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Harley-Heaven is kicking off a new era under the ownership of Motorcycle Holdings (MCH) by giving customers the chance to win a brand-new Harley-Davidson X500 S motorcycle and thousands worth in genuine Harley-Davidson gear. To celebrate the acquisition and welcome new and existing riders into the revitalised Harley-Heaven family, the company is launching a major competition, and one lucky winner will ride away on a new, special-edition bike and 5 other lucky customers will receive $2,000 of Genuine Harley-Davidson Ride Gear Pack. “This is an incredible way to mark our new chapter with Motorcycle Holdings,” said executive general manager of Harley-Heaven and Peter Stevens Motorcycles Scott Ryan. “We’re not just changing ownership; we’re doubling down on our commitment to the Harley-Davidson lifestyle and community here in Australia. We are particularly excited to offer the new Harley-Davidson X500 S, a unique model tailored specifically for our Australian riders, as the grand prize.” The competition is open to both new customers signing up to the Harley-Heaven database and existing customers who update their contact and preference details. The prize pool includes: Grand Prize: One NEW Harley-Davidson X500 S Motorcycle (valued at $10,495), the Australian-specific model designed for the ultimate local riding experience. Runner-Up Prizes: Five (5) winners will each receive a $2,000 Genuine Harley-Davidson Gear Pack, ensuring they ride in style and comfort with the best authentic gear. Entry is simple: New riders can sign up to the database, and existing members can update their profile information to ensure they receive the latest news, events, and offers from the new Harley-Heaven. The competition is open from till 23rd of November. Full terms and conditions, along with the entry form, are available here. “The enthusiasm and loyalty of the Harley-Heaven community are second to none,” added Scott Ryan. “We encourage everyone to take just a moment to update their details and enter. Someone is going to have the ride of their life!” CLICK HERE TO ENTER THE COMPETITION The post Harley-Heaven gives customers a shot at new Australian-Specific Harley-Davidson X500 S appeared first on INFO MOTO. View full article

Hundreds of readers shared their fondest Island experiences for a chance to be there FOR DECADES, fans have flocked to the Island to watch legends battle it out on one of the world’s most spectacular circuits. For a chance to win double passes to this year’s event, plus a copy of the shiny new MotoGP25 video game, we asked readers to share their fondest memory of the Aussie round. Winner (Double Pass + MotoGP25 video game): Sarah Roffey “My fondest memory is from 2019. But not because of the MotoGP directly, because of the trip to get there. Everyone raves about the racing at Phillip Island, but let’s be honest – half the magic is in just getting there. Nothing ever goes to plan – lost luggage, saddle bags disintegrating (thanks, super glue and gaffer tape), roadside stoppages, wrong turns… and that’s before we even hit Victoria. But that’s what makes it an adventure! “Looking back at my Instagram and Facebook memories that logged our trip. Day 2 I noted ‘big holes in the bottom of my saddle bags – nothing some wood, super glue, gaffer tape, gardening gloves and zip ties couldn’t fix’… Then Day 4 ‘Smooth sailing – Dad offered to take my wet weather gear and hoodie since I’ve been having trouble with my bags. Few hours later – my belongings are in the bushes beside some remote stretch of road. Thanks Dad!’ “I often look at these posts with the photos and reflect on how great it was to be able to travel on my bike with my parents and mates and have such a great time. I wish I could do it every year – riding roads like Putty, Dead Horse Gap, Wiseman’s Ferry, Mount Hotham and many more. I am usually the one that has the drama – and wouldn’t have it any other way!” Runner-up (Double Pass): Cindy McCulloch “My fondest memory of the Aussie MotoGP is yet to come! Hopefully! Every year my partner yells at the TV like the riders can hear him, and I’ve just started watching too (I’m even doing my first track day this weekend!). Winning tickets would mean we finally swap the lounge-room commentary and spilled chips for our very first MotoGP memory together at Phillip Island – and that would top them all.” Consolation prize (MotoGP25 video game): Alan Orchard “In 2012 sitting at Lukey Heights with my mum, who is now 104 years old, and my wife and daughter cause it was her 10th birthday and my mum asking me why the bikes don’t fall over when they are leaned over so much as we watched Casey Stoner on the gas out in front winning his last outing at Phillip Island. I had to explain to Mum about the sticky tyres they were riding on.” Consolation prize (MotoGP25 video game): Brian Taylor “When Wayne Gardner overcame all sorts of issues, one being his fairing nearly falling off, then on the podium he comes out with ‘I rode my f**king balls off for you folks today’. What a bloody legend!” Consolation prize (MotoGP25 video game): Will Glazebrook “Taking the day off school and going down with my grandpa and brother to the 2019 MotoGP at the Island, buying a Dovi (Andrea Dovizioso) shirt and being amazed at the speed and sound of the bikes down the straight, and then getting to meet Dovi and get him to sign my shirt! It was the best day ever for a 12-year-old to meet my idol.” The post 2025 OZ GP | Competition Winners appeared first on Australian Motorcycle News. View full article

Aussie Moto3 rider Jacob Roulstone’s promising career has hit a major setback, with the young talent now facing the prospect of being left without a ride for 2026. Jacob Roulstone is facing an untimely exit from the MotoGP paddock after his options for Moto3 in 2026 dried up in Indonesia. The Australian has been on the lookout for a ride after he learned before the summer break that current team Tech3 would be hiring Finnish JuniorGP star Rico Samela for 2026. The 20-year-old currently sits 15th in the Moto3 standings. But there are plenty of mitigating circumstances, not least the fact he broke two bones in his neck in January which caused him to miss all of preseason, as well as the first two races. Roulstone started working with Fabio Di Giannantonio and the Italian’s management before the summer to find a competitive Moto3 seat for next year. But the Roulstone family confirmed to AMCN after Indonesia that his options had faded and the possibility of securing a Moto3 ride for next year “are pretty much a zero”. That seems harsh in extreme for a rider that secured a maiden front row start just three rounds ago and a best-ever result of fifth in Indonesia. This season was always going to be tough after Roulstone broke two bones in his neck in a testing fall in January. Having missed all of preseason plus the first two rounds, he was always playing catch-up. Since then, Roulstone’s shown clear progression from 2024. But he’s also still learning how to be at his most effective at the end of races. A first front row at Misano showed what’s still to come from the Wollongong native. The post Roulstone facing Moto3 exit appeared first on Australian Motorcycle News. View full article

Savic’s electron-powered two-wheeler is creating a lot of noise without making a sound Electric motorcycles are coming – maybe sooner than some Aussies would like judging by some of the reactions on AMCN’s social media pages. In a country still grappling with range anxiety, limited charging infrastructure, and a love affair with cubic centimetres, the idea of a silent, battery-powered motorcycle can be met with everything from vague curiosity to muttered profanities. Yet the march of legislation and technology means it’s only a matter of time before two-wheeled EVs start replacing their petrol-powered predecessors. While electric cars have become fairly commonplace on Aussie roads, electric bikes are an altogether tougher nut to crack. It seems many two-wheeled enthusiasts in Australia regard engine noise, exhaust notes, and snicking gearshifts as central to the riding experience. Lose that character and what’s left? It turns out the answer is plenty — at least if you do it right. It’s rare to see a motorcycle attempting to change the rules, rarer still for one to be designed and built in Australia. Savic Motorcycles is the brainchild of Dennis Savic, a young engineer who, frustrated by traditional motorcycle design and inspired by the potential of electric mobility, decided to build something different. Teaming up with award-winning concept designer David Hendroff — a man who’s been sketching futuristic motorcycles since the 1980s — the C-Series took shape. Together they evolved the design through six major iterations, finally settling on a naked roadster aesthetic that shows off the core tech rather than hiding it. Dennis Savic with the 2016 Concept THE TECH While the quality of the C-Series finish is undeniable, its aesthetics haven’t been met with universal appreciation. In press images it can look a bit boxy, but the proportions make more sense in the metal, especially in carbon fibre bodywork that gives it a kind of sci-fi, road-warrior vibe. The looks are certainly distinctive and unlike anything else on the road, which to many is a virtue in and of itself. Buyers can also tailor the final spec to their precise tastes, with details such as finishes, seat trims and badge colours customisable via the online configurator. Underneath that unique shell is a serious piece of technology. The proudly-displayed battery has a capacity of 16.2 kWh, while the 3-phase AC motor delivers 60kW (around 80 hp) and a monstrous 200Nm of torque – a figure more commonly associated with four wheels than two. Shelf life shouldn’t be a concern either, with the battery designed to last approximately 150,000 km or 10 years before range starts to reduce. An 80% recharge takes 7 hours at home via a wall plug, or 4 hours via a 15-amp outlet. Fast DC charging was left off the menu due to extra weight it would have added to what is already a hefty 280 keg package. A development chassis displayed in Savic’s Melbourne headquarters The battery connects to