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Modernised rider aids and revised engine internals headline changes to performance icon Suzuki has revealed a significantly updated version of its flagship supersport, the GSX-R1000R, set to launch in 2026 as part of the GSX-R family’s 40th anniversary celebration. The update sees meaningful changes to the bike’s engine internals and, notably, its electronics package—marking the first time the GSX-R has featured tools like wheelie control. Against a backdrop of tightening emissions regulations and industry shifts away from traditional superbikes, Suzuki’s continued investment in the GSX-R platform is a strong statement of commitment to its core sporting DNA. Heavily overhauled engine The 2026 GSX-R1000R continues to use a 999.8cc liquid-cooled, inline four-cylinder engine, though internal components such as camshafts, crankshaft, valves, pistons and injectors have been comprehensively reworked. According to Suzuki, the updates are designed to enhance emissions compliance and durability—particularly for endurance competition—without sacrificing the GSX-R’s high-revving character. Revised engine internals highlighted in yellow Final output is listed at 143.5 kW (195 PS) at 13,200rpm and 110.0 Nm at 11,000rpm. These figures mark a slight reduction from the previous generation’s 148.6 kW (202 PS) and 117.6 Nm—likely the result of tighter Euro 5+ emissions requirements and revised engine tuning, including a new camshaft profile that reduces valve overlap. Despite the drop on paper, the engine retains a high 13.8:1 compression ratio and peak rpm identical to the outgoing model, signalling an intent to maintain performance-focused characteristics where it counts—on the road and track. Major Step Forward in Rider Aids For many, the most significant update will be the expansion of the GSX-R1000R’s electronic rider assistance systems. Leading the charge is the introduction of the new “Smart TLR System,” a suite that integrates three core technologies: Traction Control System (TCS): Already featured in previous generations, TCS has been updated for smoother intervention and improved performance across varying lean angles. Anti-Lift Control (Wheelie Control): Making its debut on the GSX-R platform, this system uses IMU data to modulate torque output and maintain front-end stability under aggressive acceleration, offering riders extra confidence when exiting corners or launching at high speed. Roll Torque Control: This new feature calculates the bike’s bank angle and wheel speed using the IMU, then adjusts power delivery in real time to optimise traction and acceleration while cornering. These systems operate in coordination, allowing the GSX-R1000R to offer a level of electronic refinement that brings it more in line with competitors in the litre-class superbike segment. Also standard is a bi-directional quickshifter, a slipper clutch, selectable ride modes and full LED lighting. While competitors have offered these features for some time, this is the first time Suzuki’s premier sportbike has included such a comprehensive electronics package. Familiar Chassis, Lighter Battery, new aero Structurally, the 2026 GSX-R1000R retains the twin-spar aluminium frame of its predecessor, maintaining a kerb weight of 203 kg. Though largely unchanged mechanically, the chassis now pairs with a lithium-ion battery from ELIIY Power—offering reduced weight and improved performance under varying thermal conditions. Aerodynamic improvements include carbon-fibre winglets inspired by the brand’s 2024 Suzuka 8 Hours entry, designed to generate downforce and reduce front-end lift at speed. These winglets will come fitted as standard in some markets and be offered as optional accessories in others. Celebrating Four Decades of ‘Gixxers’ To mark the 40th anniversary of the GSX-R lineage—which began with the original GSX-R750 in 1985—Suzuki has announced a trio of commemorative colour schemes: Pearl Vigor Blue / Pearl Tech White Candy Daring Red / Pearl Tech White Pearl Ignite Yellow / Metallic Mat Stellar Blue Special graphics and anniversary badging appear on the fuel tank, cowl, seat, and muffler – a respectful nod to the bike’s heritage while embracing the future of its design. A Welcome Return for a Supersport Icon Perhaps most importantly, the 2026 GSX-R1000R marks the return of a true superbike staple to markets where it had previously disappeared. With the outgoing model no longer meeting emissions regulations in regions like Europe and Australia, Suzuki’s decision to develop and reintroduce a compliant version is a strong statement of intent at a time when many manufacturers are stepping away from this category. In an era where new litre-class bikes are increasingly rare—especially from Japanese brands—the mere fact that a GSX-R1000R will once again be available on showroom floors is a win for riders and fans of the supersport genre. Whether it’s chasing lap times or embracing its anniversary heritage, the latest Gixxer ensures Suzuki’s legendary GSX-R nameplate stays firmly in the game. Final pricing and detailed regional specifications will be announced closer to the 2026 release. SPECIFICATIONS Engine & Performance Model: 40th Anniversary GSX-R1000R Displacement: 999cc Engine: In-line four-cylinder, liquid-cooled, DOHC Compression Ratio: 13.8:1 Power: 143.5kW (195PS) @ 13,200rpm Torque: 110.0Nm @ 11,000rpm Emissions Level: Euro 5+ Transmission Gears: 6-Speed constant mesh Clutch: Slipper (back-torque-limiting) clutch Quickshifter: Bi-Directional Quickshifter Electronics & Rider Aids Riding Modes: Selectable ride modes Traction Control: Smart TLR Traction Control (including Anti-Lift and Roll Torque Control) Lighting: Full LED lighting Chassis & Suspension Front Suspension: 43mm SHOWA Balance Free Front (BFF) fork with adjustable compression, rebound damping and spring preload Rear Suspension: SHOWA Balance Free Rear Cushion Lite (BFRC Lite) shock with adjustable high & low speed compression, rebound damping and spring preload Brakes Front Brakes: Brembo Monobloc radial-mount 4-piston calipers, dual 320mm T-drive hybrid discs with ABS Rear Brakes: Nissin single-piston caliper, 220mm disc with ABS Dimensions Length: 2075mm Width: 705mm Height: 1145mm Wheelbase: 1420mm Seat Height: 825mm Fuel Capacity: 16.0L Kerb Weight (Wet): 203kg Tyres Front Tyre: BRIDGESTONE BATTLAX RS11 120/70ZR17M/C (58W) Rear Tyre: BRIDGESTONE BATTLAX RS11 190/55ZR17M/C (75W) Warranty Coverage: 3-Year Unlimited Kilometre Warranty (2 years standard + 1-year bonus) The post Suzuki Unveils Updated 2026 40th Anniversary GSX-R1000R appeared first on Australian Motorcycle News. 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Suzuki Motorcycles will release an updated version of its GSX-R1000R superbike in the second half of 2026. Marking the 40th anniversary of the GSX-R nameplate, Suzuki will launch an updated model with a celebratory livery and a number of internal upgrades that elevate the bike to the latest Euro5+ emissions standards. Among these engine upgrades are new primary fuel injectors, revised cylinder head design, revised head gasket, piston crowns, cam chain, and a slimmer muffler design. 1 of 3 It is unclear at this time if changes have resulted in increased performance figures from the bike’s long-running 998cc four-cyliner engine. Each ’40th Anniversary’ edition features exclusive 40th Anniversary logos on the fuel tank, fairing sides, muffler body and seat top. The 2026 Suzuki GSX-R1000R will also benefit from upgrades to the rider aid software, a lithium-ion battery and an optional winglet for the front cowling. Australian pricing has yet to be confirmed. 2026 Suzuki GSX-R1000R 40th Anniversary. 1 of 9 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 Updated Suzuki GSX-R1000R coming in 2026 appeared first on INFO MOTO. View full article

