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    RiderBOT
    Ducati has pulled the wraps off the second-generation DesertX, presenting a motorcycle that has been redesigned from the ground up around a new 890cc V2 engine and a monocoque frame.
    The bike is priced from $28,100 rideaway, and is expected to hit local showrooms from June.

    This time around, Ducati has drawn heavily on real-world competition experience, including stints at the Erzbergrodeo, Rally of Albania, Transanatolia and the NORRA Mexican 1000 Rally, to inform the direction of the new model.
    At the heart of the 2026 DesertX is Ducati’s new 890cc V2, described by the Bologna manufacturer as the lightest four-valve twin-cylinder engine it has ever produced. A standout feature is the IVT (Intake Variable Timing) system which adjusts intake valve timing to deliver strong, accessible power across the rev range.

    Peak output is 82kW, with maximum torque of 92Nm. Ducati says 70 per cent of peak torque is available from 3000rpm, which should make the DesertX feel tractable and easy to ride in technical terrain. The gear ratios have been shortened through the first four gears to aid off-road performance, while sixth is longer for highway comfort. Valve clearance checks are due at 45,000km and oil changes every 15,000km or two years.
    The new chassis is a significant departure from the previous generation. The monocoque frame uses the engine as a structural element and doubles as the airbox, reducing weight and increasing compactness. Ducati says the layout also improves air filter access.

    A dedicated aluminium swingarm rounds out the chassis, with the whole package incorporating full-floater progressive rear linkage suspension, a setup that offers a softer initial response before firming up progressively under harder impacts.
    Up front, a new 46mm Kayaba upside-down fork features independent hydraulic adjustment on each leg, giving riders more control over how the bike responds to specific terrain. Wheel travel is 230mm front and 220mm rear. Brembo M4.32 radial monobloc calipers clamp onto new 305mm discs, with an axially mounted pump and redesigned lever for better feel and modulation off-road.

    Wheels are tubeless spoked units: 21-inch front, 18-inch rear, wrapped in Pirelli Scorpion Rally Street rubber. Triple homologation means riders can also fit alternative tyres from Pirelli’s Scorpion range to suit their preferred riding.
    The riding position has been reworked with footpegs moved rearward and the seat and bars shifted forward, producing a stance more suited to standing riding. The new 18-litre polymer fuel tank is slimmer and lighter than before, with the fuel volume positioned low in the chassis to lower the centre of gravity.

    Integrated crash pads offer protection during the inevitable low-speed tip-overs. Side panels feature a textured grip surface to aid contact with the bike when standing, while the front mudguard sits 20mm higher than on the previous model to allow more mud clearance.
    The cockpit now features a horizontal dashboard with a utility bar and a 5-inch TFT screen, with Road, Road Pro and Rally display modes and a dedicated tripmaster function in Rally mode. Two USB ports are standard.

    The DesertX’s electronics suite is centred on a six-axis IMU and includes cornering ABS with four intervention levels, two dedicated to off-road use.
    Six rider modes are available: Sport, Touring, Urban, Wet, Enduro and Rally. The cornering ABS can be fully disabled in Enduro and Rally modes.

    Ducati has developed a full Ducati Performance accessories range for the DesertX, including an eight-litre auxiliary rear tank, aluminium panniers with dedicated frames, a soft bag kit developed with Mosko Moto, radiator guards, bull bar, hand guards and a Termignoni-developed titanium exhaust with carbon end caps. Connectivity options include the Ducati Multimedia System (DMS) and turn-by-turn navigation.
    The 2026 Ducati DesertX is expected to arrive in Australian showrooms from June 2026. The new model will be offered in Matt Star White Silk.
    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 Aprilia Tuareg 660, and is adamant that Melbourne Bitter is a world-class lager. He also knows how to operate the big computery thing in the office. By night, Spencer plays guitar with Melbourne punk outfit LOUTS.
    The post 2026 Ducati DesertX revealed: All-new engine, chassis and electronics appeared first on INFO MOTO.
    RiderBOT
    Mark Butler warns of a “real emergency” as NSW moves to set a minimum riding age and tighten rules around high-powered e-devices
    Following recent incidents including around 40 e-bikes and e-motorcycles swarmed the Sydney Harbour Bridge, the federal government warned Australia was facing a “real emergency”.
    Health Minister Mark Butler said illegal devices were increasingly putting people at risk. “[Illegal ebikes] are a total menace on the road,” he said. “Kids have done stupid things on bikes ever since the penny-farthing [but] the injuries that are coming into our hospital emergency departments are absolutely devastating. “We’ve got to make sure we stop these things coming into the country [and] police are given the powers to crack down, to take them away, to crush them, to destroy them.”
    Police say electric bikes like this Sur-Ron Light Bee X dirt bike are being ridden illegally on public roads E-bikes have been promoted as a cleaner, cheaper way to get around and a practical alternative to traffic, but the surge in high-powered and illegal models has coincided with a rise in serious crashes. New South Wales recorded 226 e-bike-related injuries in 2024. In the first seven months of 2025, that figure had already climbed to 233 injuries and four deaths. In Queensland, preliminary police data shows legal e-bikes were involved in 239 crashes in 2025, including four fatal crashes.
    For teenagers, e-bikes can mean newfound independence. Ben Boucher, 16, bought his in late 2025 with savings from his part-time job and says most of his year now rides to school, cutting commutes to about 10 minutes. “It’s just easier to get around,” the Manly student said. But he worries about younger children riding fast machines without understanding the rules.

