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A purring triple-cylinder engine and sharp handling have this big cat gunning for a spot among the all-time great all-rounders It’s all too easy to assume the 2025 Tiger Sport 800 is a Tiger 660 with a current engine plucked from stock and shoehorned into the smaller bike’s chassis. It is, in fact, a new model and concept from Triumph with an entirely new 800cc triple engine – which I’m sure we will see in other models to come. The chassis is similar to the 660’s and shares the same swingarm, but the frame has been modified to accommodate a larger airbox and three separate intakes rather than the single intake of the 660. The brakes are shared with the new Speed Twin 1200, and I’m sure other cycle parts hail from other models, but the blend of a sporty 17-inch front rim – not the 19-incher found on the 850 Sport and 900 GT Sport – and adventure styling gives the 800 a new and subtly sporting attitude. No mistaking that familiar Triumph ‘face ON THE ROAD In the early morning sunlight, on smaller rims and in optional Cosmic Yellow, the Tiger looked purposeful; for under $20k it’s a great-looking bike. Even if you remove the badges, it’s clearly a Triumph. The TFT dash and three riding modes may feel basic in 2025, but for many riders they’ll be just right. At 835mm, the non-adjustable seat height makes the bike unintimidating, and the compact cockpit is easy to navigate. The standard quick-shifter works smoothly, and fuelling is precise across Rain and Road maps. All-day comfort with enough power, torque and handling to keep up with the big boys. How good is that? Cold, damp roads made me opt for Rain mode, but as the fuelling was so smooth and the torque curve so flat, I’m not sure it was even needed. The standard Michelin Road 5 rubber worked well in poor weather, and I could only provoke the traction control by deliberately accelerating hard over white lines or slippery manhole covers. It was easy to change modes on the move, but it’s not actually clear which mode you’re in once selected as there’s no obvious indication on the dash. Triumph branded brakes are the same as those used on the standard Speed Twin 1200 In town there was a lovely burble and rasp from the exhaust that’s complemented by an induction roar from the airbox. The bike felt up for some fun and certainly processed traffic with a smile on its face. Like the Tiger Sport 660, the 17-inch front wheel and road-biased geometry allowed it to steer quickly and easily and there was none of the slightly top-heavy feel of some older Tigers. Don’t be fooled by looks. This is a totally new triple that will surely power other models to come A brief stretch of fast motorway revealed that the 800 isn’t as revvy as the 660 and is noticeably more relaxed (and relaxing) as speeds push past 130km/h. The riding position is adventure style – upright but balanced – and the largish, manually adjustable screen was effective at diverting a wintry blast from my upper body and head. Triumph makes some fine-handling bikes and the new Tiger adds to that tradition. On twisty roads, its 214kg seemed to disappear, making it effortless to ride and hustle. It’s flickable and fun like the smaller 660 but the chassis has more refinement and control. Standard muffler still emitted a healthy growl when flogged high in the rev range Despite the 800’s adventure bike looks, its unambiguous road focus means the suspension doesn’t need to be long-travel to cope with any off-road work. With less travel than a typical 19-inch adventure machine, the chassis and suspension work well together; there’s enough weight transfer under braking to load and work the tyre, but the fork doesn’t dive like a soccer player looking for a penalty, while the rear is controlled and offers plenty of feedback – even when you start to make full use of the triple’s 84.6kW (113hp). Showa fork is tuned for road use, despite the adventure bike styling The torque curve is very flat, making for a linear power delivery that drives the 800 with satisfying urgency. Work that smooth quickshifter and you can enjoy a ride brisk enough to make you question why you’d ever want more power or torque. Should the mood take you, it will happily rev past 10,750pm to the limiter at 11,500rpm, and behave like a (comfortable) sports bike. Such is the punch of