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    RiderBOT
    Triumph’s popular 660 range receives significant updates for 2026, though Australian riders will only have access to LAMS-restricted versions as 800 models fill the full-power gap. 
    The 2026 Trident 660 checks in from $14,890 rideaway, up $440 compared to the outgoing model. Meanwhile, the new Tiger Sport 660 arrives from $16,270, translating to a $370 price increase.

    Triumph has announced major updates to its 660 road-focused range, with the Trident 660 and Tiger Sport 660 receiving their most significant upgrades to date. While the Trident 660 was previously available in full-power guise, the 2026 version will only be in learner-approved LAMS configuration, as the new Trident 800 ($16,695) likely renders the unrestricted 660 roadster redundant in this market. Similarly, fully licensed riders may opt for the Tiger Sport 800 ($20,190) over its LAMS-approved stablemate.
    The 2026 Tiger Sport 660 produces 43.2kW at 11,250rpm and 60Nm at 6250rpm, while the Trident 660 generates 41.2kW at 11,250rpm and 60.7Nm at 6250rpm.

    Despite the restricted power outputs, Australian buyers still benefit from the updated hardware including the revised exhaust system with 3-into-1 header design, updated six-speed gearbox with new input and output shafts, revised gear ratios and final drive, plus recalibrated Triumph Shift Assist (up/down quickshifter). A new slip and assist clutch reduces lever effort and improves control.
    The Trident 660 gains a more muscular stance with redesigned bodywork including a wider fuel tank with chiselled knee cut-outs and a new split rider and pillion seat. A new headlight mount and updated headlight enhance the bike’s presence.

    Chassis updates include a revised frame and new Showa rear suspension unit with preload and rebound adjustment, joining the premium Showa 41mm USD big piston forks. New wider handlebars for 2026 offer greater leverage and comfort.
    Technology includes ride-by-wire throttle with three riding modes (Sport, Road and Rain), optimised cornering ABS and traction control via a six-axis IMU, Triumph Shift Assist for clutchless shifting, and cruise control as standard. A colour TFT display combines with an LCD screen, with MyTriumph Connectivity enabling turn-by-turn navigation, music and call control.
    Colour options include Cosmic Yellow, Stone Grey (premium options), and Snowdonia White as standard.

    The Tiger Sport 660 introduces a larger 18.6-litre fuel tank for increased touring range, along with new bodywork including updated radiator cowls for improved weather protection. The adjustable windscreen can be easily adjusted with one hand, varying height from 1312mm to 1395mm.
    New radiator cowls and a refined front-end design create a more substantial presence with angular side profile and clean lines. The bike maintains its accessible ergonomics and low seat height.

    Premium Showa suspension includes separate function USD forks with 150mm travel at the front, paired with a Showa monoshock at the rear offering 150mm travel and remote preload adjustment for quick changes when riding two-up or fully loaded.
    The Tiger Sport 660 features the same technology package as the Trident 660, including optimised cornering ABS and traction control, Triumph Shift Assist, cruise control, and MyTriumph Connectivity.
    Colour schemes include Interstellar Blue with Mineral Grey, Silver Ice with Intense Orange (both premium options), and Pure White as standard.
    1 of 6 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 2026 Triumph Trident 660 and Tiger Sport 660 revealed, both LAMS-only for Australia appeared first on INFO MOTO.
    RiderBOT
    Patent suggests repositioned gears and a neutral lock-out could become the norm
    While we’re all used to the ‘one down, five up’ gearshift pattern that’s become the norm over recent decades there’s plenty of evidence that it’s far from ideal – and with Ducati’s new Panigale V4 R introducing a race-style pattern with neutral at the bottom and all six speeds above it there’s a real possibility that more bikes will adopt the same layout.
    A new patent filed by Ducati to protect the Panigale V4 R’s neutral lock-out (Ducati Neutral Lock, or DNL, in Ducati-speak), illustrates how simple the system is, leaving little reason to think that the same setup won’t be used by more road-oriented models in the future.

