Jump to content

  • Articles

    Our website articles
    RiderBOT
    New four-cylinder gets Chinese launch with head-turning price
    Australia is currently one of the few countries outside China to be offered CFMoto’s pretty, retro-styled 500SR Voom sports bike and that means there’s a good chance that the company’s latest offering – the 500SR – will also reach these shores eventually.

    Newly launched in China, the 500SR is, as its name suggests, a close relation to the 500SR Voom. It shares the same underpinnings but ditches the neo-retro, 1980s-inspired look for a style that’s firmly in the present. In fact, you’ll need an eye for detail (or at least to read the stickers on the side) to instantly distinguish the 500SR from its sister models, the 675SR-R triple and the bigger four-cylinder 750SR-S.

    The engine is a revised version of the Voom’s 500cc, DOHC four, with new camshafts and covers, putting out a claimed 58kW at 12,500rpm and 49Nm at 10,000rpm. At 120km/h, the ram-air effect from the nose intakes ups the peak power to 61kW. That’s well clear of Honda’s new CBR500R Four, launched simultaneously in China, which maxes out at 52.8kW from a similar-sized four-cylinder engine.

    The CFMoto’s engine, coming in at exactly 500cc thanks to a 63mm bore and 40.1mm stroke, features a 12.3:1 compression ratio, double overhead camshafts and 16 valves, fed by Bosch fuel injection and four mechanical throttle bodies that are connected directly to the twistgrip via an old-school cable rather than newfangled ride-by-wire. That brings a couple of limitations, notably the lack of any switchable power modes or throttle maps, and restricts the bike to a quickshifter that works only on upshifts: with no electronic throttles, it can’t auto-blip for quickshifted downshifts. A cable also operates the slipper clutch that sits between the engine and the six-speed transmission.

    Chassis-wise, it’s familiar stuff from the Voom, with the same chrome-molybdenum steel tube frame, paired to an aluminium subframe and cast alloy swingarm. Adjustable 41mm USD forks and a multi-link adjustable monoshock carry out suspension duties, while the brakes are Nissin four-pot calipers on dual 300mm discs at the front, aided by Continental ABS and cooled via MotoGP-style cowls that are helpfully labelled ‘Brake Cooling’ in an endearingly literal way that’s reminiscent of the sort of names you’d find emblazoned on Japanese bikes in the 80s (anyone else reminded of the Honda CBX550F and VF400F’s ‘Inboard Ventilated Disc’ system?) The rear ABS is switchable, rather like the supermoto ABS systems found on some KTMs.

    On board you’re faced with an oversized, 6.2-inch TFT dash that outshines the 5-inch versions that you’ll find on many more expensive bikes, and of course there’s phone connectivity. The standard kit also includes auto headlights, auto-cancelling indicators, an emergency brake light system, tyre pressure monitoring, a USB charge port and compatibility with action cameras.

    While it’s a small bike, the 500SR isn’t unusably tiny, with a standard seat height of 805mm and optional high and low versions that shift that figure by 10mm in each direction. The wheelbase, 1395mm, is short but again not unreasonably so: a Kawasaki Ninja ZX-4RR is 15mm shorter, for example, and the original 1998 Yamaha R1 had the same dimensions as the 500SR despite twice as much capacity and power.

    And the price for all that? In China it’s just 28,980 Yuan, equivalent to AU$6133 at the time of writing. Of course it will cost more if its reaches the Australian market: the closely-related 500SR Voom costs 32,980 Yuan in China, which is around AU$7000, but comes in at AU$10,990 once it reaches dealers over here. That suggests that if the cheaper 500SR makes it to Australia it could just sneak under the AU$10k mark.

    The post CFMoto’s 500SR bargain baby four unleashed appeared first on Australian Motorcycle News.
    RiderBOT
    KTM’s mid-capacity adventure weapon adds WP Pro Components and an Akrapovic slip-on, expected to arrive in Australia in limited numbers
    KTM has unveiled the 2026 890 Adventure R Rally, a limited-number model the company describes as the sharpest expression of its rally-bred engineering in the mid-capacity adventure segment. Based on the 890 Adventure R platform, the Rally is aimed at riders chasing a more competition-ready package straight from the showroom, with ergonomics and components inspired by Red Bull KTM Factory Racing’s rally machines.
    KTM says the 890 Adventure R “defines the benchmark for offroad travel performance”, while the new 890 Adventure R Rally is engineered for riders who want factory-level suspension, rally-spec rider interface and uncompromising hardware intended for aggressive off-road use.

    WP Pro suspension componentry
    The key upgrade is the suspension package. KTM says the 890 Adventure R Rally runs WP Pro Components derived directly from WP Factory Racing competition programs, bringing race technology into the Adventure category.
    Up front is a lightweight WP Xplor Pro fork with Cone Valve technology, paired with a WP Xplor Pro shock absorber. KTM quotes 270 mm of travel and claims improved front-end confidence, strong bottoming resistance and a more planted, controlled feel at speed across harsh terrain. KTM also notes that comfort remains a focus, with stability and composure intended to hold up on big-distance rides, including with luggage or a pillion.