the midrange, there’s no need but rev beyond 8500rpm but, like all Triumph’s triples, its rasping exhaust sounds epic when you do. The 835mm seat height will suit most riders and there is adequate pillion accommodation In Sport mode, the throttle response is a little sharper, but not overly aggressive, and you can feel the rider aids have been turned down. The TC works as an anti-wheelie and is relatively smooth when it kicks in. In Sport the front wheel hovers and holds over crests or when accelerating hard in the first two gears, whereas in Road mode wheelies are kept on a tight leash with the front tyre firmly planted. Quickshifter is standard Unlike some sports-tourers, ground clearance is excellent for this type of bike. Only heavier riders or those riding two-up with luggage may want to add some preload to the rear. I rode reasonably hard and was impressed by the composure of the chassis at pace. This Tiger certainly has the minerals necessary to chase your (far less comfortable) mates on sportsbikes. The brakes department may lack the Brembo bling of some of the Italian competition but the 800’s twin 310mm front discs and four-piston calipers (there’s a single 265mm disc on the rear) are more than up for the job. The radial-mounted Triumph-branded items are the same as the standard Speed Twin 1200, and they work well on the modern classic too. Cornering ABS is standard and doesn’t change via the mode, which does mean when ridden aggressively it kicks in a little early and is a tad intrusive. For normal riding, though, the safety net of cornering ABS will be a bonus. The Tiger Sport 800 could be one of the best all-rounders in a couple of decades of motorcycling The combination of an excellent chassis with that 17-inch front wheel, a fun engine full of character and a roomy riding position meant I didn’t want the test day to end. It’s not often you can have so much fun in comfort. We only got a taste of the 800’s long-distance ability but after a full day in the saddle I had no complaints. Install some of the optional luggage, which incidentally is the same as the 660’s, even down to its mounting points, and you could easily kick out some big kays. VERDICT The Tiger Sport 800 is a fantastic all-round machine; versatile, as easy to manage as the Tiger 660 but classier, and a cinch around town and at slow speeds – yet attach some luggage and it can belt out a few solid weeks of touring. It will commute efficiently during the week and unsettle sportsbike riders on weekends. It sounds good, looks smart and has bags of character. It also comes with just enough gadgets and rider aids to keep you safe. When it comes to naming the great all-rounders of the last 20 years or so, many will cite Honda’s legendary VFR800 or Kawasaki’s first generation Z1000SX, which are good at almost everything – and now a new bike joins that list. PROS – Excellent chassis, a fun engine full of character and a roomy riding position. CONS – Hard to fault, except for a slightly intrusive cornering ABS system, which doesn’t change with the rider modes. COMPETITION Yamaha Tracer 9 GT from $25,599 (ride away) BMW F 900 GS from $21,770 (ride away) KMT 890 SMT from $20,495 (ride away) Ducati Multistrada V2 from $26,100 (ride away) SPECIFICATIONS ENGINE 798cc water-cooled inline triple, 4 valves per cylinder, 78mm x 55.7mm bore/stroke, 13.2:1 compression, wet multiplate clutch, six-speed quickshifter, chain final drive PERFORMANCE 84.6kW (113hp) @ 10,750rpm, 84Nm @ 8500rpm, est. top speed 250km/h, fuel consumption 4.7L/100km (claimed) ELECTRONICS Bosch IMU with riding modes (Rain, Road, Sport), lean-sensitive ABS and TC CHASSIS Tubular steel perimeter frame, rake 23.8°, trail 99mm, wheelbase 1422mm SUSPENSION Showa 41mm USD fork (comp/rebound adj, 150mm travel), single rear shock (rebound and remote preload, 150mm travel) WHEELS/TYRES 17-in cast alloy wheels, 120/70 front, 180/55 rear, Michelin Road 5 tyres BRAKES 310mm twin front discs with radial 4-piston calipers, 255mm rear disc, Bosch cornering ABS. DIMENSIONS 214kg wet (claimed), seat height 835mm, width 828mm, height 1386mm (screen up), fuel capacity 18.6L PRICE/COLOURS $20,290 ride away. Graphite, Caspian Blue, Sapphire Black, Cosmic Yellow. CONTACT triumphmotorcycles.com.au The post QUICK SPIN | Triumph Tiger Sport 800 appeared first on Australian Motorcycle News.