    Retailers say public concern is also being felt at the counter. Francisco Furman, who runs Manly Bikes in Sydney’s north, said sales took off from 2022, but after another death in December involving a rental-share e-bike, the normally busy Christmas period slowed and cancellations rose.
    NSW Premier Chris Minns has said governments are “trying to close the barn door” after rapid growth in e-bikes, with close to a million already on Sydney streets. The boom has been linked to relaxed import settings introduced in 2021, before tighter standards were brought back in late 2025. Road-legal e-bikes are being pushed toward pedal-assist designs capped at 25km/h and 250 watts. NSW has also moved from allowing up to 500 watts back to 250 watts.
    Even so, inner-Sydney retailer Tadana Maruta from PedL said customers who have experienced higher-speed devices often resist changing to slower legal models. “They’re not trying to break the law, they’re just normal people that walk in the door and they say … ‘I don’t want it, it’s too slow,” he said. He also warned that bikes can still be altered beyond legal limits, particularly by tech-savvy riders.

    Authorities say illegal bikes and e-motorbikes joined the Harbour Bridge rideout, and that non-compliant models have also been a major issue in other states. During a Melbourne police operation in August, more than half of intercepted e-bikes were illegal. “There is a clear lack of understanding, or blatant disregard, for compliance,” Victoria Police assistant commissioner Glenn Weir said.
    NSW is now expanding police powers to test, seize and impound illegal devices. Transport Minister John Graham signalled a tougher approach, saying: “Illegal bikes will end up as a twisted wreck so they can’t rejoin the road,” and warning riders to expect non-compliant bikes to be removed and “crushed”. Western Australia has already begun seizing overpowered e-bikes, with more than 30 taken and crushed in January.
    The growth of large “rideouts”, popularised during the Covid period and promoted on social media, has intensified pressure for a crackdown. NSW opposition deputy leader Natalie Ward has called for “ebikie gangs” to be barred from the streets.

    The NSW government is also moving to introduce a minimum age to ride an e-bike as part of a wider safety package targeting “dangerous behaviour”. An expert review led by Transport NSW will recommend a minimum age between 12 and 16, and consider rules on carrying passengers. The review will consult child development and road safety experts, as well as parents and young people, and will report by June before the government makes a final decision.
    At present in NSW, children of any age can legally ride an e-bike and carry passengers if the bike is designed for it. Western Australia has already introduced an age limit of 16, with a $50 fine for anyone under 16 caught riding an e-bike.
    Police Minister Yasmin Catley said the planned age limit and crackdown on illegal, high-powered bikes would help police “prevent dangerous behaviour before more people are seriously hurt”. She said the goal was to keep e-bikes a useful transport option without putting the public at risk.
    NSW also plans to adopt European safety standards so e-bikes operate more like push bikes than motorbikes. Under the European model, power and speed limits cannot be modified, maximum output is 250 watts, assistance must cut out at 25km/h, and if a rider isn’t pedalling, assistance cuts out at 6km/h. A three-year transition is planned, with only bikes meeting the European standard considered road-legal in NSW from March 2029.
    Bicycle NSW chief executive Peter McLean welcomed the move, calling it “the gold standard,” and said e-bikes are becoming an increasingly easy way to get around Sydney, but public safety education needs to keep up as numbers rise.
    The post Health Minister Calls for Illegal ebikes to be Crushed appeared first on Australian Motorcycle News.
    RiderBOT
    Townsville teen Neiko Donovan has turned heads across Australia, earning the inaugural AMCN Peter Baker Future Star Award
    During 2025 we featured two stories from Peter Baker looking back at the progress of young riders coming through the motorcycle dirt track ranks.
    In honour of Peter’s 50-year history of writing for us, it was decided at the time to establish an AMCN Peter Baker Future Star Award to be presented at the end of each season.