    889cc parallel twin with rally-focused electronics
    Power comes from KTM’s compact 889 cc parallel twin, producing 106 PS and 100 Nm at 6500 rpm. KTM says the electronics package further supports the Rally’s intent, including Offroad ABS, multiple ride modes including Rally mode, traction control and motor slip regulation.
    Settings are managed through a 5-inch TFT display, with the Connectivity Unit adding Turn-by-Turn+ navigation.

    Factory Racing styling and Akrapovic slip-on
    For 2026, KTM has given the model a Red Bull KTM Factory Racing-inspired design intended to echo its Dakar-winning machines. An Akrapovic slip-on line exhaust is also fitted as standard, underlining the premium positioning of the Rally variant.

    Up to four years warranty
    KTM also highlights its Premium Manufacturer’s Warranty, offering up to four years of coverage. To maintain warranty eligibility, servicing must be carried out according to the service plan at an authorised KTM dealer. More information is available at ktm.com.
    Australian pricing, on-sale timing and local allocation haven’t been detailed in the release. With limited numbers confirmed worldwide, supply into Australia is expected to be tight once KTM confirms local availability.

    Key highlights
    889 cc parallel twin engine (106 PS / 100 Nm) WP XPLOR PRO suspension (270 mm travel) Akrapovič Slip-on Line exhaust Rally seat and Factory Racing Footpegs TECH PACK including Rally Mode, Quickshifter+, Cruise Control & Motor Slip Regulation Offroad ABS and multiple Ride Modes 5-inch TFT display with Turn-by-Turn+ navigation Heavy-Duty wheels (2.15×21”; 4.00×18”) Carbon tank guards Supersprox-Stealth rear sprocket New Rally CTG with two-color fuel tank design  
    The post 2026 KTM 890 Adventure R Rally breaks cover appeared first on Australian Motorcycle News.
    RiderBOT
    Limited to 500 numbered units, the Centenary Superleggera packs a new 1,103cc V4, carbon-ceramic brakes and a carbon-sleeved Öhlins fork
    Ducati is celebrating its centenary with what it calls the most extreme road bike it has ever developed: the Superleggera V4 Centenario, a 500-unit, numbered limited edition based on the seventh-generation Ducati Superbike platform.
    True to the Superleggera mission—no compromises, maximum engineering freedom—the V4 Centenario debuts multiple production firsts, including the world’s first road-legal carbon-ceramic brake discs and the first road bike fitted with an Öhlins fork featuring carbon-fibre sleeves/stanchion sleeves.
    Power comes from an all-new Desmosedici Stradale R 1100 engine. In Euro 5+ road trim Ducati claims 228 horsepower, rising to 247 hp with the supplied Akrapovič racing exhaust and Ducati Corse Performance oil (track-only configuration as noted by Ducati). Ducati also targets astonishing mass figures: 173 kg wet (no fuel) in road configuration, dropping to 167 kg with the racing kit installed.

    Limited-run “unicorn,” with an extra Tricolore edition
    Alongside the 500 standard machines, Ducati will build 100 Superleggera V4 Centenario Tricolore models. The Tricolore livery is described as a tribute linking Ducati tradition and modern tech, drawing inspiration from the 750 F1 Endurance Racing and its iconic 1980s-era style.
    Ducati is also adding a high-end ownership perk: 26 owners will be selected for a MotoGP Experience on 6–7 July 2026, immediately after World Ducati Week 2026, culminating in laps aboard a DesmosediciGP26.

    MotoGP-derived brakes: carbon-ceramic discs and new Brembo calipers
    The headline chassis hardware is the braking system, with Brembo road-approved carbon-ceramic discs built around a C/SiC (carbon fibre-reinforced ceramic) core. Ducati says the discs deliver strong thermal stability and consistent braking at extreme temperatures.
    Ducati claims a 450-gram reduction per disc versus steel, plus a 40% lower moment of inertia, aiming to improve agility and corner-entry feel. Clamping force comes from Brembo GP4-HY monoblock calipers with integrated cooling fins and differentiated 30/34 mm pistons, plus an anti-drag system intended to eliminate residual torque when the lever is released.

    Suspension first: Öhlins NPX 25/30 Carbon fork
    Up front is the pressurised, mechanical Öhlins NPX 25/30 Carbon fork, featuring carbon-fibre sleeves built from unidirectional layers to save weight. Ducati quotes an 8% weight saving vs. the Panigale V4 R, and 10% vs. the Panigale V4, with pressurisation used to reduce cavitation and maintain support during braking and corner entry.
    At the rear is an Öhlins TTX36 GP LW shock with MotoGP-derived valving, tool-free hydraulic adjustment, and titanium suspension linkages.