With Indian pulling the pin on its FTR line, what better excuse to swing a leg over the Rally for one last hurrah? It’s a bike that never tried to fit the mould, and that’s exactly why we’ll miss it For those unfamiliar with flat track racing, the idea of fitting dirt tyres to a highly modified street bike and then whizzing around a dirt oval at high speed with the wheels rarely in line might seem like a mad and obscure pastime. But several riders of some renown cut their teeth riding such beasts, from American GP luminaries like Kenny Roberts Senior and Wayne Rainey to more recent superstars like Casey Stoner and Marc Marquez. Flat track racing imbues (talented) riders with an innate sense of how to steer a motorcycle with the rear wheel – but actual flat track motorcycles tend to be a motley crew of custom-framed mongrels, certainly nothing you’d dare to venture forth on in civilised society. Until Indian unleashed the FTR1200 upon the unsuspecting public in 2019. The newly updated 2025 FTR Rally packs more electronic tricks and added refinement, but its 1203cc, 90kW (120.7hp), V-twin heart is still inspired by the tracker that’s been dominating dirt ovals in the US for the better part of a decade. Indian’s FTR Rally defies easy pigeonholing. Its spoked wheels sport knobby tyres, but it’s not an adventure bike. Its brawny V-twin mill isn’t obscured behind plastic fairings, but it’s not a naked bike in the traditional sense. The chrome accents, high ‘bars and leather seat probably come closest to a retro/scrambler niche, but it’s got much heftier gonads than other bikes in that category. It might weigh 236kg wet but it feels well balanced and controllable on gravel roads Of the five FTR1200 variants on offer, the Rally stays truest to the original ‘street tracker’ concept, with larger 19-inch front and 18-inch rear spoked rims shod with Pirelli Scorpion adventure tyres and a more stable, dirt-friendly 26.3° rake/130mm trail. The Rally also happens to be the second cheapest of the FTR variants, coming in at $25,995 ride away, which is well within shouting distance of Ducati’s $26,000 1100 Sport Pro Scrambler and Triumph’s $24,900 1200 Scrambler XE, although both these machines pack significantly less clout at 63kW (85hp) and 66kW respectively. Oddly enough, Harley Davidson doesn’t have a dog in this fight, despite being the traditional hometown rival to Indian in actual dirt track racing, with the XG750R being a competition-only machine. The FTR wears its heart on its sleeve for sure Painting the FTR’s sturdy looking tubular-steel frame tan brown might seem like an odd choice, and the monstrous number plate bracket looks like something you might hitch a caravan to, but the mix of chrome, leather and matte textures actually work well together. The FTR has a stripped-back lumberjack vibe, but those rugged looks belie a high level of sophistication and finish, with touchpoints like levers, buttons and footpegs all conveying a reassuringly solid feel. There’s also LED lights all round, electronic cruise control, an IMU-linked traction control system, three riding modes (Rain, Standard and Sport), cornering ABS, satellite navigation, bluetooth smartphone connectivity and a lovely round, matte finish digital display. Quality enduro-type handlebar comes standard with shorter-reach options available The display itself is also a touchscreen, meaning you can navigate through the menus and settings by simply pawing at it even with gloves on, although it’s better to acquaint yourself with the buttons to keep both hands on the bars. The TC and riding modes can be altered on the move, but deactivating the TC is a three-step process to first navigate to the correct menu, toggle the TC to ‘off’ and then confirm your choice – which is only enabled once you’ve closed the throttle. This is presumably to make it impossible for the monkey behind the ‘bars to switch off the electronic guardian angel by accident, but to me it feels like catering to the lowest common denominator a bit. A simple button that you can feel and hold down would divert far less of the rider’s attention away from the road while on the move. From a distance it looks