    As Ducati’s patent explains, the standard shift pattern – 1-N-2-3-4-5-6 – has only become the norm since the 1970s, and that the ‘all-up’ pattern used in the 2026 Panigale V4 R’s ‘DRG’ (Ducati Racing Gearbox) transmission was quite common before that, with the likes of Kawasaki’s Mach IV H2 putting neutral at the bottom, so you shift up for first and all the remaining gears. The problem with such designs is that it’s all too easy to hit neutral when trying to shift down into first, and the now-normal setup of pushing down for first and up for the rest of the gears was a simple solution to stop that from happening.
    Ducati’s DRG reverts to the old system but adds a neutral lock-out, the DNL, in the form of a thumb lever on the righthand bar, making it impossible to inadvertently select neutral without making the conscious move to push that lever. It’s a system that’s already ubiquitous on the MotoGP grid, with a variety of different neutral lock-outs used depending on the manufacturer, but Ducati’s version, detailed in the new patent, is particularly simple and easy to implement.

    The N-1-2-3-4-5-6 pattern is achieved with a simple redesign of the selector drum, while the neutral lock-out comes in the form of a cam attached to the selector drum, contacting a metal ball on the end of a sprung rod. In neutral, the cam pushes the ball and rod down into a cylinder, but once you shift into first and the cam lobe moves, the rod and ball move up and are immediately locked in place as three more metal balls are pushed into a narrow, waisted section of the rod. As those three balls move inwards, a sleeve – also mounted on a spring – slides up and prevents them returning, locking the rod in place and preventing the shift drum from being able to rotate back to the neutral position.
    The bar-mounted neutral lock-out lever is connected to the sleeve, pulling it back against the spring to allow the three balls to move out of the way of the rod, which can then be pushed back by the cam as neutral is selected. The bar-mounted lever can use either a mechanical system like a cable to pull back the sleeve, or an electronic system like a solenoid to achieve the same task.

    Ducati’s patent application points out that other companies have also come up with similar systems, listing Honda, Kawasaki and Aprilia patents for neutral lock-outs, but claims to be simpler, cheaper and more reliable than rival designs. Given its low cost and simplicity, it’s easy to see how more Ducatis could be equipped with the same system in future, particularly given Ducati’s record of debuting ideas on its ‘R’ homologation models before filtering them through to more mainstream superbikes and other models a year or two later on.
     
    The post More Ducatis Could Get Panigale V4 R Transmission appeared first on Australian Motorcycle News.
    RiderBOT
    New tourers, trikes and CVOs unveiled
    Harley-Davidson has stepped away from the usual tactic of launching all its new models in a single glut for 2026 and instead is staggering the unveilings. After presenting a first batch of updates back in November last year, the second helping has now arrived, including revised tourers, trikes and CVO models.
    The first batch appeared in November, when Harley unveiled the 2026 Street Glide, Road Glide, Low Rider, Heritage Classic, Breakout, Fat Boy, Street Bob, Sportster, Nightster and Pan America. The latest release adds the Street Glide Limited and Road Glide Limited to the touring range, the new Street Glide 3 Limited and Road Glide 3 to the trike lineup, the Pan America 1250 Limited to the adventure range, and a batch of five new limited-production CVO bikes. Over and above that, there’s also a new range of ‘Liberty Edition’ specials to mark 250 years since the signing of the Declaration of Independence in 1776.