    Full carbon-fibre chassis, aerospace-level inspection
    Ducati says the Superleggera V4 Centenario uses a fully carbon-fibre chassis—including frame, swingarm, subframes, and wheels—using processes derived from MotoGP and Formula 1. Ducati claims:
    Carbon front frame: 17% lighter than the Panigale V4’s aluminium unit Carbon swingarm: 21% lighter than aluminium while maintaining equivalent stiffness targets Five-spoke carbon wheels: nearly 300 grams lighter than Panigale V4 S Carbon wheels To verify structural integrity, Ducati says each carbon component is checked using three non-destructive testing methods: Transient Active Thermography, Phased Array Ultrasonics, and Computed Axial Tomography—techniques borrowed from aerospace.

    New 1,103cc Desmosedici Stradale R 1100: bigger stroke, less weight
    The new engine grows from 998cc to 1,103cc via a stroke increase from 48.41 mm to 53.5 mm, intended to improve midrange thrust without sacrificing acceleration. Ducati claims the Centenario engine is 3.6 kg lighter than the 1,103cc unit used in the Panigale V4 with dry clutch, citing titanium use, lighter fasteners, and reduced rotating mass.
    Other highlights include 56 mm oval throttle bodies, titanium manifolds, polished ports, and a racing-style gearbox layout with neutral below first gear, paired with Ducati’s Neutral Lock (DNL) strategy. Final drive uses a DID ERV7 chain and Ergal sprocket, with Ducati quoting a 0.69 kg reduction vs. Panigale V4 S components.

    Aero and electronics tuned for track-level performance
    Aerodynamics are derived from the Panigale V4 R, including wings and Ducati’s Corner Sidepods concept designed to generate downforce at lean and improve mid-corner grip. The fairing is entirely carbon fibre, partially exposed, with extensive additional carbon components throughout.
    Electronics are based on the Panigale V4 R suite, updated with latest-generation DVO strategies, including DTC, DWC, DSC, and DPL in DVO form. Cornering ABS adds new functions including Engine Brake Control DVO with Dynamic Engine Brake (DEB), which Ducati says can modulate engine braking while also using the rear brake to maximize grip and assist corner entry.

    Collector-focused delivery and standard racing kit
    Each bike is delivered in a custom wooden crate with a certificate of authenticity, dedicated cover, display mat, and paddock stands. Ducati includes a racing kit featuring the Akrapovič racing exhaust, dedicated software, track fairing components, carbon protectors, a headlight/plate/indicator removal kit, billet racing fuel cap, brake lever guard, charger, and a neoprene racing seat.
    Owners will also have access to matching limited-edition apparel—helmet, leather jacket, and suit—styled to mirror the GP26 Rosso Centenario livery, which Ducati says influenced the Lenovo Team’s Desmosedici race-bike look.
    KEY FEATURES
    Desmosedici Stradale R 1100 engine, 1103 cc Titanium intake valves Hand-adjusted desmodromic valve train with nameplate and fitter’s signature Lightweight crankshaft with tungsten inserts Lightweight two-ring pistons with 18 mm piston pin Titanium connecting rods Titanium engine bolts Maximum Power of 228 hp @ 14,500 rpm (247 hp @ 14,750 rpm with racing exhaust) Maximum Torque of 117.6 Nm @ 10,500 rpm (126.3 @ 12,500 with racing exhaust) Wet weight without fuel: 173 kg (167 kg with racing exhaust) Ducati Racing Gearbox with Ducati Neutral Lock STM Revo clutch Carbon fibre front frame Carbon fibre rear frame Carbon fibre double-sided swingarm Öhlins NPX25/30 Carbon pressurised fork with carbon fibre outer tubes and billet fork bottoms Öhlins TTX36 GP LW shock absorber with lightweight special steel spring Dedicated carbon fibre wheels Brembo braking system with Hyction 340 mm carbon-ceramic discs and GP4-HY billet monoblock calipers Latest-generation electronics package with 6D IMU: four-level cornering ABS; Ducati Traction Control (DTC) DVO; Ducati Wheelie Control (DWC) DVO; Ducati Slide Control; Ducati Power Launch (DPL) DVO; Ducati Quick Shift (DQS) 2.0; Engine Brake Control (EBC) DVO with Dynamic Engine Brake (DEB) strategy. Akrapovic racing exhaust with DAVC software and dedicated calibration *** Dedicated lower fairing *** Open carbon fibre clutch cover *** Swingarm protectors Alternator cover protector Headlight, side stand, number plate holder and indicators removal kit *** Machined aluminium racing fuel cap *** Brake lever guard Battery charger Neoprene racing seat Dedicated wooden crate Dedicated paddock stands, mat and motorcycle cover  
    The post Ducati unveils ‘most extreme ever’ 247hp Superleggera V4 Centenario appeared first on Australian Motorcycle News.
    RiderBOT
    Similar styling but upcoming model looks bigger than EICMA concept bike
    Back at the EICMA show last November QJMotor revealed its Equus concept bike – a café racer powered by the brand’s existing 561cc V4 engine – and now a new design registration has exposed an upcoming model with similar styling cues applied to a larger, cruiser-style machine.