the C-Series’ cast-aluminium backbone as a fully stressed member, centralising mass and providing ample stiffness. Nestled beneath is the liquid-cooled, 3-phase AC motor powering an Opti-Belt drive — a virtually maintenance-free alternative to chains that delivers smooth, near-silent power to the rear wheel. The wheel itself features a bold, minimalist 3-spoke design supported by a sculptural single-sided swingarm, giving the C-Series a custom-looking stance straight from the factory. Brembo brakes provide the stopping power, bolstered by ABS developed specifically by Bosch Australia. There’s also customisable regenerative braking to extend the range, generating torque opposite to rear‑wheel rotation as you slow. The ‘engine brake’ effect can be adjusted through 10 levels according to rider preference via the matte-finish 7-inch capacitive touchscreen. The digital dash also allows riders to tailor the display to suit their preferences, including layout themes and riding data. Savic plans to roll out additional display options and visual themes via over-the-air updates, ensuring the easy-to-use interface continues to evolve. Navigation is also built in. Four integrated ride modes are available – Eco, Rain, Normal, and Sport, along with 3 modes that can be customised to rider preference. Eco mode dials down throttle response and maximises regenerative braking, making it ideal for city commuting where range efficiency is key, while Normal mode sacrifices a little frugality for more responsiveness. In Sport mode the full 200Nm is delivered to the rear tyre without preamble, propelling the C-Series to 100 km/h in just 3.5 seconds. THE RIDE A 280kg electric bike with a truckload of torque at zero rpm sounds excessive on paper, but the C-Series is actually very approachable, with the slightly forward-canted riding position providing plenty of legroom and the low, firm-ish 780mm seat allowing for plenty of leverage at a standstill. And they’re not outlandish figures for a machine packing this much grunt anyway. About the only other motorcycle with anything like this amount of torque on tap is the Triumph Rocket 3, which weighs about 40kg more. Tapping the throttle for the first time is met with easy, linear progress, and once you get used to the lack of engine noise it all feels very natural. The weight doesn’t completely melt away on the move with much of the battery mass unavoidably high in the frame, but low-speed manoeuvring is still a cinch, and it even has a super-handy reversing function for parking and navigating tight spaces. Around town the C-Series does an admirable job of combining the twist-and-go utility of a scooter with the dynamics and performance of a full-sized power cruiser. ‘Eco’ mode does exactly what it says on the wrapper, feeling a little dull compared to Normal mode while eking out more distance, but I was keen to see how the big C responded with full power enabled. And it doesn’t disappoint. After scrolling through the modes via the handlebar toggle, Sport mode is selected but not enabled until you close and reopen the throttle, and when you do the difference is immediately obvious. The bike whooshes forward with urgent, clean thrust, with a throttle response that feels much more direct without being twitchy. But unlike a petrol engine, where the drama and speed rise with a crescendo of revs, the C-Series silently dishes up a big serve straight away, making it terrifically responsive in traffic. It really is the antithesis of internal combustion performance in so many ways, but no less rapid for it. The rolling acceleration is properly impressive, seeming to launch forward at the same rate no matter what speed you’re doing when you nail it. The pace is deceptive without the bike shouting at you – you just get 200Nm obediently delivered without lag or fuss… and without any great charisma it must be said. I wouldn’t mind a little more volume, even if it’s an amplified electric hum of some sort, but the 3-phase PMAC motor is whisper quiet, with just a subtle ‘vmmm’ audible before the road nose drowns out even that faint note. The lack of a soundtrack doesn’t prevent it being able to keep up with sportsbikes up to 100 km/h though, and you can feel the excellent rear Pirelli squirming as it transfers all that turning force to the tarmac. The beefy, non-adjustable forks at the front and preload-adjustable shock at the rear were developed in-house under the guidance of Aussie racer Jed Metcher, and they do a solid job of keeping the C-Series settled despite the bulky battery. You get the impression the forks and shock need to be sprung reasonably heavily to ensure the mass doesn’t oscillate over bumps, providing a reassuringly firm feel that’s entirely in keeping with the café racer genre. You can hustle the chassis confidently enough through a set of bends, but there isn’t a level of feedback from either end that will have you harrying sportsbikes in the hills. In terms of weight and torque it’s more like a big power cruiser, rewarding a slow-in, fast-out cornering approach to maximise all those newton-metres. While you wouldn’t describe it as scalpel-like on a twisty road, the Savic feels utterly at home in urban settings, where it never failed to elicit double-takes from passers-by as they witness you ghost past with only the whisper of disturbed air to proclaim your passing. Indeed, I was surprised just how much attention the stealthy Savic received on our ride around Melbourne. People were genuinely enthused to see the Aussie-made machine pull up noiselessly near them and I’ve never received so much curiosity or positive reactions on a motorcycle of any sort. It was also refreshing to be able to pull up next to my riding partner and have a normal conversation, instead of bellowing like a lunatic over the engine noise and nodding stupidly while pretending to understand the reply. THE VERDICT So, to the bottom line – does the Savic C-Series stack up compared to petrol counterparts? Well, first off, I disagree with those who describe it as boring or like a mobile refrigerator. The thing is quick and cool, and while the lack of an evocative mechanical roar might not provide as much emotional connection, there’s an inherent symbiosis of rider and machine required to gracefully arc through a corner on any motorbike, experiencing the elements as you power down the road, that doesn’t rely on aural histrionics to be plain good fun. And in bringing proper power and sophistication to the table, the C-Series is absolutely a viable alternative. For city commutes, suburban carving, and some weekend fun, it’s spot-on. The riding experience is satisfying in a totally new way, and there’s something very cool about pulling silently into a parking spot on a locally engineered machine. The measure of how modern it feels is apparent when you jump back on a conventional petrol-burner after a few hours in the C-Series saddle, with the clutch, gears, and engine rattle feeling a touch quaint all of a sudden. I do wish it cost a bit less but assembling, engineering, certifying, and marketing a motorcycle from scratch in Australia wouldn’t be easy and, in some ways, it’s staggering that Savic have managed such a low price for the C-Series. It also has an obvious ace up its electric sleeve when it comes to ongoing fuel and maintenance costs. The main service items are occasional fork and brake fluid changes, a drive belt swap every 48,000 km and head bearing checks. No valve clearances, oil changes, clutch plates or chain to worry about, and, if you have solar power, you can ride along with the smug satisfaction of knowing you’re benefiting the environment as well as your hip pocket. Whether the C-Series is your cup of electricit-tea or not, Savic is to be applauded for pushing boundaries. The C-Series is definitely worth a test ride if you’re in the market for a premium commuter. PROS – Distinctive, cool, quick, supremely simple to use, more than adequate range for an urban commuter and you’ll never have to visit a servo again CONS – Challenging aesthetics from some angles, lacks some charisma, no rapid charging, no traction control at the time of writing SPECIFICATIONS MOTOR Type SM1 3-phase AC IPM Peak Power 60kW (80hp) Peak Torque 200Nm Cooling Liquid for motor, cold plates for inverter, charger, and AC/DC converter Transmission Clutchless direct drive with Reverse Mode for slow-speed manoeuvring and parking Final Drive Optibelt Delta with carbon cord (8mm pitch, 36mm width) POWER SYSTEM Battery Li-Ion Capacity 16.2kWh Charging Level 1 1.8kW/8A from wall Charging Level 2 3.3kW/15A from wall or Level 2 public AC EV Charge time 4 hrs to 80 per cent at 3.3kW, 7 hours to 80 per cent at 1.8kW (DC fast charge not compatible) PERFORMANCE Top Speed 180km/h-plus Acceleration 3.5sec 0–100km/h Combined range (city and highway) 200km-plus ELECTRONICS Regenerative braking Deceleration and braking (both customisable) Rider aids ABS, regenerative braking Ride modes Normal, Sport, Eco and Rain pre-programmed and three customisable options Screen 7in touchscreen Connectivity Built-in cloud connectivity allows for system updates and security location as well as keyless smart phone ignition activation CHASSIS Frame Cast-aluminium backbone with 144V battery pack incorporated as structural member Swingarm Cast-aluminium single-sided Wheelbase 1440mm Rake 24° Trail 103.5mm Lean angle 40° SUSPENSION Front Savic-developed telescopic fork, 160mm travel Rear Savic-developed monoshock, adjustable preload, 49mm travel WHEELS & BRAKES Wheels Cast aluminium, three-spoke Front 17 x 3.5in Rear 17 x 5.5in Tyres Pirelli Diablo Rosso III Front R5 120/70ZR17 Rear 180/55ZR17 Brakes Front Dual 4-piston Brembo M4 Monoblock, twin 320mm discs Rear 2-piston Brembo, 260mm disc DIMENSIONS Weight 280kg (Kerb) Seat Height 780mm SERVICE AND WARRANTY First service 1000km Minor 12,000km Major 24,000km Warranty Two years (components other than Energy Storage System) Battery warranty 5 years (Energy Storage System) BUSINESS END Price from $29,990 plus ORC Colour Options Carbon Fibre, Atomic Silver, Dark Matter Black, or the owner’s personal CONTACT Contact savicmotorcycles.com The post AUSSIE LAUNCH | Savic C-Series Alpha appeared first on Australian Motorcycle News.