    Starting with the Street Glide Limited and Road Glide Limited, both are full-dress tourers complete with a top case as well as hard side cases. That top case is a new Grand Tour-Pak design, with 68 litres of capacity, enough for two full-face helmets, and doubles as a backrest for pillions while also housing speakers for the stereo systems.
    2026 Road Glide Limited Power for both comes from a 117ci (1923cc), VVT version of the Milwaukee-Eight, marking the first time that variable valve timing has appeared on the 117 version of that engine. The VVT system was previously exclusive to the 121ci engine in the exotic CVO models. In the Street Glide Limited and Road Glide Limited, it promises 79kW at 4600rpm and 177Nm at 3500rpm, representing 14% and 7.4% increases over the old Milwaukee-Eight 114 used in the bikes’ predecessors.
    The new trike range adds the Street Glide 3 Limited – again, the ‘Limited’ name indicates it has a top case – and the Road Glide 3 for 2026, also with the 117 VVT engine, and with redesigned rear suspension compared to earlier trikes like the Freewheeler and Tri-Glide. A CVO version of the Street Glide 3 Limited is also launched, with the 121ci VVT Milwaukee-Eight making 85kW and 187Nm.

    The 2026 Street Glide 3 Limited features redesigned rear suspension The same engine goes into the new CVO Street Glide and CVO Street Glide Limited, while the 2026 Custom Vehicle Operations range also includes a brawnier ‘High Output’ version of the 121 VVT engine, making 95kW at 4900rpm and 197Nm at 4000rpm. It’s bolted to the CVO Street Glide ST and CVO Road Glide ST models, also new for 2026, and gives them enough performance to warrant an electronically limited top speed: 193km/h for the CVO Road Glide ST and 177km/h for the CVO Street Glide ST. The bikes will be able to travel at that maximum for up to 25 seconds at a time thanks to a temporarily raised redline of 5900rpm, after which the rev limit drops to 4750rpm, with a corresponding reduction in speed.
    2026 CVO Street Glide ST and 2026 CVO Road Glide ST If Harley’s touring models aren’t for you, the 2026 Pan America 1250 Limited offers a change of style and pace. Positioned at the top of the 2026 Pan America lineup, the Limited adds an aluminium top case and side cases, providing 120 litres of storage, plus a suite of bolt-on additions including an up/down quickshifter, muffler guard, radiator guard and skid plate. Standard specification also includes all the elements from the Pan America 1250 Special, such as adaptive ride height, nine ride modes, handguards and heated grips.
    2026 Pan America 1250 Limited Finally, there’s the Liberty Collection, made up of ‘Liberty Edition’ versions of the Street Glide, Street Glide 3 and Heritage Classic. Each gets special graphics including an eagle graphic on the tank, blue stitching on the seat with red, white and blue accents, and an embroidered Bar & Shield logo. Harley says only about 2500 of the bikes in total will be sold globally.
    2026 Enthusiast Collection – Liberty Edition Models That isn’t all we can expect from Harley in 2026, though. While the company hasn’t yet announced a ‘chapter three’ set of unveilings, the brand’s low-cost Sprint model has already been confirmed as arriving this year and could prove a make-or-break machine when it comes to attracting a younger generation of riders to the brand.
    The post Harley Launches Second Tranche of 2026 Models appeared first on Australian Motorcycle News.
    RiderBOT
    Cyclone RA1000-based design shows hydraulic power steering
    Hub-centre steering has been on the motorcycling radar for decades but despite an array of oddball projects like the Elf GP bikes of the 1980s, Yamaha’s GTS1000, the uber-expensive Bimota Tesi and the more prosaic Italjet Dragster scooter that have pushed the idea to the fore, it’s always failed to make an impression on more mainstream motorcycle design. Now another company is having a go at hub-centre steering – China’s Zongshen – which has filed patent applications illustrating such a system fitted to a version of its new RA1000 V-twin.

    The RA1000 has just hit the market, nearly five years after it first appeared as the RA9 concept back in 2021. It packs a 996cc, DOHC V-twin derived from the old Aprilia motor from the Shiver and Dorsoduro, putting out 105hp and 95Nm, in a frame that’s also recognisably from the old Aprilia Shiver, which itself has recently been revived in the Chinese market, where it’s manufactured by a joint venture between Aprilia’s parent Piaggio and Zongshen. Where the resuscitated Shiver looks nearly identical to the old version that debuted back in 2007 and was discontinued nearly a decade ago, the Zongshen RA1000 wraps it in muscular proportions akin to the Ducati Diavel, with a single-sided swingarm and a massive 240-section rear tyre.

