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    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.
    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.
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