    We have cut Peter some slack with the timing as he has faced some health issues recently, but we can now announce that the inaugural recipient of the award is Neiko Donovan! Take it away, Peter…
    Why Neiko earned the nod
    People often suggest that the best selection committee consists of only one person, but that does not mean this selection came without plenty of to-and-fro on my part.
    As I have witnessed over many years of watching junior competition, the sport has seen so many fine young talents come through the ranks – many who achieve ever-increasing levels of success as they progress through the age divisions, while others are ‘slow burners’ who take time to blossom while obviously benefitting from their time coming through. Some of course ‘disappear’ off the scene by the time they reach the seniors.
    Peter Baker reckons Neiko Donovan has what it takes to reach the top in dirt track and flat track At any given time, singling out one to be acclaimed as a Future Star is not easy as there could be a number of worthy contenders, but I have stuck my neck out to decide on Neiko as the inaugural winner of this award.
    Motorcycle racing has numerous examples of family connections of racers across generations, and the Neiko Donovan story is just one of them.
    His father Jodie grew up idolising speedway solo riders, crewing for several, then had a brief spell riding himself before an apprenticeship took priority.
    He was later drawn to speedway sidecars, firstly as a passenger then as rider before a serious accident forced his retirement.
    He wasn’t bad at speedway either, until he outgrew the bike As well as the family DNA, it was the tight-knit North Queensland racing community of riders, ex-riders and families who lived and breathed motorcycles that Neiko became immersed in from the time he could walk.
    Sidecar stars like Brodie Cohen and Tyler Moon, solo guns Josh Grajczonek and Kozza Smith were part of the furniture and Neiko was the little kid tearing around trying to keep up.
    With dad Jodie at the 2025 Queensland championships One of the earliest influences on Neiko was a young Billy Van Eerde, who took Neiko under his wing. Later it was Billy’s father Brian, himself a former solo rider, offering vital guidance to Neiko as well as passing on ideas and observations to Jodie.
    Neiko’s first bike was a Honda CRF50 for his fourth birthday – but it was a touch too big for him, so in true racer dad fashion, a PW50 was fitted with a sidecar so he could learn the ropes with a bit of extra stability.
    VERY early days with Dad After a short stint in BMX, Neiko took to flat track racing in 2016, at age six, and he was off and running; he didn’t just want to ride, he wanted to go fast.
    Two years on and he was off to state and national championship meetings and a steady improvement meant a collection of rewards of at least minor placings.
    Chasing those title meetings of course highlighted what is a constant headache for sporting families in this country: Australia is such a big country. Venues as far south as Canberra are a long way from Townsville. The Donovan family is certainly not the first family, nor will they be the last, to tackle the tyranny of distance to give someone those opportunities.
    Smooth but fast and ready to take on the Yanks at flat track Over the past two years, the family spent more than 600 hours driving over 60,000km to racetracks.
    Neiko did dabble with junior speedway for several years, having some great battles with a future Australian champion in that category, Ky Mitchell, but Neiko’s height and weight soon meant that he outgrew the four-stroke 125cc machine. And he was not old enough to try the bigger 250cc junior speedway bike at the time, nor has he since.
    He also sampled a junior speedway sidecar. Road racing, too, was contemplated before Jodie and mum Stacey weighed up the distances for travel – there it is again – and that was cast aside.
    Neiko’s real breakthrough came in December 2024 at the Australian Junior Dirt Track Championships hosted by the Central Coast Junior Motorcycle Club.
    He rode three machines, an 85, a 125 and a 250 – practice and five races in each class for more than 60 laps of racing – and he claimed a rare hat-trick of championship class victories.
    Yes, he’s got a race face! The 2025 season was somewhat frustrating with a string of minor placings at both national and state level, before wrapping up the year with victory at the farewell North Brisbane meeting. But there was still plenty of learning in what is currently an ultra-competitive 13 to Under 16 age bracket.
    So what lies ahead?
    Neiko will turn 16 yeares old in August and there may be little exposure in junior competition for him before then.
    Practice with 19-inch wheels whenever he can will help prepare him for likely two trips to the US, one in May and again in July to the AMA Flat Track Grand Championship – a six-day competition at the Du Quoin State Fairgrounds in Du Quoin, Illinois.
    With the Australian Senior Track Championship scheduled for Ayr in September, Neiko could well get to make his first appearance in senior competition at home at one of the closest tracks to his Townsville base.
    Remember the name Neiko Donovan, a future star!
     
    THE BIKES ARE BACK!

    Recently we reported on the demise of the Mick Doohan Raceway in Brisbane as a motorcycle racing venue, but there is now contrasting good news about a venue in the country’s biggest city.
    The Western Sydney Speedway opened almost four years ago, but its purpose-built infield dirt track for solos and sidecars stood unused until Boxing Night when there were good reports on the first night of bike racing.
    The Sydney Send Off meeting on 7 February (below) was even better as a well-prepared track and a well-balanced line-up delighted a healthy roll-up of fans with a program of top-quality racing.
    Ben Cook had to work hard to win a memorable solo final ahead of Zaine Kennedy, Mitchell Cluff and Tate Zischke, while Grant Bond/Tom Glover took the sidecar honours after both father and son Treloars were sidelined with mechanical issues. More of that will surely have the fans flocking to the track next summer. – Peter Baker
    The post Peter Baker Future Star Award appeared first on Australian Motorcycle News.
    RiderBOT
    An all-new 890cc V2 engine and monocoque chassis headline changes to the the revised adventurer, due to hit Australian showrooms mid-2026 
    Borgo Panigale (Bologna, Italy), 25 February 2026 – Ducati has unveiled the second generation of its DesertX at its Ducati World Première 2026 presentation (video link), updating the model that marked the company’s move into more hard-edged off-road riding with a 21-inch front wheel. First shown as a concept at EICMA 2019 and launched in production form in 2021, the DesertX has built a following among maxi-enduro and adventure-touring riders for its off-road focus.

    According to Ducati, the new DesertX reflects feedback gathered over several years of development and competition on demanding terrain, including events such as Erzbergrodeo, the Rally of Albania, Transanatolia and the NORRA Mexican 1000 Rally. The stated goal was to further improve off-road performance while retaining the road manners the brand is known for.
    The company says the bike has been redesigned from the ground up, with revised styling, updated suspension, and a new fuel tank shaped to improve ergonomics and reduce weight. Central to the update is Ducati’s new V2 engine and a monocoque frame, changes Ducati says are intended to make the DesertX more modern and more capable both for newer riders and experienced off-road riders.