    But Zongshen’s new patent suggests bigger changes are waiting in the wings, showing how the RA1000’s chassis could be adapted to fit a second single-sided swingarm to the front, fitted with another unusually wide wheel and tyre, with power-assisted hydraulic control to stop the exaggerated rubber from making the steering too heavy.
    The advantages of hub-centre steering and the use of a front swingarm instead of forks are well established, helping separate braking and suspension forces, channelling the former directly into the chassis and eliminating the stiction that plagues telescopic forks (a portmanteau of ‘static’ and ‘friction’, referring to the initial force needed to get the forks moving). Hub-steering systems also give more freedom when it comes to steering and suspension geometry, allowing anti-dive without making the suspension too stiff, as well as eliminating the stresses that normally have to travel through a conventional bike’s steering head.

    The downsides of hub-centre steering are equally well publicised, with previous systems coming in for particular criticism when it comes to steering feedback thanks to complex mechanical linkages between the bars and the wheel, adding bearings and pivots that can all lead to friction and slack in the system.
    That’s where Zongshen’s design is unusual, as it eliminates any such mechanical linkage, instead using hydraulics to transfer movement of the bars into steering at the wheel. What’s more, the hydraulic system is power-assisted, helping to make the steering lighter and opening the door to more advanced rider-assist systems that could intervene in the steering – something that’s already commonplace in cars. A hydraulic cylinder steers the front wheel and provides feedback into the system.
    The single-sided swingarm design also means the front brakes need to be rethought. There’s only one disc, mounted inside the front wheel, and it’s gripped by two twin-piston floating calipers, each radially mounted.
    Zongshen’s design is the sort of radical rethink that we’d often be tempted to write off as nothing more than the doodling of an imaginative engineer, but China’s motorcycle industry has already shown it’s not afraid to mess with engineering conventions that have been set in stone for decades by more established brands. As a result, the chances that this system could reach a production model are substantially higher than if a Japanese or Western bike company had filed the same patent.
    The post Zongshen Develops Hub-Steered Twin appeared first on Australian Motorcycle News.
    RiderBOT
    Patent shows a lower-cost semi-auto that could be fitted to virtually any conventional bike
    Yamaha’s Y-AMT automated manual transmission system is already available on several models in the three-cylinder MT-09-based range and twin-cylinder MT-07-derived lineup but the company has developed a simpler, cheaper version of the system that could see it spread to even more bikes.
    Revealed in multiple new patent applications, the simplified semi-auto manages to eliminate one of the two actuators used in the existing Y-AMT setup, allowing both the clutch and the gearshift to be operated simultaneously by a single electromechanical servo.

    That servo is connected to a completely conventional manual transmission, and mounted externally so it simply replaces the foot-operated shifter. A linkage turns the splined shaft that’s normally attached to the gear lever, allowing the servo to perform the same task that’s usually performed by your left foot. A second linkage attached to the same servo operates the clutch, momentarily disengaging it at the same moment as it moves the gear shifter, and immediately engaging the clutch again once the gearchange has been made.

    While that simplified setup means gearshifts can be made at the touch of a button, or fully automatically, depending on the software in the electronic control unit that operates the system, it doesn’t address how the bike can come to a halt in gear or pull away from a standstill. That’s where the second element of the Yamaha design comes into play in the form of a centrifugal clutch. Similar to the clutches seen on scooters and in some other bikes in the new wave of semi-autos – most notably BMW’s new F450GS – the Yamaha’s centrifugal clutch disengages when revs drop to idle and reengages when the throttle is opened, allowing smooth starts and stall-free stops.

