditions:
    Max speed while filtering: ≤ 30 km/h.
    Only between vehicles travelling in the same direction.
    Not allowed in school zones, next to kerbs or parked cars, or in bicycle lanes.
    Typical penalties:
    Illegal filtering: $200 – $500 fine + 2–3 demerits.
    🏁 Summary: Key Takeaways
    Category Rule Bike restrictions L/P riders must ride LAMS-approved bikes (≤ 660 cc, ≤ 150 kW/t). Speed limits NSW: L = 90 km/h, P1 = 90 km/h, P2 = 100 km/h. WA: L/P = 100 km/h. Other states: follow posted limits. Helmets & visors Must meet AS/NZS 1698 or ECE 22.05/22.06. Tinted visors OK in daylight only (illegal at night in VIC). Lane filtering Only full licence holders, ≤ 30 km/h, between slow/stationary traffic. Penalties Range from ~$100 for minor breaches to >$2,000 for serious offences. ✅ Ride Safe & Stay Legal
    Always check your state’s official transport authority (e.g. Transport NSW, VicRoads, TMR QLD) before riding — laws, penalties, and approved bikes can change at any time.
    RiderBOT
    RACQ Crash data identifies the highest-risk roads for riders in The Sunshine State
    With National Road Safety Week upon us, the RACQ is urging motorcyclists to ride smarter—not harder—as confronting crash data reveals that some of Queensland’s most scenic hinterland routes are, unfortunately, also among the most dangerous.
    A recent RACQ review of over 21,500 kilometres of state-controlled roads shines a spotlight on the notorious Mount Glorious Tourist Drive, running between Mount Glorious and Somerset just northwest of Brisbane. This stretch of winding road has taken an ominous top spot for fatal and serious injury crashes, particularly involving motorcycles.
    Between 2019 and 2023, 59 fatal and serious injury (FSI) collisions occurred on the Mount Glorious Tourist Drive—an overwhelming 92% of them (54 crashes) involved motorcyclists.

    Crash data reveals Mount Mee Road and Beechmont Road as the next most dangerous routes for motorcyclists in Queensland, based on the severity of outcomes when incidents occur. On Mount Mee Road, an alarming 76% of crashes result in fatal or serious injuries, while Beechmont Road isn’t far behind, with 60% of crashes leading to similarly severe consequences.
    “The data paints a terrifyingly clear picture. Too many motorcycle riders are pushing their limits on hinterland roads and paying severe consequences for it,” said Joel Tucker, RACQ’s Road Safety and Technical Manager.
    Further analysis reveals just how perilous the situation is: 80% of motorcycle-involved FSI crashes on the Mount Glorious section were single-vehicle incidents. Most of these occurred on weekends (74%), along curves (94%), and in otherwise ideal riding conditions—daylight, dry weather, and good visibility.
    “Hinterland roads are not designed to be used like a racetrack – they’re for transport; and while they travel through some spectacular environments and can be a lot of fun to ride, they are often narrow, covered in slippery leaf litter, and lack safety design features,” Mr Tucker explained.
    “There is nothing wrong with enjoying a weekend leisure ride with your mates, but ride to the conditions, don’t get competitive, and don’t break the law because your life matters. Please drop the ego, not the bike.”

    As part of its broader road safety campaign, RACQ is calling on the Queensland Government to look at more proactive enforcement tactics for these types of roads. Suggestions include portable point-to-point speed cameras, which could help deter speeding across longer stretches.
    “We believe measures like installing portable point-to-point speed cameras would be effective at reducing crash rates, particularly on hinterland roads, as they would encourage motorists to slow down and keep their speeds at or below the limit over longer distances,” Mr Tucker added.
    “If riders or drivers want to go faster than the signed speed limit or push their abilities or their machine to its limits, they need to go to an actual racetrack, not a public road.”
    It’s not just crash statistics that reveal the dangers—those on the frontlines of trauma care are echoing the warnings. Professor Martin Wullschleger, a trauma surgeon and Chair of the Queensland Trauma Committee for the Royal Australasian College of Surgeons, sees the aftermath of these crashes firsthand.
    “When you crash and come off a motorcycle, there is little protecting your body, especially if you are not wearing good safety gear,” Prof Wullschleger said.
    “I’ve seen far too many injured motorcyclists, spanning from fatal and life-changing brain injuries, to men with shattered pelvises and genitals after their pelvises hit the fuel tanks on initial impact. Others came off second best with shattered arms and legs, sometimes needing multiple reconstructive operations or even amputations.”
    Professor Martin Wullschleger
    Overconfidence can also be a silent killer, says motoDNA founder and CEO Mark McVeigh, who established the rider training academy following the loss of his closest friend in a motorcycle accident four decades ago.
    “It takes around 20 hours of training to get your license versus up to 10,000 hours needed for mastery,” Mr McVeigh said.
    “Riders need to have a ‘learn for life’ mindset and embrace training which is not just about machine control skills and road-craft but also the mental approach. I am sure riders who have crashed did not think it would happen to them.
    “Rider training, beyond what’s required to get your licence, is a fun and safe way for you and your mates to learn critical skills together in a controlled environment. The skills you learn could save your life.”
    Through rider courses offered at RACQ’s Mobility Centre, McVeigh and his team deliver in-depth, real-time coaching—empowering motorcyclists to refine both technique and attitude before tragedy strikes.
    RACQ’s findings highlight the need for data-informed mitigation strategies and a renewed focus on rider education.
    The post Queensland’s Most Lethal Roads For Motorcyclists Named appeared first on Australian Motorcycle News.
    RiderBOT
    Indian motorcycle giant poised to become majority stakeholder in KTM following major cash injection and Austrian court approvals
    The ongoing saga of KTM’s insolvency appears to be drawing to a close with an €800 million ($1.4 billion AUD) injection of cash from its Indian partner brand Bajaj – but if regulators approve the deal, it will see Bajaj also taking control of the company and its subsidiaries Husqvarna and GasGas.