Honda Motorcycles has pulled the covers off the 2026 CB1000F, a retro-styled performance naked that draws inspiration from the iconic CB750F from the 1980s. Built on the acclaimed CB1000 Hornet platform, the new F-badged model takes a different approach with its completely retuned Fireblade-derived engine and premium specification. Motivating the bike is a familiar 999cc inline-four borrowed from the 2017 Fireblade, though it has been significantly reworked to deliver a more characterful riding experience, according to Honda. Maximum power drops to 91kW (down from the Hornet’s 111.6kW), while torque peaks at 103Nm. Honda’s engineers have deliberately shifted the power delivery lower in the rev range, creating what they describe as an “off-beat” character through revised camshafts, extended intake funnels, and a new 4-2-1 exhaust system feeding a period-correct three-chamber megaphone muffler. Gearing changes reinforce the bike’s more relaxed nature. First and second gears get shorter ratios for snappier acceleration, while third through sixth are taller for comfortable cruising. The styling is pure 1980s homage. Clean lines flow from the fuel tank through angular side covers to the tail unit, with bold graphics inspired by Freddie Spencer’s AMA championship bike. A single round LED headlight flanked by twin horns, chrome downpipes, and that megaphone exhaust complete the throwback aesthetic. Three colour schemes will be available: Wolf Silver Metallic with Blue Stripe, Wolf Silver Metallic with Grey Stripe, and Graphite Black. Suspension spec is a step up from the Hornet, with 41mm Showa SFF-BP USD forks offering preload, compression, and rebound adjustment. The rear shock uses Showa’s separate-pressurisation design with Pro-Link, tuned for a supple ride. Four-piston radial Nissin calipers grip 310mm floating front discs, with cornering ABS managed by a six-axis IMU. Electronics include ride-by-wire with three riding modes plus two user-customisable options, adjustable wheelie control, and Honda Selectable Torque Control. The 5.0-inch TFT dash uses optical bonding for improved visibility and offers Honda RoadSync smartphone connectivity for navigation, calls, and music. Honda Smart Key handles ignition duties. At 214kg kerb weight with a 795mm seat height and 2.8-metre turning circle, Honda claims the CB1000F “handles like a middleweight but with big bike feel.” The fuel tank holds 16 litres, and with consumption of 5.6L/100km, range should exceed 280 kilometres. Honda will offer three accessory packs – Sports, Comfort, and Travel – along with individual items including a quick-shifter, luggage options, and protection gear. At time of writing, it is unclear if the bike will be made available in Australia. 2026 Honda CB1000F. 1 of 9 The post Honda reveals CB1000F retro naked bike appeared first on INFO MOTO. View full article

Ducati has confirmed that its updated Multistrada V4 Rally will hit Australian showrooms in January, 2026, priced from $43,800 rideaway. For 2026, the Multistrada V4 Rally receives a host of updates aimed at making its adventure-touring flagship even more capable for long-distance travel. The Italian manufacturer announced the latest Rally at a media event last week, showcasing refinements across the chassis, electronics, and rider aids that build on the model first launched in 2023. At the heart of the updates is the evolved Adaptive Ducati Skyhook Suspension (DSS) EVO system, which has been enhanced to read road conditions and riding style in real-time. Also new is an automatic lowering device, which drops the bike’s height when speeds fall below 10km/h. The system automatically raises the bike back to normal ride height once you exceed 50km/h on-road or 20km/h off-road. Safety receives a boost with Forward Collision Warning, which alerts riders to potential frontal impacts via a dashboard pop-up. The radar-based system complements existing Adaptive Cruise Control and Blind Spot Detection technology. Ducati has also refined the combined brake system with a new rear-to-front strategy that activates the front brake when only the rear lever is used, reducing pitch and improving comfort, particularly when riding two-up. The 1158cc V4 Granturismo engine carries over unchanged, delivering 127kW and 121Nm. The counter-rotating crankshaft, said to be derived from MotoGP technology, works against wheel gyroscopic forces for sharper handling, according to Ducati. The Rally variant focusses long-distance comfort with its 30-litre fuel tank, improved windscreen (40mm wider and 20mm higher than the standard V4), and standard centre stand and heated grips. Ducati has repositioned the swingarm pivot higher to improve anti-squat characteristics under load, while the rear brake disc grows to 280mm for better stopping power when fully laden. The 6.5-inch TFT display receives updated graphics and more intuitive controls for heated grips and seats. Ducati Connect integration handles navigation, calls, and music through compatible helmet intercoms. Three variants will be offered: Radar (with all radar systems), Adventure Travel & Radar (adding aluminium panniers and heated seats), and Full Adventure (including an Akrapovic exhaust and carbon front guard). Two colour schemes are available: Ducati Red with brushed aluminium tank and black wheels, or Jade Green with brushed aluminium tank and gold wheels. 2026 Ducati Multistrada V4 Rally. 1 of 11 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 Ducati Multistrada V4 Rally price and specs confirmed appeared first on INFO MOTO. View full article

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