    Yamaha’s patent makes a point of the fact the system is intended to be fitted to existing engines and transmissions without major changes to their designs, allowing semi-autos to spread more rapidly across a broader array of models. The patent illustrations show a generic parallel twin, but there’s potential for the simplified Y-AMT system to be fitted to a wide array of models if Yamaha perceives a demand for the technology. If the price can be brought down enough, it’s easy to imagine that small single-cylinder bikes aimed at learner riders could be a prime target for the ease-of-use that an automated transmission offers.
    The post Yamaha Simplifies Semi-Automatic Transmission Tech appeared first on Australian Motorcycle News.
    RiderBOT
    Sale of Indian Motorcycle to private equity has many observers asking big questions
    Debate is raging around the fallout from Polaris announcing its revival of Indian Motorcycle is completed and it’s selling out of its major shareholding in the famous heritage brand.
    Back in October, Polaris announced its intention to split the motorcycle operation into a standalone business and sell a majority stake in it to private equity as part of a plan to refocus onto its off-road vehicle, snowmobile and marine businesses. Our research as uncovered that while the move has inevitably raised concerns over Indian’s future there’s little indication that customers or dealers will see big changes.
    The Indian workforce will carry on as normal Polaris says that the decision comes as part of a strategy to put its efforts behind the parts of its business that have the greatest potential for growth, implying that Indian’s opportunities for expansion may have peaked, but the fact it’s retaining an unspecified minority stake in the newly-separated Indian brand suggests this isn’t a panicked fire sale.
    The buyer of the majority stake in Indian is a private equity company, Carolwood LP, and while the words ‘private equity’ will have cynics leaping to the conclusion that the objective will be to suck out the value from Indian before selling its barely-breathing husk to the next sucker, that’s not always the case.
    In the motorcycling sphere, Ducati is an example of private equity ownership that benefited the brand. The Texas Pacific Group bought Ducati back in 1996 and oversaw a positive transformation in the company’s image and fortunes, taking it public in 1999. TPG sold its controlling stake in 2006 to another private equity company, Investindustrial, which further boosted Ducati’s range and profitability before selling once more to its current owner, the Volkswagen Group, in 2012. Over a series of owners – all aiming to boost their own bottom lines – Ducati benefitted, and with the right handling that’s the path Indian could take in the future.
    Polaris brought manufacturing efficiency to the famous brand Announcing the deal, which isn’t expected to be completed until later this year, Polaris CEO Mike Speetzen said: “Polaris and Indian Motorcycle both stand to benefit from this deal, which will enable each business to move faster, deliver industry-leading innovation, and lean further into our respective market strengths.”
    He went on: “Under Polaris ownership and investment, Indian Motorcycle has been re-established as a celebrated brand and major player in the global motorcycle market. With its current product portfolio, global dealer network, category expertise and manufacturing resources, the business is well positioned to succeed as a standalone company with a dedicated focus on its industry. We were highly intentional and selective in our search and planning efforts for Indian Motorcycle’s next chapter of growth. In Carolwood, Indian Motorcycle has a partner that believes in building on the business, current momentum and supporting its next stage of success. We are confident and committed to making this a seamless transition for Indian Motorcycle dealers, customers and employees.”
    New CEO Mike Kennedy (left) and Polaris’s Mike Speetzen (right) Andrew Shanfeld, Principal at Carolwood, adds: “Indian Motorcycle is an iconic brand built on American heritage, craftsmanship and, most importantly, a community of riders. We’re honoured to help usher in its next chapter as an independent company and to support its continued growth as a symbol of performance and pride. At Carolwood, we target iconic brands that we can passionately impact. Indian Motorcycle allows us to do just that.”
    With an eye to continuity, around 900 employees will transition to the newly standalone Indian Motorcycle Company, as will the manufacturing plants in Iowa and Minnesota, and the R&D facility in Switzerland. A new CEO, Mike Kennedy, with more than 30 years of experience in the bike industry, has been chosen to lead Indian He was formerly CEO and President of Vance and Hines and a 26-year veteran of Harley-Davidson.
    The dealer network isn’t expected to change.