    The Equus (also styled as ‘Eqvvs’ in some documents) was a styling exercise by C-Creative, the Italian company behind most of QJMotor’s recent models, packing the engine from the brand’s SRV600 V4 cruiser into a shorter, café racer-style bike, but the upcoming model reverts to a cruiser stance but adopts many of the Equus’ elements in its design.

    Notable parts from the concept include a headlight that frames a small central LED with a ring of running lights ahead of a longer, slimmer fuel tank than the brand’s existing designs. However, the biggest take from the concept is the chassis, with front and rear aluminium castings bolted to a separate central section above the ‘V’ of the engine. On the Equus, it was a genuinely functional frame, using those alloy castings as the structure, but on the new designs – which are sure to reflect an upcoming production model – they appear to be more cosmetic. There’s a tubular steel chassis that extends below the engine and disappears into the aluminium sections, either bolting to them or running behind them.

    An0ther change is the engine itself. Where the Equus used QJMotor’s existing 561cc V4, the new designs show an engine with different castings and covers, and overlaying it on pictures of the brand’s current V4 models – the SRV600 V4 and the 899cc SRV900 V – shows that it’s physically larger. It’s a liquid-cooled, DOHC design like QJMotor’s other V4s, but those cylinder heads extend further and appear to be wider than their counterparts. A 1000cc or 1200cc V4, or perhaps even larger, would be a logical step for the brand to take.
    There’s no indication that the new bike follows trends of semi-automatic transmissions: there’s a conventional clutch and shifter clearly on display. It appears to have a belt final drive, and the wheelbase is longer than the QJMotor’s current V4 cruisers. Radial-mount, four-piston calipers from Chinese brand Hangte grip two front discs, and like other QJMotor bikes the suspension appears to come from its partner brand Marzocchi.