like a raw and rugged racebike but up close you soon realise it’s packed with modern components On asphalt surfaces, the three riding modes cater well enough for most situations without needing to do the TC three-step though. Rain mode has very conservative TC levels and curtails the power significantly, while Standard gives the rider access to the full paddock of V-twin horses. The TC is more liberal in Standard mode, but still kills the fun a little too much when gassing the FTR out of corners sometimes, perhaps due to the fact the adventure rubber has less shoulder grip than a normal road-oriented tyre. In Sport mode, the TC was less discernible and although the same amount of power is available at full gas, the mapping delivers much more oomph at part throttle. A lovely mix of classic accents and modern tech is evident throughout The twistgrip response in Sport mode is sharpened to such bite-your-face levels of aggro that even the cruise control struggles to maintain a constant throttle without surging a bit occasionally, but if you’re cruising you’re better off in Standard mode anyway. The cruise control itself is one of the easiest-to-use motorcycle systems I’ve sampled, with a dedicated toggle that’s supremely simple to set, adjust and disengage without looking away from the road. It comes in any colour you want, but only if your preference is black Thumb the starter with a single push and the 60-degree 1203cc V-twin sitting beneath the faux petrol tank (the real fuel cell sits half underneath the rider’s seat) grumbles to life with a muted growl. The standard exhaust looks great, but the dictates of kill-joy decibel regulations make this Indian’s war cry a bit apologetic – watch any Super Hooligan race if you want to hear what they sound like properly unleashed. Nonetheless, the numbers are more than healthy enough, with the liquid-cooled lump producing 118Nm and 90kW. It’s a bruiser of an engine that really dominates the riding experience, delivering a solid gut punch of torque from way down low in the rev range, and maintaining that barrage of grunt all the way to the 9000rpm red line. It’s no agricultural brute either; those pint-glass sized cylinders love to rev, and accessing the upper reaches of the tacho is rewarded with potent top-end shove. Trad-looking digital display is also a touchscreen The Rally snarls forward whatever gear you happen to be in when you wind on the go-grip, with the slight gruffness at low revs a more than acceptable trade-off for that stomping, big-bore, V-twin attitude. Chopping the throttle in first gear will have the front tyre pawing at the sky with the TC off, whereas in second gear the FTR has to be prodded pretty hard to get the front Pirelli off the deck, which is a bit surprising given the burly engine response. The FTR isn’t a hooligan machine in the same vein as a Superduke, Tuono or S 1000 R though, instead mixing the tough attitude and grunt of a cruiser with the riding position of a naked. I’d never really ridden anything quite like it before, but the more time I spent in the saddle the more it started to make sense. Speaking of which, the flat, broad seat was comfortable enough for shorter rides but, according to my behind-ometer, a little more padding wouldn’t go astray for all-day trips. In general, though, the high ‘ProTaper’ bars and mid-mounted footpegs struck a good compromise between comfort and control on different surfaces. The preload/compression adjustable suspension soaked up bumps reasonably well, but the Rally misses out on the high-spec Sachs and Öhlins units found on the pricier FTR variants, meaning its laid-down shock was sometimes a bit abrupt over dodgy stretches of blacktop. Rear shock works well but is of a lower spec than others in the FTR range The FTR has a feature that ensures you’ll need to stop for rests every so often though – a teeny 12.9 litre fuel tank. Cylinder deactivation tech means 200km stretches between refills are achievable in normal riding, but injudicious use of the