    While detailed figures aren’t available, including the precise level of Carolwood and Polaris’ holding in Indian, Polaris says that it expects the deal to add around $US50 million to its pre-tax earnings once the deal is completed.
    It’s no secret that the market for the sort of medium and heavy cruisers that Indian specialises in has been going through a rough time recently, with declining sales and an ageing buyer demographic. Harley-Davidson has also seen big changes recently in an effort to address that problem, appointing a new CEO, Artie Starrs, and preparing a new entry-level ‘Sprint’ model – due to cost under $US6000 – to be launched this year. Indian inevitably faces some of the same problems, and its decision to ditch its only non-cruiser model, the FTR, last year leaves it boxed even more tightly into the cruiser segment.
    Asked to comment on the acquisition, Glenn Veal, the current Managing Director of Polaris Sales AU & NZ and Indian Motorcycle AU & NZ, told AMCN: “We are really excited about the sale and what this means for the next chapter of Indian Motorcycle. Carolwood LP is the right partner, focused on the long-term growth of the brand and they have never exited any of their investments. It’s also great that they are bringing a seasoned professional onboard as CEO in Mike Kennedy, who has extensive experience in the industry.
    “Dealers and customers rest assured that it will be a seamless transition and when the deal is finalised, we look forward to sharing more.”
    Whatever the future holds for this new era for the company, Indian remains one of the most recognisable names in motorcycling. The original iteration of the brand closed down in 1953 and has gone through multiple owners since, with several resurrections before Polaris’ 2011 acquisition of the name. Whatever happens under Carolwood’s stewardship, the Indian badge isn’t likely to disappear anytime soon.
    The post Shakedown From The Sale Of Indian appeared first on Australian Motorcycle News.
    RiderBOT
    Final versions of 2026 DesertX and Desmo450 EDS leaked in styling registrations
    Among the new 2026 models debuted by Ducati towards the end of last year were two prototypes that weren’t quite ready for their full reveals – the upcoming DesertX V2 and the street-legal Desmo450 EDS enduro machine – but now the final appearances of both bikes have been leaked in design registrations.

    Neither comes as a huge surprise. The 450Desmo EDS designs are near identical to the previewed version, which itself shares all its main chassis and body parts with the competition Desmo450 EDX enduro that’s already been launched as part of Ducati’s 2026 range. The street-legal EDS differs in the addition of a headlight – as already seen in Ducati’s preview – but the leaked images include additional roadgoing equipment that wasn’t included on Ducati’s show version of the bike. Mirrors, for example, are added, as well as a licence plate bracket at the rear, alongside front and rear turn signals. The pictures also show that the EDS’s final exhaust will differ from the existing MX and EDX models, with a longer header pipe, curving down much further than the off-road versions, and a catalytic converter mounted alongside the cylinder head where the off-road bikes have a simple expansion chamber. An O2 sensor is mounted on the new header pipe as part of the emissions equipment.

    Other small tweaks include the addition of a heel guard behind the right-hand footpeg, protecting the rear brake cylinder, and new guards over the front sprocket and the chain on the left-hand side. A small instrument pack and an ignition key switch are tucked behind the front cowl.

    The DesertX V2 was another bike previewed at EICMA last year, shown wrapped in dazzle camo graphics and shorn of a few final details, and the new design registrations give a look at the finished version including those missing parts.

    The look is very similar to the existing DesertX, with a retro, Dakar-inspired shape, but it wraps around a new monocoque-style alloy chassis, aligned with the rest of Ducati’s latest V2 machines, and the same 890cc, liquid-cooled V-twin that’s already used in the latest Panigale, Streetfighter, Multistrada, Monster and Hypermotard V2 models, helping to simplify Ducati’s production by increasing the parts sharing between all those models. The new engine, which is more compact and lighter than the old 937cc Testastretta, ditches Ducati’s signature Desmodromic valve operation in favour of conventional valve springs, and adds variable intake valve timing to give a broader spread of performance.