With Dakar DNA and serious off-road chops, BMW’s latest GS is more than just a styling exercise A quick history lesson to impress your know-it-all mates down the pub. The first production GS, the R 80 G/S, rolled out of Berlin back in 1980 and, despite multiple victories at the Dakar in 1981, 1983, 1984 and 1985 with a highly modified, monster-version of the road-going enduro, was a slow-burner in sales terms. In fact, it wasn’t until 1994 when the G/S morphed into the R 1100 GS that it became anything more than a niche ride and, even then, it wasn’t until 2004/2005 with the arrival of the R 1200 GSA that sales finally rocketed. But before any of that, the very first BMW GS, a prototype from 1978, was little more than a crazy idea to put a boxer engine in an off-road chassis and see what happened. What would go on to become the most successful adventure bike ever wasn’t an intensely marketed or aspirational machine designed for and targeted to a specific demographic. It started life as some bloke’s weird idea. The ‘new’ 12 R G/S pays homage to those early R 80 machines and the spirit of the pioneering road-legal enduros. Suitably, it adopts the older air-cooled 1200 engine you’ll also find in other heritage BMWs, such as the R 12 NineT and R12. The visual and architectural similarities between the modern Euro 5-plus air-cooled machine and the original R 80 G/S are startling. BMW designers have nailed it. But this bike is far more than just a design exercise showing what BMW is capable of when the creative juices are allowed to flow. This is an everyday and thoroughly usable boxer with multiple riding modes and rider aids. It also has plenty of optional creature comforts we could only have dreamt about in the 1980s, including BMW’s Shift Assist, heated grips, hill start control and cruise control. Like the Dakar racer of old, the new G/S should be capable off road too, given its fully adjustable enduro suspension with 240mm of ground clearance and optional Enduro package that swaps the standard 17-in rear wheel for an 18-incher and adds another 20mm of clearance. We headed to Germany to see if the new G/S could live up to the reputation of the original, both on and off the road. RETRO COOL DONE RIGHT Before we get into power, torque, rider aids and chassis attributes, I would urge readers just to sit back and look at it. In the flesh it’s even better, to the point that I think BMW designers have absolutely smashed it. Like many of us of a certain age I’m probably a little biased, and I’m also a huge fan of BMW’s R12 Rnine T – but there’s no denying the new G/S is a head turner, especially in the white, red and blue (or Light White colour as BMW calls it). Steering damper helps keep you on the straight and narrow I guess the looks and appeal depend on your age and biking history and whether you like the retro feel. But I don’t think you have to be a 1980s Paris-Dakar Rally fan to love this G/S, and you certainly don’t have to be a hipster to appreciate the cool vibe from the air-cooled 1200 G/S boxer engine. You have the choice of a single-dial retro dash with digital information in a small insert, or the ultra-minimalist strip LED display The 1170cc flat-twin engine is shared with the R 12NineT and R12. It churns out 80kW (109hp) at 7000rpm and 115Nm of torque at 6500rpm. Its three riding modes are Rain, Road and Enduro, with an optional Enduro Pro as part of the Enduro Pro Package. MSR (engine drag control) and Dynamic Traction Control (DTC) both come as standard, along with ABS Pro (all are lean sensitive) – techno-gizmos we could have only dreamed about when David Hasselhoff shockingly switched from Knight Rider to Baywatch. Its chassis is the familiar tubular backbone design, with a bolt-on subframe, and the suspension is fully adjustable at both ends: a conventional 45mm fork and Paralever rear. Then it starts to come down to which spec you’ve opted for. The front wheel is 21-inch in diameter, but the rear can be either 17 or 18 inches with the Enduro Package Pro, which increases ground clearance (and seat height) for more off-road capability. Old school bikini fairing meets signature BMW LED headlight The LED headlight with the familiar X design hints towards its big brother, the new R 1300 GS. A single-dial retro dash and keyless ride are standard but beyond that it’s down to budget and taste. Would you like the more informative TFT display stolen from the Rnine T? Which seat would you require: standard at 860mm high (or 875mm with 18-inch rear wheel) or the rally bench seat, which adds another 20mm? The ‘bars can be raised 20mm for off-road standing. Metzeler Karoo 4 off-road tyres can be selected along with the Shift Assist Pro quickshifter, heated grips, hill start, cruise control along with enough crash protection for those who want some serious off-road fun. The base bike is priced from $26,540 but our test bike in Light White with the Enduro Package Pro, Comfort Package, Headlight Pro and Connected Ride Control is around $5000 more, which is a bit steep. Crashbars are pretty much mandatory if you want to ride serious dirt roads on such an expensive bike But let’s ignore the price for a second and instead step back to a time when big perms on male rock stars were acceptable; let’s go ride. TALL IN THE SADDLE, EASY IN THE HANDS As regular readers will know, at 173cm I’m a little on the short side, meaning that with the Enduro Package Pro installed, pushing ground clearance to 255mm from 240mm and seat height to 875mm, I looked set for a difficult day. But while the G/S is tall it’s also relatively narrow, with its slim seat designed more for adventurous riding than comfort. I didn’t feel intimidated or overwhelmed. Chad ploughs through deep sand. He said the big bike felt stable as it carries its weight low The air-cooled G/S tops the scales at 229kg with fuel, only 8kg less than the BMW’s own R 1300 GS, but like other boxer models, that weight is carried low in the chassis so there is a sweet, natural balance to the bike. Yes, it’s tall but in reality not as big as the specs suggest. Once onboard, I was greeted by the familiar BMW set-up: navigation wheel on the left ‘bar, mode button on the right side. However, the dash is a little unusual, with a single round analogue speedo with digital information below, or the optional and rather small digital set-up from the Rnine T. Both are minimalist and neat but the TFT display doesn’t have a fuel gauge, just a fuel light, which I found to be a pain on the Rnine T. If you intend to explore the wilderness, then reset the trip and remember when you last fuelled up, just like the old days. And yes, there is still a key for the steering lock below the dashboard, despite the ignition being keyless. By using the older air-cooled 1200 engine from its heritage range, BMW has managed to give the new G/S that beautiful eighties Boxer bark Okay, now to the good stuff. And that is pretty much everything. The air-cooled boxer engine may not be as refined as the latest 1300cc unit – you can trace its roots way back – but I like the fact it’s a little rough around the edges, has a charismatic rock to it when you fire it up, and looks great. Fuelling and throttle response have been improved over the years to the point where it’s ridiculously user-friendly and delivers rich torque from virtually no rpm. Max torque is at just 6500rpm and, to be honest, you don’t really need to rev it any more for a rapid ride. Yes, down the pub (again) less than 110hp from a 1200 might not sound impressive, but you can use all the horsepower, which is always a great feeling, and with the TC removed there’s more than enough grunt to pop the front in the air, despite the G/S’s weight and relatively long wheelbase. Rear suspension is easily adjusted Thankfully, BMW allowed us to test the G/S off-road at their purpose-built park near Nuremberg. We covered everything from gentle green lanes to more challenging off-road, complete with deep water, sand and even a few jumps thrown in for good measure. The G/S never once faltered and was surprisingly easy and fun. As noted, the Enduro Package Pro kit includes the larger rear wheel, 20mm risers to lift the ‘bars and enduro footrests. When standing up on the grippy off-road pegs, it feels natural, like the G/S was designed to be ridden on dirt. The ‘bars are high enough, it’s easy to grip the tank with your legs and move your body weight around, sliding up and down the narrow seat on steep ascents and descents. Again, despite its on-paper size, there’s an intrinsic, confidence-boosting low-speed balance to the G/S. In tight sections, just tickling the throttle and balancing the clutch is very easy. Simply dial in the amount of enduro action you think you’re capable of handling For true off-road afficionados who want to do something radical, then yes, first gear is a little long, and the bike is heavy. But for a road bike that also goes off-road, it is more than capable. Aside from its obliging dirt manners, power delivery and balance, it’s the off-road rider aids that make the G/S especially accessible to everyday riders when hitting harder terrain. In the Enduro mode, which is designed to work with standard rubber, power is soft, the TC is maxed, the wheelie control minimal and engine drag is reduced. Braking is also set to off-road. You can feel the TC working when you get a little carried away, which is ideal for novice riders. But I preferred the optional Enduro Pro, designed to work with off-road specialist rubber. Now the power delivery was direct, there was no wheelie control or engine drag and the TC was minimal. ABS is front wheel only, which allows you to play with the rear, locking up at will. You can’t remove the ABS completely, but most owners will be thankful for the impressive off-road biased ABS, which rescued me on more than one occasion. Chad tiptoes through the tulips like a new age Tiny Tim on steroids SMILES ALL ROUND How much fun you have off-road will depend on your level of skill and what you are expecting from the G/S. Most will simply be happy to ride in the standard Enduro mode, with its expansive off-road safety net, and not try anything too demanding. More experienced dirt hounds will fancy Enduro Pro to try something a little more demanding and get some air time, which