right-hand grip results in the fuel gauge falling alarmingly quickly. And let’s be honest, you don’t buy a bike like this to tootle around like you’re driving Miss Daisy. It’s certainly a scrambler option for those who like to mix up their riding on backroads It’s pretty much impossible not to give that Iowa-bred V-twin its head pretty often with the addictive way it slings you up the road like a house-sized rubber band. The rear Pirelli copes well with the gobs of turning force it’s shovel-fed, although the power comes in strongly enough to get it scrabbling for purchase like a bulldog on tiles if you get really ham-fisted. A proper flat tracker wouldn’t even call it a slide, but it made me feel like I was the Second Coming of Bubba Shobert. Wire wheels hint of flat track while the Brembo brakes are great for the tarmac The adventure rubber limits the maximum lean to 43°, a couple of degrees less than other FTR models, but in the real world you’d be doing pretty well to access that amount of angle on a public road with knobby tyres. Edge grip becomes a limiting factor well before ground clearance, which deters you from wanting to push the front end with too much vigour lest you suddenly find your right hand is writing cheques the tyres can’t cash. That said, your mates would have to be riding their crotch-rockets pretty damn hard to leave the FTR behind, and the Brembo stoppers front and rear have tremendous modulation and bite. Various screen options are available from the Indian accessory catalogue Of course, with the knobby tyres fitted you also have the option to take a dirt road shortcut if you’re so inclined. Any machine calling itself a ‘Rally’ has to be able to venture beyond the bitumen and, while I have my doubts that many owners would take it off-road much, I felt duty-bound to see how the Indian would handle some loose stuff. Fifty metres after turning onto my favourite stretch of gravel, an embarrassing attempt at a skid made it clear that the rear ABS was still active when the TC is off. There’s no other way to deactivate it either, which might seem like a churlish complaint but locking the rear is a genuinely useful ability on unsealed surfaces. Not sure about the look of this wheel hugger Once over that disappointment though, I found the FTR surprisingly capable, with its lowish seat height and easy power delivery in Standard mode inspiring enough confidence to spin the rear up coming out of bends. Gravel riding is as much about feel through the ‘bars, pegs and seat as anything else and the Rally wasn’t out of place at all mucking about in the dirt. Pirelli’s STR Scorpion hoops always astound me with how much grip they manage to extract from just about any surface you throw at them, and the small, low-positioned fuel tank makes the FTR feel more playful than its 236kg (wet) heft might suggest. Indian’s accessory catalogue offers a lower seat While the Rally doesn’t have the ground clearance to tackle properly rough trails and the lack of switchable ABS is a head-scratcher, you need not fear the occasional off-road jaunt if your house happens to be at the end of a long gravel driveway. In fact, if you ever get the chance to ride on or snap up a used FTR Rally, don’t hesitate – especially as they’re about to become collector’s items. On the one hand, if you’re mainly road-riding, the adventure rubber limits its tarmac carving ability a bit, and refilling might become tiresome if you’re commuting regularly. While I’m griping, the digital display seems to take forever to boot up sometimes, the sidestand is awkward to deploy, and it’s missing a quickshifter. Fortunately, several exhaust options are available to release that 60-degree grumble On the other hand, motorcycles are about how they make you feel as well as what they offer on paper, and the FTR Rally’s street cred and kerb-stomping V-twin engine make it as entertaining as anything I’ve ridden. Throw aftermarket pipes at it to let it really sing and you’d have a bike that would make you feel