    Compared with the previewed version of the DesertX V2, the new design registrations again add parts like the mirrors, missing from the show model, as well as a street-legal exhaust in place of the Termignoni pipe that appeared on the preview.

    A closer look also reveals a two-part seat instead of the one-piece design seen on the show version, plus a licence plate bracket, but otherwise confirms that the disguised prototype from EICMA was very close to production spec.
    The post Ducati Designs Preview Two Upcoming Models appeared first on Australian Motorcycle News.
    RiderBOT
    Victoria’s iconic motorcycle Grand Prix could be relocated or lost entirely as contract negotiations reach critical impasse.
    The Australian Motorcycle Grand Prix’s 30-year presence at Phillip Island faces an uncertain future, with negotiations between the Australian Grand Prix Corporation (AGPC) and MotoGP commercial rights holder Dorna Sports reaching a critical stalemate.
    According to reports from The Age, Dorna has demanded the event be relocated to Melbourne’s Albert Park street circuit as a condition for renewing the contract beyond the current agreement, which expires after this October’s race.

    The Victorian government has reportedly increased its financial offer to retain the race at Phillip Island but remains reluctant to fund the extensive infrastructure modifications required to stage a motorcycle event at Albert Park. Sources familiar with the negotiations say the impasse reflects Dorna’s broader strategic shift following its acquisition by Liberty Media, Formula 1’s parent company, with street circuits becoming an increasingly favored option.
    The stalemate has opened the door for rival bids, with South Australia’s government holding discreet discussions with Dorna late last year about potentially hosting the Australian round on an Adelaide street circuit.
    A Victorian government spokesperson confirmed negotiations remain confidential but reiterated the state’s preference to keep the race at Phillip Island, describing the event as inseparable from the circuit and the Bass Coast region.

    Circuit owner Andrew Fox told The Age that while not involved in negotiations, a motorcycle race at Albert Park would face significant safety and community hurdles. The street circuit’s limited run-off space and potential environmental impacts – including the likely removal of numerous trees to create adequate safety zones – present major obstacles.
    Even with Albert Park currently undergoing a $300 million infrastructure upgrade for Formula 1, adapting the venue for motorcycle racing would require extensive additional modifications that appear politically and environmentally challenging.
    Bass Coast Shire mayor Rochelle Halstead said uncertainty surrounding the race has sparked strong community action, with thousands signing petitions urging the Allan government to secure the event’s future.
    The mayor emphasised that MotoGP generates close to $100 million annually for the local economy and is central to the region’s identity.

    Phillip Island has hosted the Australian Motorcycle Grand Prix continuously since 1997, becoming one of the most celebrated circuits on the global calendar. The coastal venue’s combination of challenging layout, stunning scenery, and enthusiastic crowds has made it a rider and fan favorite.
    The circuit was granted an unusual 10-year deal in 2016 on the understanding that long-term security would enable significant facility investment. However, substantial upgrades have not materialized, leaving the venue’s infrastructure below current MotoGP standards.
    This apparent stalemate between circuit owners and race promoters has contributed to Phillip Island’s vulnerability as newer, more modern venues compete for calendar positions.
    With the current agreement set to expire after October’s race, the Australian motorcycling community and Bass Coast region face an anxious wait to learn whether one of MotoGP’s most iconic venues will retain its place on the championship calendar.
    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 Australian MotoGP’s future at Phillip Island under serious threat appeared first on INFO MOTO.
    RiderBOT
    Harley-Davidson has announced 11 new models for 2026, headlined by the Street Glide Limited and next-generation Trike platform, alongside limited-edition Liberty Edition models celebrating America’s 250th anniversary.
    The Milwaukee manufacturer revealed its expanded 2026 lineup, featuring significant updates to its Grand American Touring range, a redesigned Trike platform, and five Custom Vehicle Operation (CVO) models.