the G/S can do. There will only be a fraction of potential owners who’ll crave more power or want to be able to turn off the ABS fully. But those riders are probably coming from a racing background and I don’t think the retro G/S will appeal to those who want to smash fast desert tracks all weekend. On the road, the excellent qualities discovered on dirt and sand translate to the road. In town and congestion, it’s incredibly easy to ride slowly, while a commandingly tall riding position gives the bike (and rider) real presence. I can see many owners using the G/S as a fashionable city commuter. All that mid-range boxer torque also makes it a blast in the twisties. It’s not in the same league as the seriously real-world-quick new R 1300 GS, but there’s enough power and torque to carve up any mountain road I can think of. I guess when chasing big adventure bikes with far more performance it may feel a little under-clubbed, but the essence of this Beemer is its relative simplicity and sense of fun. The combination of the Shift Assist Pro and the old-school BMW gearbox is okay but not particularly slick. But if you are after a race-like shifter and bags of power, then you’re looking at the wrong bike. I love the ease of use and torque of the air-cooled boxer – it fits the style of the G/S perfectly and even sounds half decent. Handling is down to which specification you have opted for. For example, the off-road biased Karoo 4 rubber works well on the road, but I know from experience it can overheat if pushed hard. That said, the fully adjustable suspension transmits what’s happening, with those excellent rider aids working in the background should you get a little too carried away. So there’s plenty of fun to be had. You certainly know you have a 21-inch front wheel up the sharp end. The steering is not pinpoint sharp but the G/S does handle. There’s stability, agility and a natural rhythm to the way it processes a road. Suspension is fully adjustable, meaning that if you fit more road-focused rubber you can tweak the suspension to match. I rode relatively hard, carried corner speed, used the torque on the exit and had great fun. The long-travel suspension is controlled and gives great feedback. The stoppers are worth a mention too, as they are strong on the road with excellent ABS. You can also switch off the rear ABS should you want some supermoto sideways fun – and why not? We didn’t hit out any serious kays on the G/S – frankly, I didn’t want to leave BMW’s superb off-road park – which was probably a good thing as the seat is a tad harsh and thin, and there’s no real wind protection. However, you can fit optional heated grips, cruise control and potentially do a distance. A long weekend touring with some optional luggage? Why not? A two-week road trip? Maybe not. VERDICT It’s hard not to fall in love with the R 12 G/S. I love the styling, the retro looks are spot on and, as with every BMW, there’s a very high level of finish and feel. It’s not just a styling exercise, either. It’s easy to ride both on and off-road due to that torquey air-cooled engine and natural balance. There’s enough power for the real world and excellent rider aids can be easily tailored to how and where you ride. Tick the appropriate boxes and you can have a G/S that’s more than capable off-road, or a G/S that’s more suited for the road or commuting in the city while looking stylish. There isn’t a fuel gauge on the TFT dash, you still need a key for the steering lock, and under 110hp might not be enough power for some, especially when you’re shelling out over $30k for the top spec model. If you want a cheaper retro scrambler style bike, there is competition from Triumph and Ducati. Ducati’s retro DesertX is arguably the closest competition. The original Dakar R 80 GS. You can see how the DNA has been carried over to the latest version But I don’t think we should measure the G/S on power figures or price, but how it makes you feel. I couldn’t stop smiling all day, I loved riding it and, yes, I want one in my perfect garage. I think it’s the type of bike that will make you smile every time you open the garage door. PROS – It looks hot! The styling is backed up with a torquey engine, balanced chassis and excellent rider aids. CONS – Only has a fuel level warning light while thin seat and lack of wind protection stops it being a practical interstate tourer. Competition Ducati Desert X from $29,800 Triumph Scrambler 1200 XE from $24,900 Moto Guzzi V85TT from $24,890 SPECIFICATIONS ENGINE Capacity 1170cc Type Air-cooled, 4v per cylinder four-stroke, boxer twin Bore & stroke 101mmx73mm Compression ratio 12:1 Fuelling EFI with Ride-by-Wire Transmission Six-speed Clutch Hydraulically operated dry clutch PERFORMANCE Power 80kW (109hp) @ at 7000rpm (claimed) Torque 115Nm @ 6500 rpm (claimed) Top speed 217km/h (est) Fuel consumption 4.8L/100km (claimed) ELECTRONICS Rider aids Three rider modes are standard, with Enduro Pro optional. Lean-sensitive TC, Engine Drag Control (MSR), and cornering ABS standard. Rider modes Rain, Road, Enduro CHASSIS Frame Tubular steel space frame Rake 26.9° (std) Trail 120.8mm (std) Wheelbase 1580mm (std) SUSPENSION Type Marzocchi Front: 45mm, USD, fully adjustable, 210mm travel Rear: Single rear shock, fully adjustable 200mm travel WHEELS & BRAKES Wheels Aluminium cross-spoke wheels Front: 2.15 x 21in Rear: 4.0 x 17in (4.0 x 18in optional) Tyres Metzler Karoo Street/Karoo 4 Front: 90/90 X 21in Rear: 150/70 x17in (150/70 x 18in optional) Brakes Front: Twin 310mm discs with Brembo twin-piston calipers, cornering ABS Rear: Single 265mm disc with two-piston floating caliper DIMENSIONS Weight 229kg (wet) Seat height 860-875mm Width 830mm Length 2200mm Ground clearance 240mm/255mm Fuel capacity 15.5L BUSINESS END Colour options Light White, Night Black Matt, Optional 719 Price From $26,540 ride away Contact bmw-motoarrad.com.au The post FIRST RIDE | 2025 BMW R 12 G/S appeared first on Australian Motorcycle News.

Major WorldSBK grid slots filled as Oliveira replaces Van der Mark at ROKiT BMW, with another big name to join the Pata Maxus Yamaha official squad BMW has completed its factory line-up for the 2026 FIM Superbike World Championship, confirming Miguel Oliveira will step across from MotoGP to the ROKiT BMW Motorrad WorldSBK Team. The Portuguese rider will partner recent signing Danilo Petrucci on the BMW M 1000 RR. Oliveira, 30, brings seven seasons of premier-class experience and a strong record of five MotoGP wins plus four additional podiums. He began his world championship journey in 2011 in the 125cc class, raced in Moto3 from 2012, and became a mainstay in Moto2 between 2016 and 2018 before graduating to MotoGP in 2019. The 2026 campaign will mark his first full-time tilt at WorldSBK as a BMW Motorrad Motorsport factory rider. Shaun Muir (ROKiT Team Manager) “I’m delighted we can finally announce the signing of Miguel Oliveira to the ROKiT BMW Motorrad WorldSBK Team. Miguel has enjoyed an impressive career in MotoGP, and his arrival in WorldSBK is one of the most anticipated in recent years. We strongly believe he has the character, temperament, and skill set to take the BMW M 1000 RR to the very top and to continue the excellent work that Toprak has delivered over the last two seasons. We look forward to the first opportunity to get him on the bike. In the meantime, our focus remains on finishing this championship as strongly as possible and building on that success as we move into 2026.” Sven Blusch (Head of BMW Motorrad Motorsport) “We are very happy to welcome Miguel Oliveira as a new factory rider for our ROKiT BMW Motorrad WorldSBK Team. Miguel has impressively proven throughout his career that he three Grand Prix classes, including five in MotoGP, he brings valuable experience and a high level of professionalism to our project. Together with Danilo Petrucci, his new teammate, he forms a strong and competitive rider duo. The two already know each other well. This constellation gives us the opportunity to take the next steps in our development and to further reinforce BMW Motorrad Motorsport’s ambitions in WorldSBK. The entire team is very much looking forward to working with him. But for now, our focus is on the remaining races of this season, with big goals: we want to win the world championship title again with Toprak Razgatlioglu and build on Michael van der Mark’s strong performance at Magny-Cours in order to also play a decisive role in the battle for the manufacturers’ title. Michael’s time in our WorldSBK project will come to an end after this season. I would like to sincerely thank him for his commitment, his successes and his achievements during his five years in our WorldSBK team. We are currently working on opportunities for further collaboration with him within the BMW Motorrad Motorsport family and would be delighted to move into a new future together with him.” Miguel Oliviera “To join the BMW family in the World Superbike Championship is an exciting step in my career, one in which I see tremendous potential. I am becoming part of a project that is not only ambitious and competitive, but has also made a significant impact on both the championship and the motorcycle industry. Being involved with a new team, working alongside strong partners, and embracing a new championship format gives me great motivation to deliver my very best. I want to sincerely thank Mr. Sven Blusch, Technical Director Chris Gonschor and Team Principal Shaun Muir for their trust and enthusiasm. I can’t wait to begin this new chapter together.” Oliveira’s arrival finalises BMW’s 2026 WorldSBK roster alongside Petrucci, signalling a renewed factory push as the brand targets front-running form with its latest-spec M 1000 RR. Meanwhile, Yamaha Motor Europe has confirmed Xavi Vierge will step into the factory Yamaha WorldSBK squad for 2026, having ridden with the factory HRC squad for the past 4 years. The 28-year-old Spaniard, a race winner and podium finisher across Moto2 and WorldSBK, will make his first outing on the R1 at a post-season test in Jerez following the 2025 finale next month. Vierge completes Yamaha’s refreshed 2026 rider roster. He will join Andrea Locatelli in the Pata Maxus Yamaha WorldSBK Official Team, while Remy Gardner and new signing Stefano Manzi will line up for the GYTR GRT Yamaha WorldSBK Team. Niccolò Canepa (Yamaha Motor Europe Road Racing Sporting Manager) “We are pleased to have reached an agreement with Xavi Vierge that will see him join the Pata Maxus Yamaha WorldSBK Official Team for 2026. He brings a lot of experience to our project, both from within Superbike and his time in Grand Prix racing. We are excited to see what he can achieve and look forward to starting our journey together. Through the winter, we will continue to work hard on developing the R1 and with Vierge joining Locatelli at Pata Maxus Yamaha and Manzi moving up from Supersport to join Gardner at GYTR GRT Yamaha, we have four young and hungry riders on the bike next year which is an exciting prospect.” The post Oliveira WorldSBK Bound With BMW in 2026 appeared first on Australian Motorcycle News. View full article