like a flat-track hero whether you’re going to pick up some milk or flinging stones into the scenery on your local dusty C-road. Sad to see it go, but love to see it going And so, sadly, the FTR Rally is now riding off into the sunset, leaving behind a fat slice of V-twin attitude and backroad cred. If you’re hunting for a scrambler with real grunt – and a bit of history baked in – this is one to track down and ride while you still can. Here’s hoping Indian’s next big idea packs the same character. Turning the FTR1200 Into a Super Hooligan weapon IF YOU WANT to see what the Indian FTR1200 is capable of in the hands of a pro racer, check out the Super Hooligan series in the US on YouTube. It’s a unique category featuring 750cc and larger twins, 900cc triples and electric bikes. The rules encourage accessibility and diversity, with entries from manufacturers like Indian Motorcycle, KTM, BMW, Ducati and Yamaha regularly competing. Our own Troy Herfoss was a frontrunner in the Super Hooligan series before deciding to concentrate solely on King of the Baggers, which runs concurrently. Transforming the Indian FTR1200 into a race-winning Super Hooligan competitor requires significant modifications. Roland Sands Design (RSD) offers performance upgrades including: • Exhaust system: RSD Tracker 2-into-1 Exhaust improves airflow, boosts power and reduces weight. • Wheels and tyres: Lightweight RSD Traction Flat Track 19-inch wheels paired with race-specific tyres enhance grip and stability. • Suspension: Upgraded fork internals and adjustable RSD rear shocks improve handling under track conditions. • Bodywork: RSD Tracker front number plate and lightweight tail sections reduce weight and improve aerodynamics. • Controls: Tracker handlebars, adjustable rearsets and quick throttle adjusters offer enhanced control and ergonomics. • Braking: Oversized rotors and RSD master cylinders deliver precise braking performance. Weight reduction: Removal of non-essential components like passenger footpegs and rear fenders. • Air intake: High-performance RSD air filters increase engine efficiency. • Clutch: A slipper clutch prevents wheel hop during high-speed downshifts. THE COMPETITION Ducati 1100 Sport Pro Scrambler – $26,000 Engine 1079cc air-cooled L-twin Power 63kW (85hp) @ 7500rpm Torque 88Nm @ 4750rpm Wet weight 206kg Triumph SCRAMBLER 1200 – $24,900 Engine 1200cc parallel twin Power 66.2kW (88.5hp) @ 7000rpm Torque 110Nm @ 4250rpm Wet weight 228kg BMW R12 – $22,575 Engine 1170cc air-cooled boxer twin Power 70kW (94hp) @ 6500rpm Torque 110Nm @ 6000rpm Wet weight 227kg SPECIFICATIONS ENGINE Type DOHC, 60° V-twin Displacement 1203cc Bore & stroke 102mm x 73.6mm Compression ratio 12.5:1 Cooling Liquid Fuelling Closed loop fuel injection with 60mm bores Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 90kW (120.7hp) Torque 118Nm @ 6000rpm (claimed) Top speed N/A Fuel consumption 6L/100km (measured) ELECTRONICS Type Ride by wire Rider aids Lean-angle-sensitive ABS, stability control, traction control, wheelie control with rear lift mitigation Modes Rain, Standard, Sport CHASSIS Frame material Steel Frame type Tubular steel trellis Rake 26.3° Trail 130mm Wheelbase 1524 mm SUSPENSION Type Sachs Front 43mm inverted telescopic cartridge fork Rear Monotube IFP WHEELS & BRAKES Wheels Wire spoked Front: 19in x 3.0in Rear: 18in x 4.25in Tyres Pirelli Scorpion Rally STR Front: 120/70R19 Rear: 150/70R18 Brakes Front: Brembo dual 320mm discs with four-piston calipers Rear: Brembo single 260mm discsith twin-piston caliper DIMENSIONS Weight 222kg (dry, claimed) Seat height 815mm Width 867mm Height 1369mm Wheelbase 1524mm Ground clearance 183mm Fuel capacity 12.9L SERVICING & WARRANTY Servicing First 800km Minor 8000km Major 32,000km Warranty 24 months/Unlimited kilometres plus 2 years roadside assistance BUSINESS END Price $25,995 ride away Colour option Black Smoke CONTACT www.indianmotorcycle.com.au The post ROAD TEST | 2025 Indian FTR Rally appeared first on Australian Motorcycle News.