    New V2 engine
    Power comes from Ducati’s new 890 cc V2, which the company describes as its lightest four-valve-per-cylinder twin to date. It uses the brand’s IVT variable intake valve timing system to broaden power delivery.
    Ducati quotes 110 hp and 92 Nm of torque, and says 70% of peak torque is available at 3,000 rpm. Gear ratios have been tailored for mixed use, with shorter lower gears for technical riding and a taller sixth intended to improve comfort and consumption on faster road sections. Service intervals are listed at 45,000 km for valve clearance checks and 15,000 km or two years for oil changes.
    Monocoque frame and revised suspension
    The DesertX’s monocoque frame uses the engine as a stressed member and also functions as an airbox, a packaging approach Ducati says boosts compactness and rigidity. The airbox position has also been changed to improve access to the air filter for cleaning after off-road use.

    A trellis rear subframe remains, and Ducati says it was designed to ease access to engine components. The aluminium swingarm is a DesertX-specific unit.
    Brakes are from Brembo, with M4.32 monobloc calipers and new 305 mm discs. Ducati says the system is intended to improve modulation and lever feel off-road while maintaining road performance. The company also notes the setup allows riders to fit a high front mudguard without additional kits.
    Suspension changes include a rear system with Full-floater progressive linkages, which Ducati says improves comfort and off-road behaviour by offering a softer initial response with more support deeper in the stroke. Up front, a new Kayaba fork adds independent hydraulic adjustments on each leg for finer tuning.

    Wheels remain 21-inch front and 18-inch rear tubeless spoked items, fitted as standard with Pirelli Scorpion Rally Street tyres (90/90 front and 150/70 rear). Ducati notes the DesertX is triple-homologated for alternative Pirelli Scorpion options.
    Ergonomics and equipment
    Ducati has revised the rider “triangle” by moving the footpegs rearward and the seat and handlebars forward, aimed at improving control standing off-road and shifting rider position for sportier road riding.
    A new 18-litre polymer fuel tank is slimmer and lighter, and Ducati says it places fuel volume lower to reduce the centre of gravity. The tank includes protective crash pads intended to withstand typical low-speed off-road drops. Body panels have been shaped for grip when standing, and the front mudguard sits higher to increase tyre clearance in mud.

    A horizontal dashboard layout with a standard utility bar is intended to free space for navigation equipment and improve forward visibility when riding standing. Seat height is 880 mm, with an option to reduce it to 840 mm via a lowered seat and suspension kit.
    Electronics package and riding modes
    The latest-generation electronics suite is built around a 6-axis inertial measurement unit and includes Cornering ABS, traction control, wheelie control and engine brake control, all adjustable across multiple intervention levels.
    There are six riding modes: Sport, Touring, Urban, Wet, and two off-road modes (Enduro and Rally). Information is shown on a new 5-inch TFT (800 x 480) with two USB ports and three display layouts: Road, Road Pro and Rally. The Rally view adds tripmaster-style functions for navigation use.

    Cornering ABS has four levels. Ducati says levels 1 and 2 are designed for off-road use, with level 2 aimed at helping less experienced riders learn typical dirt manoeuvres; levels 3 and 4 are road-focused. ABS can be disabled in Enduro and Rally modes. The bike also gets Ducati Quick Shift 2.0, which Ducati says is less exposed to impacts, mud and dust due to the absence of external sensors.
    Styling and accessories
    The updated DesertX keeps a “form follows function” approach, with Ducati noting the front end sits 20 mm lower for a more compact look. The tail section is minimalist and designed to accept accessories including an auxiliary tank, passenger grab rail and luggage frames.
    Ducati is also offering a DesertX-specific Ducati Performance accessory range, including an 8-litre rear auxiliary tank, radiator guards, a bull bar, a larger screen, reinforced hand guards, aluminium panniers with frames, and a soft-bag kit developed with Mosko Moto. Tech accessories include the Ducati Multimedia System and turn-by-turn navigation, while an approved Termignoni silencer is also listed. The only available colour colour is Matt Star White Silk.