175kW homologation special ups the ante for all superbikes Having delivered two WSBK riders’ titles and three manufacturers’ crowns since 2022 the existing Ducati Panigale V4 R is a dominant force in the premier series for road-based machines – so its rivals probably won’t be too pleased to see a completely revamped and even more impressive homologation machine launched in time for the 2026 campaign. It’s not a surprise to see a new Panigale V4 R join the range for next year. After all, the standard Panigale V4 was completely redesigned for 2025, ditching the signature single-sided swingarm and adopting a new chassis and styling, so an ‘R’ version aimed at racing was always sure to follow. But the sheer extent of the updates will come as a surprise, with Ducati porting across knowledge from its MotoGP bike development to hike the level of aerodynamic performance. The basics of the 2026 Panigale V4 R are borrowed from the standard Panigale V4, including the ‘Hollow Symmetrical Swingarm’ that replaces the old single-sider, alongside a redesigned front frame, using the engine as a stressed chassis part. Both the frame and swingarm are designed to be more flexible than their predecessors, by 40% and 37% respectively, in the pursuit of improved grip at the extreme lean angles that modern race tyres allow. When a bike is cranked on its side, the suspension – designed to work when it’s upright – can’t do much to absorb bumps, so adding controlled chassis flex helps keep the rubber firmly in contact with the asphalt. On the R, the swingarm pivot height is adjustable over an 8mm range, with four positions, and the Ohlins TTX36 rear shock, while similar to last year’s, has a stiffer spring to counteract the fact the new swingarm is longer, and a redesigned linkage to allow substantially more ride height adjustment. Up front, the Ohlins NPX25/30 forks are carried over from the previous Panigale R, with Brembo’s latest Hypure calipers mounted at their bottom and gripping 330mm discs that can be optionally uprated to larger 338.5mm rotors with the ‘Pro’ brake package. A more extreme ‘Pro+’ pack switches the calipers for Brembo GP4 units. Power comes, as before, from a short-stroke, 998cc version of Ducati’s Desmosedici Stradale V4 engine, packing 160.3kW at 15,750rpm and 114.5Nm at 12,000rpm. That’s the same peak power as the previous version, but torque is higher and Ducati claims a significant boost in midrange performance. Adding the optional, track-only Akrapovic exhaust and a race engine map hikes power to 172.8kW, and when used in conjunction with special Shell oil developed for the bike, the peak goes to 175.7kW. It’s a tiny fraction less than the previous generation could achieve with the same mods, but the new version of the engine meets the latest Euro5+ emissions rules and the extra torque means overall performance should feel stronger. Top speed, with those track mods, is a remarkable 330.6km/h, and even straight from the showroom the bike will hit 318.4km/h thanks to revised gearing that makes the most of the engine’s power. Changes to the engine include new camshafts, lighter pistons, a heavier crankshaft and new conrods, as well as a redesigned intake that repositions the secondary fuel injectors for better atomisation. Visually, the bike adopts the same styling as the standard 2025-on Panigale V4 but adds race-style addenda including larger winglets – 20mm wider that the stock bike – and GP-style downwash ducts at the lower front edges of the fairing. These units, which Ducati calls ‘Corner Sidepods’, debuted on the company’s MotoGP bikes in 2021 and have since been mimicked across the grid in that series, but this is their first appearance on a road-going production bike. They’re intended to create downforce when the bike is at max lean, interacting with the road surface to produce ground effect, where the air between the surface of the bodywork and the ground is accelerated, reducing its pressure and sucking the bike downwards to increase front-end grip. The result, Ducati says, is that the front end holds a tighter line at max lean. In a straight line, the ducts have no effect on drag because they’re in the turbulent wash of the front wheel, so it’s downforce without a top speed penalty. While the bike only comes in red, it’s set aside from the normal Panigale by its bare alloy fuel tank. The second major innovation on the 2025 V4 R is the adoption of a race-style transmission that puts neutral at the bottom, below first gear, instead of between first and second. That means the shift between first and second is more direct and there’s no chance of hitting neutral when shifting between those ratios. Like MotoGP bikes, which also use a similar pattern, the Panigale V4 R has a neutral lock-out that makes it impossible to put the bike into neutral unless you simultaneously push a thumb lever on the right-hand bar. Other updates include the adoption of Ducati Vehicle Observer (DVO) software for the extensive rider-assist systems. Already used on the normal Panigale V4 and some other recent Ducati models, DVO simulates the inputs from 70 external sensors and feeds that info to the computer that operates the slide control, traction control, ABS, launch control and wheelie control systems, helping it make better judgements about how to use those controls. As standard, the bike weighs fractionally more than the previous R, coming in at 186.5kg, but that’s largely because, as a WSBK homologation machine, it must comply with the price cap for the series, set at 44,000 Euros. In Australia, that means a price of $75,200 AUD – not cheap by anyone’s counting, but less expensive than the Panigale V4 Tricolore or Panigale V4 Lamborghini, machines that might be limited-production but lack the thoroughbred racing nature of the V4 R. If you have the means, though, it’s all too easy to hike the price with options that make the V4 R an even more impressive package. The full titanium exhaust needed to unleash all that performance costs a whopping $16,230 AUD, the GP4 calipers are $8,326 and the discs to match them are another $7,888. Carbon wheels to replace the standard forged alloys add $10,820 AUD to the total. Go wild with the online configurator and it’s all too easy to race past the $130,000 AUD mark without ticking every box, so a fully-kitted V4 R could cost something close to twice the bike’s standard list price… The post Ducati Unveils Ballistic Panigale V4 R appeared first on Australian Motorcycle News. View full article

Two new four-cylinder Hondas get Chinese launch ahead of global unveiling There have been hints for months that Honda has been planning a new range of small four-cylinder bikes – including trademarks for the names CB500 Super Four, CB400 Super Four and CBR500R Four – and now two of those machines have officially broken cover at the CIMAMotor show in China. Details of the bikes are still scant, with Honda confirming only that their new four-cylinder engine measures 502cc (a CB400 Super Four and CBR400R Four are expected for the Japanese market where licence rules favour bikes under 400cc) and that the machines feature a next-generation version of the E-Clutch that debuted on the CB650R and CBR650R. We also know there’s ride-by-wire and traction control, the former allowing the uprated E-Clutch system – which automatically disengages and reengages the clutch during gearshifts – to auto-blip the throttle when shifting down. Unlike more complex semi-autos, the E-Clutch doesn’t shift gears itself, you still do that with the foot lever, but it means you never have to use the clutch lever on the bars, even when starting and stopping. But since there still is a clutch lever, you can always override or turn off the E-Clutch and use the bike completely conventionally if you prefer. The next-gen version on the CB500 Super Four and CBR500R Four is more compact than the initial design, too, with the clutch operating servo repositioned to the left-hand-side of the engine, above the transmission, instead of bulging from the clutch cover on the right-hand-side. The bikes shown at CIMAMotor share the same engine – it’s expected to make around 55kW but no figures have been mentioned yet – and the same tubular steel frame, but look very different to one another. The CB500 Super Four is firmly in the retro camp, harking back to earlier models like the CB400SF and the CB750F, despite departing from the double-cradle used on those machines in favour of a design that uses the engine as a stressed component. A single, round headlight above twin horns makes it instantly recognisable. The CBR500R Four, meanwhile, is a resolutely modern sports bike shape, avoiding the wing-laden look of many rivals and instead going to for a clean shape with crisp edges and flat panels, marked out by a distinctive headlight unit that sweeps across the whole nose of the bike. The two machines have different exhaust cans to suit their styles, but are otherwise mechanically identical, with the same upside-down forks and radial Nissin brake calipers, as well as a 5in TFT dash. The decision to unveil the bikes in China reflects the importance of that market, particularly when it comes to bikes in this class. The same show also saw the launch of the ZXMoto 500F – a Super Four-alike made by the new company formed by Zhang Xue, who previously set up the Kove brand. A more complete reveal of the new Hondas, including full specifications and the company’s plans for the models on other markets, is expected later this year, probably around the EICMA show in November. The post Honda CB500 Super Four and CBR500R Four appeared first on Australian Motorcycle News. View full article