    KTM AG and two subsidiaries filed for ‘self-administration’ back in November last year when a combination of overproduction and slowing sales left it with a cash flow problem that prevented the company from meeting its debt obligations. Under Austrian law, the self-administration process gave protection from creditors for 90 days while the existing management stayed in place, requiring them to come up with a restructuring plan that would be approved by creditors. That plan, approved on 25th February 2025, set out terms that would see the company’s creditors paid a 30% quota of the money owed to them – a figure amounting to around €600 million ($1 billion AUD) – with the money required to be deposited with the insolvency court by 23rd May. That kicked off a search for investors, with a number of suitors rumoured including KTM’s existing partner brands CFMOTO in China and Bajaj in India, as well as more outlandish possibilities like BMW, but when CFMOTO and KTM surprisingly ended their shared distribution agreement in Europe a few weeks ago, it became increasingly clear that Bajaj – India’s second largest motorcycle maker and the third largest in the world – was hot favourite to take control.

    The situation crystallised further on 16th May, when Bajaj’s European arm – Bajaj Auto International Holdings BV (BAIHBV), established in the Netherlands – took out a €566 million unsecured loan JP Morgan Chase, DBS Bank and Citigroup Global Markets Asia. On 19th May, Bajaj confirmed it was in negotiations with KTM, and on 21st May the Indian company announced its intention to take control of KTM, provided the deal is approved by Austrian authorities. In that announcement, Bajaj revealed it has already provided €200 million in four tranches of €50 million during the 2024 and early 2025 financial years to help keep the company afloat, and that it is now adding €600 million to the pot to clear its debts. Initially, the money will be held by the Austrian court overseeing the process, but it’s expected to be released to creditors in mid-June.
    At the moment, BAIHBV – which is wholly owned by Bajaj Auto Limited in India – holds a 49.9% stake in an Austrian company, Pierer Bajaj AG, with the remaining 51.1% owned by longtime KTM boss Stefan Pierer. Pierer Bajaj AG, in turn, owns around 75% stake in Pierer Mobility AG, which in turn is the holding company of KTM AG, which also owns Husqvarna and GasGas. That means Bajaj effectively owns about 37.5% of KTM. Its new injection of money, if converted into a shareholding, will give Bajaj majority control of Pierer Mobility AG, KTM and its subsidiaries.
    Gottfried Neumeister and Stefan Pierer
    The new €600 million is initially being provided in the form of a €450 million secured term loan from BAIHBV to KTM AG, along with €150 million of convertible bonds issued by Pierer Bajaj AG and subscribed to by BAIHBV, which will be loaned to Pierer Mobility AG to help repay creditors and cover restart costs for KTM. Once approvals are given by the Austrian Takeover Commission, Foreign Investment Control and Merger Control Authorities, the loans are expected to be converted into a controlling shareholding for Bajaj.
    Once approvals are received, Bajaj will initiate ‘a revamp of the governance framework including reconstituting the Board’ and work on making the ties between KTM and Bajaj closer. At the moment, Bajaj manufactures several KTM models including the single-cylinder street bike range.
    Intriguingly, Bajaj also says it will be “exploring potential partnerships and collaborations to build sustainable competitive advantage and long-term value creation.” Bajaj is already at the centre of a complex web of motorcycle makers, because as well as assisting with the R&D and manufacture of some KTM models, it does the same with Triumph under a separate deal, manufacturing the Speed 400 and Scrambler 400 X on behalf of the British brand.
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    In response to the Bajaj cash injection, KTM’s CEO Gottfried Neumeister – who replaced Stefan Pierer during the company’s insolvency – said: “Today we have been given the opportunity to continue the history of KTM. Together with our long-standing partner Bajaj, we were able to work out a strategy that will enable us to raise a further 600 million euros for our new start in addition to the 200 million euros already made available. The existing sites – in particular our main plant in Mattighofen/Munderfing – will remain the basis for our future success. This means that we will continue to be an important employer for the entire region. In view of this new, second opportunity, we at KTM feel deep gratitude and humility towards all those within and outside our group of companies who have made it possible. I would also like to take this opportunity to thank Stefan Pierer on behalf of all those who have accompanied us along the way. He laid the foundation for one of the world’s best-known motorcycle brands, which has a unique community.”
    As for Pierer himself, he stayed on as co-CEO Pierer Mobility during the proceedings, but from June 2025, when the court confirms the completion of the restructuring, he will step down from Pierer Mobility executive board.
    The post Bajaj Set to Take Control of KTM with €800 Million Bailout appeared first on Australian Motorcycle News.
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