    Availability and price
    The new DesertX is due in Australian dealerships in June, priced at $28,100 rideaway.
    Specifications
    ENGINE
    Type: 90° Ducati V2, liquid-cooled, 4 valves per cylinder, IVT (variable intake valve timing)
    Capacity: 890cc
    Bore x stroke: 96.0 x 61.5mm
    Compression: 13.1:1
    Max power: 81.1kW (110.3hp) @ 9000rpm
    Max torque: 92Nm @ 7000rpm
    Fuel system: EFI, 52mm throttle bodies, ride-by-wire
    Exhaust: Stainless muffler, single catalytic converter, lambda probes
    TRANSMISSION 
    Gearbox: 6-speed, Ducati Quick Shift (DQS) up/down 2.0
    Primary drive: Straight-cut gears, 1.84:1
    Gear ratios: 1st 13/38; 2nd 17/35; 3rd 20/32; 4th 22/29; 5th 24/27; 6th 26/25
    Final drive: 520 chain; 15T front / 46T rear
    Clutch: Hydraulically controlled slipper & self-servo wet multiplate
    CHASSIS
    Frame: Aluminium monocoque
    Front suspension: KYB 46mm USD fork, fully adjustable
    Rear suspension: KYB shock, fully adjustable, remote preload adjustment, full-floater progressive link
    Wheel travel (F/R): 230mm / 220mm
    WHEELS
    Front wheel: Cross-spoked, tubeless, 2.15 x 21in
    Front tyre: Pirelli Scorpion Rally STR 90/90-21 M/C 54V M+S TL (A)
    Rear wheel: Cross-spoked, tubeless, 4.5 x 18in
    Rear tyre: Pirelli Scorpion Rally STR 150/70 R18 M/C 70V M+S TL
    Wheel travel (F/R): 230mm / 220mm
    BRAKES
    Front: Dual 305mm semi-floating discs, radially mounted Brembo monobloc 4-piston calipers, radial master cylinder, Cornering ABS
    Rear: 265mm disc, Brembo 2-piston floating caliper, Cornering ABS
    ELECTRONICS 
    Dash: 5.0in TFT colour display, 800 x 480 resolution
    Rider aids: Riding Modes, Power Modes, Ducati Traction Control (DTC), Ducati Wheelie Control (DWC), Engine Brake Control (EBC), Bosch Cornering ABS, Ducati Brake Light (DBL) EVO
    DIMENSIONS 
    Wet weight (no fuel): 209kg
    Seat height: 880mm (std); 900mm (high seat); 860mm (low seat); 840mm (low seat + low suspension kit)
    Wheelbase: 1615mm
    Rake / trail: 27° / 114mm
    Fuel tank: 18 litres
    STANDARD EQUIPMENT
    Included: Ducati Quick Shift (DQS) up/down 2.0, lithium-ion battery, quick adjustment buttons, Coming Home function, cruise control, TFT colour display, full-LED lighting, Daytime Running Light (DRL), dynamic turn indicators (where homologated), self-cancelling turn indicators, two USB ports
    READY FOR (ACCESSORIES)
    Compatible with: Anti-theft, additional LED lights, Tyre Pressure Monitoring System (TPMS), Ducati Multimedia System (DMS), heated grips, turn-by-turn navigation
    SERVICING / WARRANTY
    Warranty: 24 months, unlimited km
    Annual service: 12 months
    Oil service: 15,000km / 24 months
    Valve clearance check: 45,000km
    The post Ducati Unveils Second-Gen DesertX appeared first on Australian Motorcycle News.
    RiderBOT
    Road, dirt track, enduro, speedway circuits to open
    The popular Classic Bike Broadford returns this Easter weekend with three days of non-competitive track action over road, dirt track, enduro and speedway circuits.
    Jerry Richardson on his Vincent Rapide Held at the Broadford State Motorcycle Complex over 3-5 April, spectator entry is free and camping is available for $10 per person, per night, making it easy for fans to enjoy the full Easter weekend. Broadford is located just off the Hume Highway an hour north of Melbourne and less than three hours south of the NSW-Victoria border.
    Any motorcycle older than 25 years is eligible to enter this festival Open to motorcycles 25 years or older, this non-competitive festival is designed to demonstrate classic machines in their natural setting — whether on bitumen or dirt — while giving riders the chance to mingle with like-minded enthusiasts from around the country.
    Name another event in the world that caters for all these disciplines of racing The event will feature road circuit riding, speedway, dirt track, vintage enduro and a large swap meet. To round out the weekend, there will also be a live band on Saturday night, adding to the relaxed, family-friendly atmosphere.
    Rider entry will be via Ridernet.

    It has taken a lot of hard work by enthusiasts to revive this event since Covid. For example last year it was given the green light less than one month out due to insurance and other behind the scenes hold-ups.
    This year several new faces have come on board, including former racer turned motorcycle riding coach Chas Hern.

    He has acquired a 2002 Don Stafford-built ASBK-spec Yamaha R1 superbike and will ride it at Broadford.
    “We’re hoping Don Stafford will also attend so we can show people attending what racebikes and ASBK were like over 20 years ago,” he told AMCN.
    “Events like Classic Bike Broadford  are important for these pioneers and the bikes that are still in circulation like mine.”

    The road track will be open all three days with the dirt track, speedway and enduro open on days two and three.
    For more information visit the Classic Bike Broadford Facebook page while the team prepares to launch a dedicated official website.
    The post Broadford Goes Classic Again for Easter 2026 appeared first on Australian Motorcycle News.
    RiderBOT
    Indian Motorcycle is celebrating 125 years with the release of a limited-edition anniversary lineup, featuring four hand-painted models and an exclusive apparel collection.
    The 125th Anniversary Collection comprises the Chief Vintage, Scout Bobber, Indian Challenger, and Roadmaster, each finished in a bespoke 125th Anniversary Red with Black Crystal paint scheme that builds on Indian’s iconic red with metallic micro-flakes for added depth and dimension.

    Each model carries anniversary-specific pinstriping with ghosted lettering reading “ONE HUNDRED TWENTY-FIFTH ANNIVERSARY,” a commemorative stitched seat, and a unique serial number reflecting the collection’s global exclusivity.
    Indian Motorcycle CEO Mike Kennedy said the milestone was a testament to the loyalty of the brand’s riders. “One hundred and twenty-five years is a historic milestone and a true testament to the riders whose passion for the brand kept the spirit of Indian Motorcycle alive and remains our driving force to this day,” Kennedy said.

    Design Director Ola Stenegard described the collection as the highest level of craftsmanship the brand has ever produced. “Every motorcycle was painstakingly designed and refined, not just to perform, but to tell a story,” he said.
    “The design of the 125th Anniversary Collection pays tribute to the legacy that built Indian Motorcycle, making every model not just a machine, but a lasting symbol of our history.”
    All four models come equipped with Indian Motorcycle’s touchscreen display, offering turn-by-turn navigation, live weather and traffic overlays, Bluetooth connectivity, and selectable ride modes.