Jason O’Halloran capped a dramatic, rain-soaked finale at the Bol D’Or by guiding Yamaha to the 2025 FIM World Endurance Championship crown in the closest title fight in the event’s history Jason O’Halloran rode the last stint as the official Yamaha team won the 2025 FIM World Endurance Championship at the Bol D’Or in France by one point, the closest in the event’s history. The win also gave Yamaha the Manufacturer’s title for the second year in a row. YART entered the finale at the Circuit Paul Ricard with a one-point lead over BMW but after qualifying both teams were on equal points, meaning a winner-takes-all fight lay ahead. After two hours the Yamaha team of O’Halloran, Marvin Fritz and Karel Hanika was holding a 40-second advantage over BMW. However, a persistent loose fairing that cost extra time during three pit stops dropped them back to fourth. However, they never gave up and were back to third at the eight-hour mark. The race then developed into a nail-biting battle for the title with YART knowing it needed to finish second and ahead of BMW to take the crown. All three riders were suffering from a severe stomach bug and at dawn Hanika was so ill that O’Halloran and Fritz went back-to-back for three hours to let him regain some strength. As the hours ticked by, BMW maintained its advantage over YART with the Yoshimura Suzuki team leading. Then, with just 30 minutes remaining, everything changed. The BMW’s engine started smoking and blew up, meaning YART just had to finish to win the title. With 20 minutes to run, O’Halloran went out but the team’s nerves were on edge as rain started to fall, making conditions tricky. But O’Halloran stayed safe on a course he’d never ridden before and brought the Yamaha home for its third EWC title, adding to the ones taken in 2009 and 2023. It made Fritz and Hanika double EWC champions, with O’Halloran grabbing his first world title on debut. “It’s been an amazing season,” he said. “We won at Le Mans, then led at Spa before my crash, but we fought back to the podium. Obviously we had our issues at Suzuka and didn’t finish the race, which meant it all came down to here. It was my first time riding at Circuit Paul Ricard. I literally only completed my first laps in Private Practice on Tuesday, so I didn’t know what to expect. We worked through the 24-hour race as you do and never gave up.” O’Halloran also gave BMW credit for its huge effort: “You never ever want to see your competitors go out the way they did. BMW made a fantastic race and they also deserved to be standing here today.” The post O’Show now world champ! appeared first on Australian Motorcycle News. View full article

Fledgling electric motorcycle company ZERO Motorcycles has today announced a new partnership with Queensland-based dealership Australian Electric Motor Co, which will see the brand continue to trade in Australia following its stock liquidation this month. ZERO Motorcycles was previously distributed under Peter Stevens Motorcycles before the retail arm was hit with financial struggles – which resulted in some 400+ ZERO units offered at auction. An industry insider told INFO MOTO that many of the ZERO models sold at auction may have been snapped up by ZERO’s overseas arm. It has been speculated that these models may be utilised by new distributors in Australian Electric Motor Co. “With our chapter alongside Peter Stevens coming to a close, we’re excited to continue building momentum with our longest-standing and best-selling dealer in Australia,” said ZERO Motorcycles director of international expansion Adrian O’Donoughue. “This new partnership ensures that both longtime owners and new riders can keep enjoying our bikes with full support for sales, parts, and service every step of the way.” 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 ZERO Motorcycles to live on in Australia appeared first on INFO MOTO. View full article

Specs promise 600cc power and 1000cc torque plus 130km range and 30-minute recharge Honda unveiled its EV FUN concept bike at last November’s EICMA show with the promise that the production version would be available in 2025 – and the company looks just about on course to do that after releasing official images and the first specs of the machine in Europe. While the ‘EV FUN’ name was a bit on-the-nose, the production model’s name, WN7, feels a little bland in comparison. Honda says the title derives ‘W’ from the development concept ‘Be the Wind’ and ‘N’ from ‘Naked’ while the ‘7’ is reference to the capacity class that the bike is aimed at, presumably 700cc combustion engine bikes. The full launch will be at this November’s EICMA and production is confirmed to be scheduled to start before the end of this year, even though dealers aren’t expected to receive bikes before early 2026. The key information released so far is intriguing. The peak power is rated at only 18kW, but Honda claims the power is on a par with 600cc ICE bikes. It’s not unusual for electric motors to have a rated ‘continuous’ power figure that’s substantially lower than their peak power, though, so Honda’s claim of 600cc performance levels might not be that far off the mark. Meanwhile, the motor’s torque is put at 100Nm, on a par with litre combustion engines, but again that’s a slightly skewed figure because ICE bikes invariably use multi-speed transmissions as torque multipliers at lower speeds, while electric bikes like the WN7 have a single-speed drive between the motor and rear wheel. The real performance level will become clear when we get a chance to ride the bike. Perhaps more important than outright performance, though, is the range and practicality of an electric bike. Honda says the WN7 is good for more than 130km on a charge of its lithium-ion battery, 30km more than was originally promised when the concept was shown last year. Importantly, and unusually for an electric motorcycle, the WN7 also has a CCS2 rapid DC charging port that allows it to plug into the sort of fast chargers used by most electric cars. That means it can refill its battery from 20% to 80% full in 30 minutes, while a 6kVA home charging wall box will complete a 100% charge in under three hours. That points to a battery capacity of around 15kWh. In terms of dimensions, the bike looks to be close to the CB1000 Hornet, and it’s around that mark when it comes to weight as well, tipping the scales at 217kg. Full tech details won’t come until later this year, but the TFT dash is claimed to have RoadSync connectivity and ‘exclusive EV menus’, while the lighting is full LED. And how much does it all cost? In the UK, the price has been confirmed at £12,999, equivalent to $26,600 AUD. The post Honda WN7 Electric Bike Launched appeared first on Australian Motorcycle News. View full article

Diavel V4 RS joins updated Multistrada V4 RS to add more desmo options to Ducati’s 2026 range Ducati has traditionally offered most of its models in either a base form or an Ohlins-suspended ‘S’ variant but it added an extra tier with the launch of the Multistrada V4 RS in 2023 – boosting performance as well as handling prowess. Now there’s a new RS in town in the form of the Diavel V4 RS and Ducati says it’s the fastest-accelerating production bike it’s ever made. The formula is the same one that was used to create the Multistrada V4 RS. Like the normal Multistrada, the standard Diavel uses Ducati’s Granturismo V4 engine, with an 1158cc capacity and conventional, sprung valves instead of the signature desmodromic system used by high-performance Ducatis for years. For the Multistrada V4 RS the Granturismo V4 was swapped for a version of the Desmsedici Stradale engine used in the Panigale V4, complete with desmodromic valvetrain and a smaller, 1103cc capacity. That makes for a more powerful, more rev-hungry character, and new Diavel V4 RS is created using the same recipe. Once again, the normal Diavel V4’s 168h, 1158cc Granturismo V4 engine is ditched for the RS model, replaced with a 182hp version of the 1103cc Desmosedici Stradale V4. That peak needs you to rev it to 11,750rpm, and the redline doesn’t arrive until 13,500rpm and is stretched even further to 14,000rpm in first gear. That higher rev limit might well be a key to the Diavel V4 RS’s ability to out-accelerate any other production Ducati up to 100km/h, a target it hits in just 2.5 seconds (admittedly with Marc Marquez at the controls – your mileage may vary if you’re not a multiple world champion.) Ducati says the only machine it makes that can beat that mark is Marquez’s normal ride, the Desmosedici GP25 MotoGP bike. The motor is paired to a revised look, with RS graphics and updated bodywork including new air intakes and a single-seater tail unit, all made of carbon. The standard, two-seat tail can be specified if you want to ride with a passenger. Forged Marchesini wheels and new red-painted Brembo Stylema calipers add to the look, as does a redesigned titanium finisher for the distinctive, quad-exit exhaust. Weight, without fuel, is 3kg lighter than the standard bike at 220kg, and while Australian market prices haven’t been revealed, elsewhere the RS costs around 40% more than the standard offering, which would equate to around $61,000 AUD if the same is applied over here. While the engine is the centrepiece of the changes, and includes a dry clutch and high-end electronics including launch control, wheelie mitigation, three power modes and four riding modes as well as cornering traction control, the chassis parts are also substantially upgraded. New, 48mm Ohlins NIX30 forks replace the normal, 50mm USDs, and there’s an Ohlins SRX46 rear shock to match. The updated wheels are shod in Pirelli Diablo Rosso IV tyres, which previously weren’t offered in the wide, 240/45-17 size that the Diavel uses at the rear. The other ‘RS’ model in Ducati’s range, the Multistrada V4 RS, is also updated for 2026, with improved strategies for its semi-active Ohlins Smart EC2.0 electronics suspension, as well as new Marchesini forged wheels and improved electronics for the Bosch combined, cornering ABS braking system. Like the latest Panigale V4, the 2026 Multistrada V4 RS also gets the Ducati Vehicle Observer (DVO) system that simulates 70 sensors in addition to the normal data from the inertial measurement unit, feeding that info to the cornering ABS and wheelie control systems. Ducati’s uprated DQS 2.0 quick shifter is also added for 2026, along with new graphics for the TFT dash. Again, there’s no Australian price yet for the 2026 Multistrada V4 RS, but the 2025 version’s $57,400 AUD gives a good idea of what to expect. The post Ducati Doubles its RS Offerings appeared first on Australian Motorcycle News. View full article