    The new Street Glide Limited anchors the touring lineup with the Milwaukee-Eight VVT 117 engine, revised Grand Tour-Pak luggage system, and Harley-Davidson Skyline OS with integrated navigation on a touchscreen display.
    The model includes Harley-Davidson Audio powered by Rockford Fosgate and enhanced comfort features for rider and passenger.

    Harley-Davidson’s Trike platform receives its second-generation update with the Street Glide 3 Limited and Road Glide 3. Both models feature redesigned rear suspension, the Milwaukee-Eight 117 VVT engine, and technology and styling aligned with the brand’s premium two-wheel touring motorcycles.
    The 2026 CVO range comprises five limited-production models: the new CVO Street Glide ST, CVO Street Glide Limited, and CVO Street Glide 3 Limited, plus updated CVO Road Glide ST and CVO Street Glide. The CVO lineup features premium finishes, enhanced performance components, and exclusive styling elements.

    Three models will be offered in Liberty Edition specification to mark the United States’ 250th anniversary. The Street Glide, Street Glide 3 Limited, and Heritage Classic Liberty Edition models feature Midnight Ember metallic black paint, Liberty Edition eagle graphics on fuel tanks and fairings, blue-tinted windscreens (Street Glide and Heritage Classic), and custom seat stitching in red, white and blue.
    Production will be limited to approximately 2500 units globally across all three Liberty Edition models. All new 2026 Harley-Davidson models will be available at authorised dealerships.

    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 Harley-Davidson unveils 2026 Grand American Touring and CVO range appeared first on INFO MOTO.
    RiderBOT
    Aprilia Racing has officially launched its 2026 MotoGP campaign with the unveiling of the RS-GP26, which will be ridden by Marco Bezzecchi and Jorge Martin for the second consecutive season.
    The Italian manufacturer presented the new machine at Sky Studios in Milan, revealing a refreshed livery that incorporates the Leone Alato – the winged lion symbol of Venice – alongside Aprilia Racing’s traditional colours.

    The RS-GP26 represents an evolution of Aprilia’s MotoGP project, with improvements across aerodynamics, chassis architecture, electronics and the V4 engine. Technical director Fabiano Sterlacchini and his team developed components across all areas not restricted by championship regulations.
    The bike will also mark the final iteration of current technical regulations, which permit extreme aerodynamics, ride height devices and 1000cc engines. From 2027, these will no longer be allowed under new technical rules. According to Aprilia, the RS-GP26 will be the fastest prototype the manufacturer has ever built.

    The 2026 season follows Aprilia Racing’s most successful campaign to date in 2025, which saw the team finish second in the Manufacturers Championship with 418 points – breaking the 400-point barrier for the first time. Bezzecchi claimed third in the Riders Championship with 353 points, the best result for an Aprilia rider in the premier class.
    Last season’s achievements included 19 podiums, seven race wins across sprint and full-distance events, five pole positions, and the manufacturer’s 300th Grand Prix victory at Phillip Island. Aprilia now holds the record as the most victorious European manufacturer in Grand Prix racing history with 302 wins.

    Bezzecchi enters 2026 aiming to build on his career-best season, while Martin – who will run number 89 – looks to bounce back from an injury-affected 2025 campaign.
    Lorenzo Savadori continues as test rider, with the Trackhouse Racing team of Raul Fernandez and Ai Ogura providing additional development support as a strategic partner.

    “We’re tackling the 2026 season well aware of what we are and where we want to be,” said Aprilia Racing CEO Massimo Rivola. “We are coming from a solid 2025 which allowed us to reach an extremely high level of competitiveness, and the goal now is to battle in every race.”
    The 2026 MotoGP season begins with pre-season testing in February ahead of the opening round in Thailand on March 2.
    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 Aprilia Racing unveils RS-GP26 for 2026 MotoGP season appeared first on INFO MOTO.
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