    On board there’s a single, circular instrument – surely the same TFT unit used on the brand’s other V4 cruisers – and like those machines it’s mounted, slightly unusually, on the bars themselves. A conventional ignition key can be seen in a slot on the top yoke, so there’s no keyless cleverness here,  and there’s a 12-volt socket on the lefthand side of the frame, just in front of the tank.
    It’s not unusual to see QJMotor bikes appear in design filings before they’re launched, and it’s likely that the final version of this machine will be officially revealed in the coming months as a 2027 model.
    The post QJMotor Equus concept inspires new V4 cruiser appeared first on Australian Motorcycle News.
    RiderBOT
    Despite a rain-bomb interruption, the inaugural Classic TT looks like becoming a regular on the racing calendar
    100 years ago, Goulburn in rural NSW was the heart of motorcycle racing in Australia. The first Tourist Trophy race was run here in 1914 before the first Australian Motorcycle Grand Prix in 1924.
    These were important events, attracting big crowds and sponsorship, making Goulburn and the surrounding towns boom when the racers turned up.
    Mitchell Mulligan was fast on his Ducati Pantah The racing in those days was run on public streets, with road closures and all the ensuing problems that would cause for the public, not to mention the dangerous conditions for the riders, so by the late 1920s racing was moving to purpose-built, closed-course tracks.
    Paul Grant-Mitchell wheelied off the line, landing where Gavin Mudie was The Classic Motorcycle Racing Club’s new event, the Classic TT, is now being run to recognise that history, with the event being held at Goulburn’s track, One Raceway.  “It came about because of the history of the TT in Goulburn,” event co-ordinator for the CMRC Peter MacMillan told AMCN. “From the very first car race, the very first bike race. And we had the TT logo trademarked and registered for years, and we thought, everyone does a festival of some sort. We’ll make it a TT event.”
    Ian Morrison’s Laverda Montjuic 500cc is a rare beast Hopefully weather won’t intervene in the future like it did in 2026… after Friday’s practice and qualifying, Saturday morning’s racing was fast and furious until a very black cloud swept in.
    “We got all the officials off the track and waited for the lightning to pass, and then this rain bomb just came over and ‘bang’,” said MacMillan.
    Supermono action in the BEARS “The rain stopped – we were able to go out and clean the track up, but the water in Turn One was just running across the track about an inch or so deep. It was just too dangerous. We held a meeting – and I think there were two who wanted to go out. The rest said, ‘No, no, no, we’ll go to the pub’.”
    Ben Lucchitti (No.1) going around the outside of Heath MacDonald The intensity of the rain had water flowing under the doors to the pits, causing riders to scramble to make things like tyre warmers and battery chargers safe.
    Sunday’s racing was hampered by a little drizzle during a couple of the early bouts, but cleared for an excellent day’s racing.
    Hand-shift Harleys were a crowd favourite The club had hoped to make it a Trans-Tasman event too, with some Kiwis lined up to race, but logistics and costs couldn’t be overcome for this inaugural meeting; the plans are in place for 2027. Another change will be a TT race – there was no premier event scheduled for 2026, as the club was getting a feel for what its members wanted – so there’s no ‘premier class winner’ in 2026.
    Wayne Gow had three P4 wins in three races In addition to numerous classic racing bike classes, the club also looked to some other interesting machines that would fit in with the feel of the event. “We invited the BEARS (British, European, American Racing Series) along for the first round of their club championship and the Roaring Sporties (Harley-Davidson Sportsters) – it was the second round of their championship.”
    Classes included Class C shifters – hand-shift motorcycles from the days when this was common. Most of the entries were Harley-Davidson WLA models or Indians. These were mainly World War II-era 750s produced in huge numbers for military service and now all over 80 years old!
    Classy decal! Watching riders charging into Turn 1 and taking their hand off the ’bars to downshift before tipping the bike over, while riding a bike that could easily be older than their grandfathers, makes for a different aspect of motorsport to what we’re familiar with in 2026.
    Hand-shift Harleys were a crowd favourite Although the crowd wasn’t huge, the burger truck ran out of food and there were some very pretty bikes in the parking areas. Some participated in the parade laps, run during the marshal’s lunch break, giving the public and racers a chance to show off their bikes and feel what they’re like on a racetrack.
    John Simms and his immaculate Yamaha TD3 The Isle of Man’s two TT events – one for modern bikes and the Classic TT for older machines – are huge festivals and celebrations of motorcycle racing and its history. With this modest start, the Classic Motorcycle Racing Club has a basis to work from, hopefully building this event into one of the premier historic motorcycle racing events in Australia. With some international riders and a premier class title to battle for, we might just see a new ‘must-see’ event on the Aussie racing calendar.
    No one had tyre warmers when this Yamaha two-stroke was new The Winners
    Michael Berti Mendez’s domination of the races he and his Ducati TT2 entered was comprehensive, with four wins from four starts in the Superbike Masters class, with Paul Grant-Mitchell (Kawasaki ZX-6R) second overall. Paul Parlett, riding a beautiful Heron Suzuki-liveried XR69, finished third overall. Berti Mendez dominated P5 Unlimited with three wins from three starts.
    Startline for the BEARS F4 Most classes lost a race to Saturday’s thunderstorm, so Clinton Taylor’s three from three in the P4 – 350 class was exceptional, matched by Paul Parlett in P5 – 250, Roly Orr (P4 – 250), William Sayer (P3 – Unlimited) and Wayne Gow (P4 – Unlimited). Sam Lucchitti won three from four in the Roaring Sporties, his brother Ben picking up a win in the final race to go with three second-place finishes.
    A rare Bultaco 250 Adam Terry picked up two wins and a second spot in the BEARS F3 class, but crashing in the second race allowed Michael Jeffrey to take the overall honours with a win and three second places. Fergus Gibson’s three third-place finishes and a win helped him to second overall ahead of Terry.
    A pair of Honda NSR250s about to join the parade lap Brad Gander, Peter Eyles and Voya Kissitch finished first to third in each of the F5 races.
    Matthew Edwards (Laverda 1000) cleaned up the popular BEARS F4 class, with Ben Lucchitti (HD) and Rick Fitzsimmons (Triumph Thruxton) rounding out the top three.
    Sidecars also turned out for the Classic The post Australian Classic TT Reborn appeared first on Australian Motorcycle News.
    RiderBOT
    Packed room, proud family and a legend in his corner; Jacob Roulstone’s next chapter starts
    Saturday evening 21 March, the Conca D’oro function centre in Sydney’s Riverwood finally saw the culmination of months of hard work by the Roulstone family – and their ever-expanding wider ‘family’ of friends, fans and supporters – as the Master & The Apprentice fundraiser event kicked off in spectacular fashion.

    The standing ovation that guest of honour Mick Doohan and star-of-the-show Jacob Roulstone received as they entered the glittering ballroom set the tone for the night. And the highlights of the evening were every bit as amazing as the incredible items up for auction to raise funds for the next step in Jacob’s motorcycling career and potential return to MotoGP.

    Moto podcaster Tug McClutchin (AKA former Motorcycle NSW chief David Cooke) hosted informal interviews with Jacob, then Mick, then the two of them together as they answered questions from him (and from guests) about their careers, their plans for the future, and everything from their favourite bikes of all time to what it really, truly takes to perform at the highest level in a rapidly evolving sport.

    Among the memorabilia up for grabs during the evening were treasures donated by some of the biggest names in racing – and Jacob even parted with a few personal favourites (like a signed and framed race-worn knee slider given to him by Marc Marquez). But the item he said he would never let go was actually parked out in the lobby: the first dirt bike he started his career trajectory on. Meanwhile Mick, true gentleman that he is, even took on the chin an audience question about his “gruff and grumpy” demeanour (how else do you become our greatest ever racer without a next-level sense of focus and determination?). His presence alone as one of the busiest men on the planet showed just how much he wanted to be there to support Jacob. In fact, as the festivities wound down at around midnight, five-times 500cc world champion Mick was already late for a meeting with some Canberra pollies; that didn’t prevent him answering endless questions from fans, signing memorabilia (immediately tripling their value) and posing for pics with everyone in attendance.