The first Chinese-built inline four to hit the Australian market ushers in a new era of affordable performance Twist the throttle of CFMoto’s new 500SR VOOM and its four 125cc pistons harmonise into a fluid, rising soundtrack that builds with every thousand rpm. It starts with a reasonably loud hum at low revs, as musical as it is mechanical, and the note tightens into a keen-edged growl in the midrange before soaring into a distinctive howl as the digital tacho climbs past 10,000rpm. It’s urgent, alive and unmistakably inline-four, and I’d forgotten just how much fun a small-capacity four-cylinder engine can be. That steady, insistent pull that rewards commitment, thrives on revs and has you nervously checking your surroundings for flashing red and blues. Compared to today’s ubiquitous parallel twins, the VOOM’s engine feels creamy and turbine-smooth, thanks to its naturally balanced 180-degree crank and the seamless timing of four evenly spaced crank throws. It’s just so much fun; you’re chasing the redline not out of necessity, but because it’s addictive. FOUR PLAY The 500SR VOOM is the first Chinese-built inline four-cylinder motorcycle to be sold in Australia. Even with a ride-away price of $10,990, I already knew the ride quality and the execution were going to be top notch. I’m a big fan of what the 37-year-old brand has achieved in the past decade, but I wasn’t prepared for just how much fun I was going to have on a 500cc retro-styled sportsbike. It’s also worth noting the VOOM isn’t LAMS-approved. Despite its capacity, it exceeds the power-to-weight threshold and doesn’t qualify for Australia’s learner scheme. That’s unusual for anything under 660cc, but not entirely without precedent – Kawasaki’s ZX-4R and ZX-4RR are also off the list. Like those bikes, the VOOM occupies a small niche of compact, high-performance models aimed at fully licensed riders only. And that uniqueness adds to the appeal. Twin circular taillights echo the front styling Apart from that bold styling (more on that later), the 499cc inline four is the jewel in the 500SR VOOM’s crown. It’s free-revving, responsive and makes all the right noises. Peak power arrives at a relatively high 12,500rpm, but the engine thrives on revs, pulling harder the longer you stay in it, with a smooth, progressive build that’s both usable and exhilarating. Unlike some fours that feel strangled down low, the VOOM still gives you something to work with at the bottom and in the midrange, although the upper region is where the real fun lives. It runs a conventional cable-operated throttle, which keeps the connection feeling direct and mechanical – but also means there are no selectable ride modes. Standard quickshifter works on up-changes only This is the first four-cylinder engine developed by CFMoto, and it’s been built in-house. Despite the company’s joint-venture ties with KTM, this 499cc DOHC engine is entirely its own. Bore and stroke measure 63mm by 40mm, which explains its lively top end, and the claimed peak power output is 58kW (78hp) at 12,500rpm with 49Nm of torque at 10,000rpm. Ram-Air lift takes it to a maximum 61kW (82hp) at speed. That Ram-Air effect is fed by twin intakes cleverly integrated into the faux headlights – the actual LED projectors sit low and recessed under the front cowling, leaving the ‘headlight’ pods to function as air ducts. Those are Ram-Air intakes, old mate. The headlights are below What’s arguably more impressive is that CFMoto has brought this engine to market as a fully homologated, Euro 5+ compliant roadbike. At a time when Yamaha has been forced to make both its YZF-R6 and YZF-R1 inline fours track-only models due to Europe’s tightening emissions laws and the costs of ongoing development, here comes a Chinese manufacturer not only launching a brand-new straight-four, but clearing the regulatory hoops at the same time. Of course it’s not the only one available today – the three other Japanese brands are still developing them and BMW and MV, too – but for CFMoto to launch a completely new platform, clear Euro 5+ and hit this level of execution on its first attempt is impressive by any measure. It might have sporty pretensions but the 500SR VOOM is all-day comfortable The VOOM’s first gear is so short I ended up skipping it entirely – second gear launches were smoother, better for the quickshifter and more enjoyable from an aural perspective. In fact, the whole gearbox and quickshifter package felt inconsistent at first. At low throttle openings, the transmission was snatchy and the quickshifter was occasionally stubborn. But once I clocked that it was a loose chain and adjusted the tension correctly, the whole set-up was transformed. Shifts became clean and reliable, throttle transitions smoothed out and all my early gripes vanished with a properly tensioned drive chain. The six-speed gearbox is matched to a slipper clutch. Once things were dialled in, it worked well. The up-only quickshifter is responsive and adds to the sporty feel; you can switch it on or off via the dash settings if you prefer a retro sportsbike experience. It is as refined as anything you’d find on a premium offering – especially higher in the rev range where shifts are sharp and seamless. You can create magic with this handlebar switchblock To my eye, this is one of the rare times a low-cost bike has gone all-in on bold styling without ending up looking awkward or clumsy. VOOM’s neo-retro fairing hits that sweet spot between homage and modernity, with clear visual cues that recall Suzuki’s game-changing 1985 GSX-R750 – especially in the dual ‘headlights’, the shape of the bodywork and the twin pipes. There’s also plenty of CFMoto’s own Papio minibike in the design, and I can even see a hint of the Paton twin that races in the Isle of Man’s Lightweight TT class. But, unlike some of CFMoto’s earlier efforts that tried to blend too many ideas, this one feels fully formed. It’s cohesive and distinct. Old school and contemporary styling merge elegantly Those faux headlights are bordered by ring-shaped daytime running lights that give the bike a sharp, unmistakable on-road presence that’s complemented by the always-on indicators which make the bike look wider from a distance than it actually is. Around the back, the twin circular taillights echo that same design. The dual exhausts give it a real retro racer look, as does the shape of the petrol tank, which is flat on the top and tapers towards the bottom while the base of it gets factory-installed grip tape which is proper old school. A neat touch are the bar-end mirrors, which suit the retro racer look and offer better visibility than expected. They sit out wide enough to be really useful, but could impede on lane splitting if you’re using the VOOM to commute. Pretty cool exhaust cans eh? While the styling leans heavily on old-school cues, the equipment is anything but. Fully adjustable suspension front and rear, a 41mm upside-down fork, dual 300mm discs with radial-mounted J.Juan calipers, an adjustable steering damper and a slick 5-inch TFT dash with navigation support all come standard. One particularly cool feature is the live power and torque curve displayed on the dash – an active overlay that traces your engine’s output against the revs in real time. Whether it’s gimmicky or not is up for debate, but it does give you a visual reference in terms of where you are in the powerband and how your throttle inputs translate into actual performance. LEAN CUISINE For a bike that looks and sounds like it does, the VOOM is surprisingly well-mannered. The chassis is well sorted, quick steering and offers a tonne of feedback. It turns in really easily thanks to the relatively narrow 160-section rear tyre, and the neutral-for-a-sportsbike ergonomics give you plenty of control. At a claimed 194kg wet, it’s relatively light for a fully faired inline-four and feels nimble through direction changes and is easy to manage at low speeds. Plenty of warning if you are about to run out of ground clearance. But let’s swap those out for titanium The suspension plays a role here, too. The fork and rear shock are adjustable for preload and rebound, although I didn’t feel like I needed to make any changes, such was the quality of the base settings – and yes, I’m the first person to test the unit. It felt great straight away; firm enough to push, yet not harsh or twitchy. Over mixed roads it stayed composed and never felt overwhelmed; really impressive stuff for the asking price. Mid-corner, the VOOM communicates well – there’s good feel through the ‘bars and ‘pegs – making it easy to develop trust. That’s helped by the CST Migra S3N tyres, which felt surprisingly grippy in all the conditions I rode through. And with both pressure and temperature data displayed in real-time on the dash, it adds a layer of confidence most bikes at this price can’t offer. The 41mm upside-down fork runs dual 300mm discs with radial-mounted J.Juan calipers Those J.Juan front brakes are backed up by a 220mm rear disc, all connected to a dual-channel ABS system. The front brake set-up is excellent – progressive feel, good bite and no hint of fade. I did feel the rear ABS intervention a few times through the pedal when decelerating hard into switchbacks, but never through the lever, and it wasn’t off-putting. The rear brake itself isn’t overly powerful, but useful when used in tandem with the front for stabilising the bike into a corner or tightening a line without upsetting anything. From this angle the 500SR VOOM looks understated. But don’t be fooled There’s also a steering damper fitted as standard. Once again, I didn’t feel the need to move through any of the 20-step adjustability on