    The Scout Bobber 125th Anniversary Edition is the most accessible entry point into the collection, priced from $28,995 rideaway. With 450 units available globally, it’s the highest-production model of the four. The liquid-cooled 1250cc SpeedPlus engine delivers 111hp (83kW), paired with bobbed fenders, eight-spoke precision machined wheels, and a Pathfinder LED Headlight.
    The Chief Vintage 125th Anniversary Edition starts from $39,995 rideaway, with just 250 available worldwide. It pairs Indian’s classic silhouette with a floating seat, wire wheels, vintage bars, and valanced fenders, and the Thunderstroke 116 engine producing 163Nm, a Pathfinder adaptive LED headlight, polished driver floorboards, and a 4.0-inch touchscreen dash.

    At $64,995 rideaway, the Roadmaster 125th Anniversary Edition is the rarest model in the collection with only 100 produced globally. It pairs the air-cooled Thunderstroke 116 with full touring comfort, including a colour-matched engine finish, PowerBand Audio, and a custom-stitched heated and cooled two-up seat.
    With just 250 produced worldwide, the Indian Challenger 125th Anniversary Edition is priced from $67,995 rideaway and draws on the PowerPlus 112 motor — the engine behind the brand’s King of the Baggers championship success.

    Factory-fitted premium componentry includes PowerBand Audio, saddlebag accent lights, backlit switch cubes, polished floorboards, a tinted Flare windscreen, and five-spoke precision machined wheels.
    The 125th Anniversary Collection is expected to arrive in Australia and New Zealand in the second half of 2026, subject to global shipping and logistics, according to Indian Motorcycle.
    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 Aprilia Tuareg 660, 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 Indian Motorcycle marks 125 years with limited-edition Anniversary Collection appeared first on INFO MOTO.
    RiderBOT
    Circuit-ready weapon ditches road gear for MotoGP-inspired aero, slicks, WP APEX suspenders and a tuned LC8c twin 
    KTM has taken the road-derived performance of the 990 RC R and pushed it fully into circuit territory with the new KTM 990 RC R TRACK, a non-homologated supersport built specifically for track days and racing. The idea is simple: remove street compromises, sharpen the package, and deliver a bike that’s ready to run hard with strong dealer backup and straightforward maintenance.

    With no need to meet street-legal requirements, the 990 RC R TRACK deletes the usual road equipment including lights, mirrors and the side-stand, while keeping a wet-weather taillight and supplying a paddock stand as standard. KTM has also simplified the cockpit and controls for circuit use and set the bike up as a race-ready platform that’s easy to repair.
    Bodywork is designed for track practicality, including injected-plastic fairings intended to make fitting sponsor decals and replacement panels simpler. KTM has also fitted a higher windscreen to suit a full tuck position and reduce fatigue over a session.

    MotoGP-inspired aero
    KTM points directly to its RC16 MotoGP machine as the influence behind the TRACK’s aerodynamic profile, shaping wings and edges to improve downforce and stability under braking and on acceleration. Ergonomics centre around a 15.7-litre tank and a reworked seat at 857mm, aiming to make it easy for the rider to move around the bike while staying locked into an aggressive riding position.

    Suspension, slicks and brakes
    The 990 RC R TRACK comes on Michelin Power Slick tyres in 120/70-R17 front and 190/55-R17 rear. Suspension is fully adjustable WP APEX, with KTM saying the baseline settings were developed through extensive testing at major European circuits.

    Braking is handled by Brembo HyPure hardware with 320mm front discs and a 240mm rear disc. KTM also highlights improvements in lever feel and modulation, and positions the system as a more performance-focused setup than the ABS-modulated arrangement on the road-going 990 RC R.

    947cc LC8c twin boosted to 135hp
    Power is delivered by KTM’s 947cc parallel-twin DOHC LC8c engine, tuned here to 135 PS (99.3 kW) and 105 Nm at 7000 rpm. An Akrapovič Evolution Line exhaust system in stainless steel is part of the TRACK package and weighs just 3kg, while the gearbox features track-oriented ratios, including a longer first and shorter sixth.

    Stripped-back electronics with Track Modes
    Electronics have been made more compact, cutting two kilos, and focusing on track essentials. The bike runs three easily customised Track Modes with options for throttle response, traction control and slip adjustment, anti-wheelie, launch control and engine braking, plus a pit limiter and Quickshifter+. Rider information and lap data are shown on a 4.2-inch full-colour TFT.

    Road vs track RC R
    Compared to the road-going version, the track-only RC R is built around the same core concept but deletes road equipment and refocuses the package for circuit work. Key changes include a dedicated track electronics package, a smaller dashboard showing only essential data, and more power and torque than the street bike. It also swaps to a dedicated colour-injection moulded fairing kit, adds more adjustability for ergonomics (including the steering damper and footpegs), and comes fitted with Michelin Power Slick 2 race tyres. Alongside the removal of street items like mirrors and a side-stand, KTM also drops features such as the Connectivity Unit and ABS, and replaces the larger TFT with the more compact 4.2-inch display.