    For my money, though, the true star of the show was Leah Roulstone – Jacob’s mum. Aside from the unbelievable task of pulling the evening together in the first place, she divided her time on the night between greeting guests, making sure everything was running smoothly, taking to the stage to parade auction items, delivering a flawless and gracious thankyou speech and basically just being everywhere, all at once, for everyone.

    As she now resumes her role of manager/personal assistant (and, sure, mother) to Jacob, I for one believe he is one of the most fortunate future stars out there on the racing circuit.
    Over to you now, Jacob. Big boots to fill. But clearly with the backing and support of a very proud family, and a nation of very raucous fans desperate to see the No.12 back in the spotlight.
    The post MASTER & THE APPRENTICE | Doohan Delivers appeared first on Australian Motorcycle News.
    RiderBOT
    Honda rejoins the 400cc four-cylinder arena
    A brace of upcoming 400cc four-cylinder Hondas took pride of place at the recent Osaka Motorcycle Show previewing the production CB400 Super Four and CBR400R Four models that are due to join the brand’s line-up in the very near future.

    Officially branded ‘concepts’ the bikes are, in fact, destined for showrooms, and are nearly identical to the CB500 Super Four and CBR500R Four machines that were shown in China in late 2025.
    The all-new inline-four engine is downsized from the Chinese-made machines’ 502cc to around 399cc to suit Japan’s regulations, which favour sub-400cc bikes, but other than that the only noticeable difference is the badging.

    Like the 500s, the 400 fours feature a next-gen version of Honda’s E-Clutch system, packaged on the left of the engine instead of the right to make it more compact than the existing variants. However, there’s still a distinct lack of detailed information about the bikes, with no official claims for power, weight or other dimensions. What we do know is that they use a KYB upside-down fork, Nissin radial brakes and a 5-inch TFT dash with phone connectivity.

    We know from Chinese approval documents that the 502cc versions make 52.8kW (71hp), with the Super Four weighing 188kg and the CBR500R Four coming in at 189kg, and that both versions get ABS from Honda’s tech subsidiary Astemo. Trademark filings for their names have appeared in several countries, suggesting they’ll be offered globally.

    The post CBR400R Four and CB400 SF revealed in Japan appeared first on Australian Motorcycle News.
    RiderBOT
    Daniel Sanders overcomes sodden conditions and a stiff challenge from Honda’s Schareina to take World Rally-Raid round two honours 
    Red Bull KTM Factory Racing’s Daniel Sanders has taken a hard-earned win at Rally-Raid Portugal, round two of the 2026 FIM World Rally-Raid Championship, leading the event from start to finish in a performance that underlined both speed and composure in some of the toughest conditions the rally has seen. The Australian emerged on top after six days of racing across Portugal and Spain, while teammate Edgar Canet steered his KTM 450 RALLY to a strong fourth overall. Further back, 2026 Dakar Rally winner Luciano Benavides finished ninth, a result that was enough to keep him at the head of the championship standings.

    Now in its third running, Rally-Raid Portugal covered 2,201 kilometres in total, with 1,269 kilometres raced against the clock. The event’s usual recipe of rapid forest tracks in Portugal and sandy, more open terrain after crossing into Spain was still on the menu, but this year the conditions became the defining storyline. Torrential rain soaked the region and turned stages into a test of survival as deep water crossings and heavy mud amplified the navigation and endurance demands across the entire rally.

    For Sanders, the victory carries extra weight given his lead-in to the event. After completing this year’s Dakar Rally with an injured shoulder, he arrived in Portugal with only two months to recover, yet immediately set the tone by winning the short but intense three-kilometre prologue by a single second. That early statement became something more significant on the first full stage, where Sanders topped the timesheets by a commanding two minutes and 10 seconds after 180 kilometres of timed racing, building an advantage that proved crucial as the rally settled into a rhythm.

    From there, the fight tightened into a head-to-head contest with Tosha Schareina, with stage wins traded as both riders pushed hard through the wet, changing terrain. Stage two went to the Spaniard, but Sanders did enough to preserve the overall lead and keep control of the event as the pressure intensified.
    A pivotal moment came on Friday’s stage three, a demanding 501-kilometre loop around Badajoz in Spain, where Sanders handled the slick conditions and technical navigation to extend his advantage. Even when he placed second on stage four after the rally returned to Portugal, the damage was limited to just over a minute, allowing him to carry a one-minute-and-46-second buffer into the final day with everything still to ride for.

    Sanders left no doubt on the last day. With Schareina opening the stage and jumping to an early lead, the Australian stayed within striking distance, shadowing him by only seconds. By halfway, Sanders began to break the contest open, gradually increasing the margin and carrying it through to the finish. With only the short spectator stage remaining, he kept the pace controlled and brought it home to seal his 29th W2RC stage win and a second straight overall victory at Rally-Raid Portugal following his 2025 triumph, further cementing his status as one of the championship’s form riders even as Benavides retains the points lead after two rounds.