offer, nor did I really notice its presence – which is probably the point. Beyond that, it’s surprisingly practical for something that looks so focused. The switchgear is intuitive, the clutch action is light and fuelling is just about perfect. Fuel consumption over the test averaged 5.2L/100km, and with a 15.5L tank, that gives you a theoretical range just shy of 300km. Dashboard is amazingly comprehensive for what is a budget model Mimicking that retro styling is a relatively relaxed ergonomic triangle. The handlebar mounts are cast directly into the top triple clamp rather than being clip-ons mounted beneath. While the sportsbike look is convincing, the overall riding position isn’t punishing and you’ve got plenty of room to move around. The seat is wide and supportive. I never found myself wishing for a break to ease any numbness or discomfort and it’s really accessible at 795mm high, too. Rear brake ABS was activated going hard into switchback hairpins There’s a prominent pillion pad, which garnered many a comment from others saying they wouldn’t like to spend a lot of time there, but there are certainly more precarious-looking pillion seats around and it does form a decent perch to strap a bag to (which I did). There’s even a decent-sized loop strap tucked underneath it for someone to hang on to if they so desired. DASH OF GENIUS For a sub-$11k sportsbike, the VOOM packs in more tech in the dash than you’d reasonably expect. The five-inch TFT unit is crisp and well laid out, with a standard display that includes a tacho, digital speed readout, both engine and ambient temperatures, a clock, fuel gauge, range-to-empty, trip data, real-time tyre pressure and temperature, and the live power and torque curves. You can toggle between two trips and an odo, and the layout is easy to read at a glance. Steering damper looks trick and worked seamlessly without adjustment Dive into the menu and you’ll find five tabs. Under Vehicle, you can switch traction control between Level 1, Level 2 or off, adjust the RPM threshold for the shift light, turn the quickshifter on or off, and activate or disable the ESS (Emergency Stop Signal), which flashes the indicators during heavy braking. The other menu tabs cover Phone, Music, MotoPlay (which enables Google Maps projection to the dash) and Settings, where you can customise language, units, time and even create two separate display presets depending on how you want the dash to look. It’s a polished system that genuinely adds value without trying to be too clever for its own good. The jury is still out on the pillion perch There are dual USB ports inside the fairing below the dash – one USB-A and one USB-C – making it easy to charge a range of devices. Buyers can also option a T-box module, which gives you ride tracking, over-the-air updates, diagnostics and navigation control. VERDICT It’s been a long time since a new bike surprised me this much. Not because I had low expectations, but because the VOOM over-delivers in all the areas that matter on such an inexpensive machine. The engine is the star, no question. It’s engaging, characterful and makes you want to find the long way home. But what makes it work as a complete package is that the chassis, suspension, brakes and build quality all keep up. There’s no weak link. And then there’s the price. At $10,990 ride away, you’re getting a proper inline-four with high-spec componentry, decent electronics and one of the best dashes in the segment. It’s not a beginner’s bike and it’s not just a weekend toy either. The VOOM occupies that rare sweet spot where performance, style and everyday usability overlap. Just like those sportsbikes of the 1980s and 1990s did. Record setter Before it even hit Australian showrooms, the 500SR VOOM became a record-breaker. At Lake Gairdner in South Australia, CFMoto’s new inline-four clocked 227.42km/h (141.31mph), setting a new official Australian land speed record in the 500P‑P (500cc Production Frame/Engine) class. The record-breaking run was piloted by Richard Harding and eclipsed the previous 500cc class benchmark of 199.14km/h. That effort gives the VOOM a unique claim in the current sportsbike market; a verified land-speed record on a production-spec machine, before a single unit had been delivered. The company it keeps The CFMoto 500SR VOOM is the most affordable inline-four motorcycle currently sold in Australia, and by a fair margin. While it doesn’t have many direct rivals, there are still a few other options worth noting. Kawasaki ZX-4R / ZX-4RR Launched in 2023, Kawasaki’s ZX-4R range revived the high-revving, small-capacity four-cylinder formula. The ZX-4RR gets more premium running gear and is priced at $13,194 plus on-road costs, making it the VOOM’s closest competitor in layout and licensing class. Like the VOOM, neither version is LAMS-approved. Honda CB650R A 649cc inline-four with more torque and top-end grunt, Honda’s middleweight neo-retro nakedbike sits in a different class but could be the next step up for riders who love four-cylinder performance. It’s heavier, less visually nostalgic (to my eye) and, when on-road costs are added, around $2500 more expensive. Suzuki GSX-8R Not an inline-four, but worth a mention for context. Suzuki’s new GSX-8R is likely to draw interest from some of the same riders. It uses a parallel-twin engine, not a four, and targets sportsbike riders looking for comfort. It’s $3000 more expensive and less exciting on paper, but smooth and refined to ride. SPECIFICATIONS ENGINE Capacity 499cc Type Inline four cylinder, DOHC, four valves per cylinder Bore & stroke 63mm x 40.1mm Compression ratio 12:1 Cooling Liquid Fueling EFI, Bosch Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 58kW (78hp) [max. 61kW (82hp)] @ 12,500rpm (claimed) Torque 49Nm @ 10,000rpm (claimed) Top speed 220km/h (claimed) Fuel consumption 5.2L/100km (measured) ELECTRONICS Type Bosch Rider aids ABS, traction control, up-only quickshifter and shift light Rider modes Not applicable CHASSIS Frame material Tubular-steel frame Frame type Trellis Rake Not given Trail Not given Wheelbase 1395mm SUSPENSION Type CFMoto Front: 41mm upside-down fork, adjustable preload and rebound, Rear: Multi-link monoshock, adjustable preload and rebound WHEELS & BRAKES Wheels Cast alloy Front: 17in x 3.0 Rear: 17in x 4.5 Tyres CST Migra S3N Front: 120/70R17 Rear: 160/60R17 Brakes J.Juan, ABS Front: Twin 300mm discs, four-piston monobloc calipers Rear: Single 220mm disc, single-piston caliper DIMENSIONS Weight 194kg (wet, claimed) Seat height 795mm Width 730mm Height 1115mm Length 2010mm Ground clearance Not given Fuel capacity 15.5L SERVICING & WARRANTY Servicing First: 1000km Warranty Up to three years, unlimited kilometres BUSINESS END Price $9590 (ride away) Colour options Nebula White or Zephyr Blue CONTACT cfmoto.com.au The post ROAD TEST | 2025 CFMoto 500SR VOOM appeared first on Australian Motorcycle News.

More power, smarter electronics and fresh bodywork headline changes to hard-hitting Huskies Husqvarna has lifted the lid on refreshed 701 Enduro and 701 Supermoto models, promising more poke, smarter rider aids and sharper styling while sticking to the big single’s keep‑it‑simple brief. Production is due to start in September 2025, with Australian availability and pricing TBC. At the core is a reworked, Euro 5+‑compliant LC4 single that jumps from 74 hp to 79 hp (54.5 kW to 58.1 kW). Alongside a new exhaust with a relocated cat, higher‑pressure fuel pump and revised valve timing for stronger low‑rpm torque, news that service intervals have been stretched to 15,000 km for oil changes and 30,000 km for valve checks will be music to the ears of prospective buyers. The cockpit gets a long‑overdue upgrade to a 4.2‑inch landscape TFT with clear revs and gear indicators, and bar‑mounted toggles to swap ride modes and trim traction control and ABS on the fly. Connectivity runs through the Ride HQV app for calls, music and turn‑by‑turn+ nav, and there’s a USB‑C port. Cornering ABS and Cornering MTC are standard on both bikes, and the 701 Enduro adds a dedicated button to fully switch off ABS for proper dirt work. Model‑specific tech is where things get interesting. The 701 Enduro’s optional Rally Mode unlocks Motor Slip Regulation, a Slip Adjuster and the new Dynamic Slip Adjust system, which briefly allows more rear‑wheel spin when grip drops, before reverting to your chosen traction‑control level once you’re back on solid ground – designed to increase permitted slip when you need momentum. The 701 Supermoto, meanwhile, picks up Supermoto+ ABS to let you back it in with controlled rear slides while keeping front‑wheel ABS active, plus a Sport ABS setting that allows harder, later braking at lean before intervention. Opt into Track Mode and you also get launch control, a five‑step anti‑wheelie, Motor Slip Regulation and a Slip Adjuster. Up front, the four‑piston Brembo caliper and 320 mm disc remain in play. Under the skin, both bikes carry over the chromium‑moly trellis frame, aluminium swingarm and the polyamide subframe that doubles as the fuel tank, now paired with updated WP suspension settings and new centre‑stand mounting points. Fresh plastics, a brighter LED headlight and cleaner graphics modernise the look – white/blue for the Enduro, white/yellow for the Supermoto – without ditching the Swedish‑minimal vibe. Significant changes at a glance Power up: LC4 single now 79 hp (approx. 58.1 kW), with revised valve timing and a new exhaust/catalyst. Longer service intervals: oil at 15,000 km, valves at 30,000 km. New 4.2‑inch TFT: bar‑mounted mode/TC/ABS controls, plus USB‑C and app connectivity (calls, music, turn‑by‑turn+). Smarter brakes: Cornering ABS on both; Supermoto+ ABS and Sport ABS on 701 Supermoto; full ABS disable on 701 Enduro. New electronics packs: Dynamic Slip Adjust in optional Rally Mode (Enduro); optional Track Mode with launch control and five‑level anti‑wheelie (Supermoto). Chassis and styling tweaks: updated WP settings, new bodywork and LED headlight, centre‑stand mounts carried over. Pricing is TBC, but the blend of extra grunt, less‑intrusive electronics and stretched service intervals look great on paper. The post Husqvarna Unveil Updated 701 Enduro and Supermoto appeared first on Australian Motorcycle News. View full article