    KTM 990 RC R Cup also announced
    The 990 RC R TRACK was revealed at the same event as KTM’s announcement of the KTM 990 RC R CUP, described as a cost-controlled, professionally run six-round European series for non-professional riders. KTM says competitors also get priority delivery of their 990 RC R TRACK machines.

    KTM Head of Global Marketing Riaan Neveling said the TRACK concept came together quickly from the base model. “The beauty of the KTM 990 RC R was the ease with which we could make only a few adjustments and have the KTM 990 RC R TRACK ready to go,” he said. He also pointed to KTM’s racing background as a key input into the final product. “Our history and achievements on the asphalt informed a lot of the KTM 990 RC R TRACK and the KTM 990 RC R range. We took on this project knowing that we wanted to send our customers heartrates’ racing as well! That was the goal, and the KTM 990 RC R TRACK is our best definition of a sportsbike yet. We hope to see as many of them as possible through apexes of the KTM 990 RC R CUP!”

    SPECIFICATIONS
    ENGINE
    Type: Liquid-cooled 2-cylinder, 4-stroke, DOHC parallel twin
    Capacity: 947cc
    Bore x stroke: 92.5 x 70.4mm
    Max power: 99.3kW (135PS) @ 10,000rpm
    Max torque: 105Nm @ 7,000rpm
    Compression ratio: 13.5:1
    Fuel system: DKK Dellorto EFI (46mm throttle body)
    Valve train: 4 valves per cylinder, DOHC
    Engine management: Bosch EMS with RBW
    Cooling: Liquid-cooled with water/oil heat exchanger
    Clutch: Cable-operated PASC slipper clutch
    Transmission: 6-speed
    Primary drive: 42:76
    Final drive: 16:42
    CHASSIS
    Frame: Chromium-molybdenum steel, engine as stressed member, powder coated
    Subframe: Aluminium, powder coated
    Handlebar: Aluminium tapered bar, 28/22mm
    SUSPENSION
    Front: WP APEX 48 open cartridge, comp/rebound (30 clicks), preload (3 clicks)
    Rear: WP APEX, high-speed comp (3 turns), low-speed comp (30 clicks), rebound (30 clicks), preload (10 turns)
    Travel (front/rear): 147/134mm
    BRAKES
    Front: Dual 320mm discs, radial-mount 4-piston calipers
    Rear: Single 240mm disc, 1-piston caliper
    WHEELS & TYRES
    Wheels: Cast aluminium 3.50 x 17in (front), 5.50 x 17in (rear)
    Tyres: 120/70 ZR17 (front), 190/55 ZR17 (rear)
    DIMENSIONS
    Wheelbase: 1481mm
    Ground clearance: 163mm
    Seat height: 857mm
    Fuel capacity: approx. 15.7L (3.0L reserve)
    Weight (ready to race): approx. 181kg
    The post KTM unleashes Track-only 990 RC R appeared first on Australian Motorcycle News.
    RiderBOT
    KTM has pulled the wraps off the 990 RC R Track, a non-street-legal, circuit-ready variant of its acclaimed 990 RC R supersport that ditches the road gear and focusses on lap time performance. 
    Where the standard 990 RC R walks the line between road and track, the Track version has no such ambiguity. Lights, mirrors, and the side stand are gone, replaced by a race-ready configuration that KTM says is low maintenance, easy to repair, and backed by detailed dealer support.
    1 of 4 The fairing is injected plastic and ready for personal decals and graphics, while the windscreen sits a little higher for a full tuck, and a wet weather taillight and paddock stand are supplied as standard.
    Power comes from the same 947cc parallel twin DOHC LC8c engine, but KTM has wrung more out of it here, making 99kW and 105Nm.

    An Akrapovic Evolution line exhaust in stainless steel weighs just three kilograms. There’s also a revised gearbox with a longer first gear and shorter sixth.
    Aerodynamics have been shaped with KTM’s RC16 MotoGP machine in mind, with wings and bodywork sculpted to optimise downforce, corner entry grip, and stability under acceleration. The 15.7-litre fuel tank and reworked seat sit at 857mm, with six rider contact points designed to let the pilot move freely but purposefully around the machine.

    The electronics package has been trimmed by two kilograms compared to the road bike, with a simplified layout featuring three fully customisable Track Modes. Riders can dial in throttle response, traction control, slip adjustment, anti wheelie, launch control, and engine braking settings, alongside a pit limiter and quickshifter. All the details displayed on a 4.2-inch full colour TFT.
    Stopping power comes via a 320mm Brembo HyPure front disc with next-generation four-piston calipers. A 240mm rear disc rounds out the system. Michelin Power Slick tyres on 17-inch wheels handle grip duties, while fully adjustable WP APEX suspension carries settings developed across extensive testing at major European circuits.

    KTM head of global marketing Riaan Neveling says the 990 RC R’s architecture made the Track version a natural evolution. “The beauty of the KTM 990 RC R was the ease with which we could make only a few adjustments and have the KTM 990 RC R Track ready to go,” he said.
    “Our history and achievements on the asphalt informed a lot of the KTM 990 RC R Track and we took on this project knowing that we wanted to send our customers’ heart rates racing as well.”

    The 990 RC R Track is also the basis for the KTM 990 RC R CUP, a cost-controlled six-round European race series aimed at everyday riders rather than professionals. Series participants will receive their Track bikes ahead of general availability.
    The KTM 990 RC R Track will be available in extremely limited numbers from authorised KTM dealers in Australia and New Zealand from May 2026.