    Daniel Sanders – P1
    “I’m super happy to get the win here in Portugal. Tosha was pushing me the whole way in what was a really tough race with slippery, demanding conditions. It feels great to return to winning form after the injury at Dakar. Delivering this result here at Rally-Raid Portugal was important, not just for my confidence, but for the whole team. Although I was able to complete the Dakar, we lost a fair few points, so to get things back on track here, gives us a big boost as we fight for back-to-back championships, which is the ultimate goal this season.”
    Tosha Schareina – P2
    “I’m really happy with my riding, it was a really good battle with Daniel to the end. We did everything we could on this last stage and I’m happy for second, happy for the team, we did a really good job. Now we will focus on Argentina.”
    Adrien Van Beveren – P3
    “I’m really happy to finish on the podium in Portugal. Six months ago I finished this race over a cliff and in the hospital, so I’m really happy to be back on the podium. I’ve enjoyed my riding here a lot, it’s always a special race because it’s really technical. Today was good, again in third. Daniel and Tosha were fast but we were in the fight. I can’t wait for Argentina now.” Andreas Hölzl – Rally Team Manager
    “Round two of the championship is done here in Portugal, and we’re really happy for Chucky, who made the perfect setup choice for the terrain and was able to push for the whole race and take another win. Definitely a well-deserved victory and it brings him right back into contention for the championship ahead of the next round. It wasn’t an easy race for Edgar and Luciano, but they both performed really well in such tough conditions and now look ahead to the next round, which will be Luciano’s home race. We leave Portugal with Edgar taking an impressive P4 in the RallyGP class and Luciano still leading the championship overall. The whole team have done an amazing job here and so we’ll focus now on Argentina and carry this momentum into round three.”

    2026 Rally Raid Portugal Results 1. Daniel Sanders (AUS), KTM, 11:03:53 2. Tosha Schareina (ESP), Honda, 11:05:49 +1:56 3. Adrien Van Beveren (FRA), Honda, 11:12:18 +8:25 4. Edgar Canet (ESP), KTM, 11:24:37 +20:44 5. Bruno Santos (POR), Husqvarna, 11:24:39 +20:46 2026 FIM World Rally-Raid Championship Standings (after round 2) 1. Luciano Benavides (ARG), KTM, 48 points 2. Tosha Schareina (ESP), Honda, 44 pts 3. Daniel Sanders (AUS), KTM, 42 pts 4. Ricky Brabec (USA), Honda, 38 pts 5. Adrien Van Beveren (FRA), Honda, 31 pts The post Chucky Bounces for Portugal victory appeared first on Australian Motorcycle News.
    RiderBOT
    Kawasaki’s Ninja ZX-4RR taken to the next level
    The new Bimota KB399 isn’t the Italian brand’s first venture into the realm of 400cc four-cylinder bikes – the Yamaha FZR400-powered YB7 trod the same path back in the late 1980s – but it marks a new level of attainability for the Bimota name since its Kawasaki takeover in 2019.
    While previous Bimotas have followed a tried-and-tested route of bolting a proven engine to a custom-made chassis and wrapping the whole lot in exotic bodywork, the KB399 puts the emphasis on styling, using both the frame and engine from the Kawasaki Ninja ZX-4RR but giving it a unique Bimota look.

    Bimota purists might see the change of tack as a betrayal of the brand’s heritage, but the truth is that back in the 1970s and 80s, Bimota’s unique frames offered a big advantage over the designs used by the bikes that donated their engines. Today that’s not really the case: Japanese bike makers became leaders in chassis design as well as engine manufacturing back in the 90s, largely eliminating Bimota’s main selling point, so the KB399 should live up to Bimota’s handling standards without ditching its Kawasaki-made steel frame.

    That’s not to say it’s simply a ZX-4RR in new clothes, though. Bimota’s tweaks include uprated suspension, with adjustable damping on the Showa SFF-BP upside-down fork where the Kawasaki only offers preload adjustment. On the standard version of the KB399 the Showa shock is straight from the ZX-4RR, which already offers fully adjustable damping at the rear, but there’s also a much more expensive ‘Edizione Speciale’ or ES version of the KB399 that adds an Öhlins STX46 shock to the mix. Similarly, the KB399 throws out the normal Kawasaki’s radial brake calipers and replaces them with Brembo Stylema units at the front.

    Visually, the KB399 manages to look much more exotic than the ZX-4RR despite retaining the Kawasaki’s tank and tail bodywork as well as its engine and frame. The standard version uses plastic bodywork, while the ES model replaces it with carbon fibre, leaving bare weave in areas where the base model has black paint. The ES also ditches the stock Kawasaki footrest and controls in favour of billet aluminium alternatives, while both the stock and ES versions get a billet top yoke.
    The engine is the Euro-spec version of the Kawasaki ZX-4RR’s 399cc four, offering 58.7kW (79hp) at 14,500rpm. An Akrapovic end can adds to the aural experience, but the rest of the system is unchanged. As with the rest of Bimota’s range, keeping the engine stock means there’s no need to expensively recertify its emissions performance. The engine electronics are also the same as the Kawasaki, including switchable riding modes and power settings as well as three-position traction control, all displayed via the same 5-inch TFT dash that’s used on the Ninja.