    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 Aprilia Tuareg 660, 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 KTM 990 RC R Track revealed as stripped-back circuit weapon appeared first on INFO MOTO.
    RiderBOT
    After a run of near-misses the Aussie finally turned speed into a hard-earned victory at Arlington and strengthened his hold on the 450SX red plate despite late race drama
    Hunter Lawrence has taken his first-ever 450SX main-event win, breaking through in Arlington, Texas after a night that mixed raw speed, racecraft and a late twist involving red-cross procedures.

    Lawrence started the day ninth in 450SX overall qualifying, then ramped things up in the night program. He dominated his 450SX heat race with a holeshot and wire-to-wire victory, setting the tone before the main.

    In the final, Lawrence recovered from a so-so jump out of the gate, quickly putting himself third exiting turn one. He stayed in touch with the leaders and took advantage of a lap-eight mistake from Cooper Webb to move into second, then closed on Ken Roczen as a three-way fight for the lead developed. The key move came at the five-minute mark, when Lawrence passed Roczen to hit the front and begin building a gap.

    That advantage was cut when riders behind him jumped while a red-cross flag was displayed, shrinking the margin and increasing the pressure late. Lawrence held on to the chequered flag to seal the maiden premier-class win of his career. On the way to his way to his first win, Lawrence set the fastest time in the 450SX main event – a first for the Australian. It also came at the same venue where he scored his first 250SX win back in 2022. The result keeps Lawrence atop the 450SX standings, extending his advantage over Eli Tomac from one point to four heading to Daytona.

    After the event, the Honda team vigorously disputed the lack of penalties around the red-flag incidents in both classes. On Monday, the AMA released an official statement indicating it “has no plan to apply penalties,” and the team says it intends to escalate the issue and is reviewing all viable avenues.

    Hunter Lawrence
    “Tonight I got around the first turn, and that’s really important with how good the class is, because it’s hard to get a bad start and expect to battle your way through for a win. It’s tough to replicate racing, but we’ve been working hard on the bike and myself. My first half of the races have been getting better, for sure. Ken [Roczen] would make a little mistake, and I’d try to get him, but then he would have the inside for the next corner; I think the racing was really cool to watch and to be a part of, when the battle goes on for multiple laps. I was playing defense but still playing offense—it’s such a tricky spot to be in, but I really enjoy that and it feels good when you pull it off. On the last lap, I was just thinking, ‘Hit your marks, don’t do anything stupid, and get across the finish line.’ I feel like I’ve been doing the same thing every round this year and it’s been going well, so I keep the same approach. I don’t need to change a lot of stuff—I’ve been getting good starts and riding well in the main events, so just keep doing that.”

    Round 7 Arlington 450SX Results 
    Hunter Lawrence (Hon)  Eli Tomac (KTM)  Cooper Webb (Yam)  Ken Roczen (Suz) Justin Cooper (Yam) Chase Sexton (Kaw) Joey Savatgy (Hon) Aaron Plessinger (KTM) Christian Craig (Hon) Dylan Ferrandis (Duc) 450SX Championship Points (after 7 of 17 rounds) 
    Hunter Lawrence: 149  Eli Tomac: 145  Cooper Webb: 133  Ken Roczen: 131  Chase Sexton: 122  Justin Cooper: 112  Joey Savatgy: 95 Dylan Ferrandis: 87 Jason Anderson: 84 Aaron Plessinger: 79 The post Hunter Lawrence breaks through for first 450SX win appeared first on Australian Motorcycle News.
    RiderBOT
    Jorge Viegas slams lack of development at the iconic venue
    FIM President Jorge Viegas has explained that MotoGP’s move away from Phillip Island and to South Australia was driven less by the quality of the circuit and more by the commercial and logistical realities of staging a modern Grand Prix event.

    Speaking to MCNEWS, Viegas said that while Phillip Island remains one of the most highly regarded tracks in the world championship, long-discussed improvements around the venue and surrounding infrastructure did not arrive, and that ultimately left the door open for a stronger bid elsewhere.
    “This was asked 10 years ago, that they should improve the facilities here, and every year they said, ‘Yeah, yeah, yeah, we will do it’,” Viegas said. “But it never happened, so now it’s gone, because Adelaide made a good proposal…”
    Viegas also pointed to the broader challenge of accommodating and servicing the scale of a MotoGP weekend at Phillip Island, suggesting the limitations aren’t on-track, but off it—particularly when it comes to attracting and hosting bigger crowds.
    “As to Phillip Island, everybody loves this track. I love to come here, but if you want to invite people, if you want to make something different, there are no hotels, there’s nothing. It’s really difficult,” he said.

    Despite the shift, Viegas suggested Phillip Island’s MotoGP story may not be over if the required upgrades are delivered, describing the current situation as not necessarily permanent.
    “It’s not a goodbye forever,” he said.
    As for what could replace MotoGP at the venue, Viegas flagged the FIM’s interest in bringing alternative top-level events to Phillip Island, including the 2028 FIM Intercontinental Games. The multi-discipline concept is intended to include motocross as well as circuit-based competition, and would position Phillip Island as a host for a major international motorcycling event even without MotoGP on the calendar.
     
    The post FIM President details why Phillip Island Lost MotoGP appeared first on Australian Motorcycle News.
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