    There’s no word on Australian availability or pricing yet, but in markets where those details have been revealed the KB399 is officially a 2027 model. While order books open soon, deliveries aren’t expected to commence until near the end of this year.
    How much for Bimota’s smallest bike? In the UK the base version will cost £10,099 ($A19,000), which is only $A2600 more than a Ninja ZX-4RR in the same market. The ES version, however, is much pricier at £14,699 ($A27,700) over in Britain.
     
    More small fours incoming
    ON THE same day the KB399 was revealed, CFMoto released the first official images of its upcoming 500SR – a modern-styled version of the neo-retro 500SR VOOM.
    Styling akin to the 675SR-R and the 750SR-S wraps the existing 500SR VOOM chassis and the same four-cylinder engine, making 61kW (82hp) including ram air or 58kW without it, at 12,500rpm. There’s adjustable traction control, a steering damper and a large, 6.2-inch TFT dash.
    Rival Chinese brand Voge is also on the verge of releasing the production version of the RR500S it showed last year, another four-cylinder sportsbike in this class, and Honda’s CBR500R Four, also shown last year, is due to reach dealers in China imminently.
    The post New Baby Bimota pocket rocket revealed appeared first on Australian Motorcycle News.
    RiderBOT
    Honda HRC Progressive star claims third 450SX win of the season and extends Supercross points lead to nine heading to Detroit.
    Honda HRC Progressive’s Hunter Lawrence has continued his strong 2025 AMA Supercross form with a commanding victory in Birmingham, notching his third premier class win and his second on the bounce to stretch his championship advantage to nine points.

    Coming off the series’ first weekend off after nine consecutive rounds, Lawrence arrived in Alabama determined to keep building on the momentum that began with his breakthrough 450SX win a month earlier. He also admitted the short break was a learning experience in itself: “I was kind of feeling that wear and tear, and I was like, ‘I’m going to take Saturday and Sunday off.’ I haven’t taken two days completely off since last year, after Motocross of Nations. I thought I’d feel fresh on Monday, but I actually felt like crap Monday and Tuesday. My riding wasn’t that good, and I’m like, ‘Dude, I’m not taking two days off again!’”

    When it came time for the Birmingham 450SX main event, the Australian executed his plan perfectly. Launching inside the top three, Lawrence moved into the lead in the opening corners and controlled the race from the front, showing sharper intensity early and steadily building a buffer that he maintained to the finish. Lawrence ultimately took the win by 2.4 seconds over Ken Roczen, while Quad Lock Honda’s Shane McElrath and Christian Craig finished 12th and 17th respectively.
    Lawrence had signalled his speed earlier in the day by qualifying second fastest in 450SX. In the 450SX heat race, Lawrence was second off the start and held that position to the flag.

    The win was witnessed by groups of Honda associates and representatives from Honda’s Alpharetta Powersports headquarters, as well as staff from the North Carolina ATV manufacturing plant and the South Carolina side by side manufacturing plant. The Birmingham result also means Lawrence now holds a nine point advantage over Eli Tomac as the series heads to Detroit this Saturday for round 11.
    Honda HRC Progressive also provided a brief update on its injury list, with West Region rider Chance Hymas – currently sidelined with a shoulder injury – attending Birmingham and expected to start riding again this week. Jett Lawrence is also progressing after an ankle injury sustained during pre season, having recently undergone a follow up procedure to remove hardware, with a return to riding anticipated in the next couple of weeks.

    Hunter Lawrence 
    “The track layout was rather simple, but the conditions made it tricky, and we did a lot of laps. Kenny [Roczen] had a really good pace; when he got around Eli [Tomac], he put in some good laps, and I’mlike, ‘Alright, this is his really good sprint speed, so I need to kind of push at the beginning.’ I was trying to push as much as I could. That’s one of the things I find the coolest: a high-pressure moment or high-stakes scenario, and you’re able to deliver. You’ve got to be consistent, precise and just push the whole main. I don’t really want to think about the title, because it’s still seven races away and so much racing left to be had. I’m just trying not to be an idiot, and focusing on the week-in and week-out.”

    450SX Results 
    Hunter Lawrence (Hon)  Ken Roczen (Suz)  Eli Tomac (KTM)  Justin Cooper (Yam)  Malcolm Stewart (Hus)  Cooper Webb (Yam)  Jorge Prado (KTM)  Colt Nichols (Suz)  Jordon Smith (Tri)  Garrett Marchbanks (Kaw)  450SX Championship Points (after 10 of 17 rounds) 
    Hunter Lawrence: 221  Eli Tomac: 212  Ken Roczen: 190  Cooper Webb: 187  Justin Cooper: 158  Joey Savatgy: 125 Chase Sexton: 122  Malcom Stewart: 107  Jorge Prado: 104  Aaron Plessinger: 99  The post Hunter Lawrence goes back to back in Birmingham appeared first on Australian Motorcycle News.
×
×
  • Create New...