Aprilia drops big hint about an ultra-spec race replica for the uber-rich In Aprilia-ese the letter ‘X’ represents expensive track-only machines with DNA that’s closely related to the company’s works racers. Now it looks like Aprilia is upping the exclusivity stakes. We had the RSV4 X in 2019, the Tuono V4 X in 2020, the RSV4 XTrenta in 2022 and the RSV4 X EX3MA in 2024 – each with production numbers as low as their price tags were high. Now another is on the way, as Aprilia has filed trademark applications for the name XGP alongside a logo that borrows the same stylised ‘X’ sported on those earlier models, with the letters ‘GP’ set into it where previously we’ve seen ‘EX3MA’ or ‘Xtrenta’ written. The 171.5kW ‘EX3MA’ is Aprilia’s most extreme road bike to date By calling the new bike ‘XGP’ Aprilia is providing the closest association yet to its RS-GP MotoGP racer (pictured above in preseason testing), and the name and logo alone don’t reveal what model it will be based on. While the odds are that it will be another 230hp-plus, track-only variant of the RSV4 superbike, there’s a chance it could be a Tuono or – and it’s a long shot – even a customer version of the RS-GP racer. After all, if it’s track-only, with no road approval required and a seemingly endless queue of millionaires wanting the ultimate motorcycle, either for their collection or the experience, why not make an out-and-out GP replica, detuned just enough to make it possible to run it without a whole team of mechanics to back it up? The clear ‘GP’ link means it’s likely to emerge at a MotoGP round rather than a show. We anticipate the San Marino round at Imola in September. The post MotoGP-based Aprilia Roadbike Incoming? appeared first on Australian Motorcycle News. View full article

Lighter, leaner and louder than ever, Ducati’s Streetfighter V4 S is the most powerful and advanced naked so far Back in the sportsbike-mad 1990s, when we were all a bit younger and still learning the ropes, the odd crash was regarded as little more than part of the learning process. Trouble was, a replacement fairing for a binned Suzuki GSX-R750 or Honda CBR600 was hugely expensive for under-insured idiots like me and my mates. Instead, we did what thousands of others did: fitted higher, wider ‘bars; longer brake lines and, maybe, ‘treated’ the tank and tail unit to a rattle-can paint job to hide the scratches. We didn’t know it then, but this was the origin of the streetfighter class. Over the decades, manufacturers picked up on and followed this trend by producing naked versions of their sportsbikes. But instead of simply removing the fairing, adding one-piece ‘bars and tidying things up a bit – as happened on the street – the vast majority were watered-down versions of the originals, with less horsepower and lower-spec suspension and brakes, as well as more weight and a longer wheelbase to aid stability. The 6.9in TFT dashboard is where all the magic is conjured up Thankfully, this trend has certainly slowed in recent times. Aprilia’s Tuono V4 and BMW’s M 1000 R are formidable naked versions of their sportsbike siblings. But for 2025, Ducati has done something rather remarkable, as the new Ducati Streetfighter V4 S is a direct, one-to-one naked version of their formidable Panigale V4 S. The Desmosedici Stradale engine is taken directly from the Panigale and produces 157.4kW (214hp), up 6hp on the previous model, at 13,500rpm. The new aluminium front frame, which is now lighter with more flex, is from the Panigale, so too the new double-sided swingarm and the advanced electronics, including the race eCBS braking and Ducati Vehicle Observer (DVO). Even the very latest Hypure calipers are, you guessed it, directly from the Panigale, along with the very smart Öhlins EC3 suspension, albeit with slightly different settings. The Hypure monobloc calipers are an evolution of Brembo’s popular Stylema system New biplane double wings help keep the animal on a tight leash at speed, and the rider aids have been tweaked to deal with its lower weight (4kg less than the current Streetfighter V4 S and 2kg more than the Panigale) and revised riding position. There are higher, closer ‘bars, more inward-mounted footpegs and also a slight slackening of the head angle to fractionally lengthen the wheelbase, but in all but name it is a naked Panigale superbike – and the most powerful super-naked you can buy. Chad quickly dialled in the Streetfighter to suit his riding style We flew to Andalucía in southern Spain, to the same racetrack we tested the 2023 Ducati Streetfighter V4 S in May of that year. Again, we were blessed with perfect conditions and Ducati laid out the red carpet with fresh Pirelli slicks and a Ducati technician per bike. Time to put on those big boy pants and see what the $43k of Streetfighter goes like. HANGING ON FOR DEAR LIFE Strange how life loops back around when you have been in the job for so many years. To compound the sense of familiarity with that test in 2023, I was just a few months ago lapping Vallelunga on Ducati’s very latest high-tech Panigale V4 S, arguably its most advanced Ducati to date. And it was obvious then that a new Streetfighter V4 would be around the corner. Flat handlebar has been positioned to suit both track and road riding The plan was simple: start in the standard Sport mode and put the hammer down. Then opt for the standard Race mode (there’s only one Race mode, not two like the Panigale), then experiment with the new switchgear and huge 6.9in TFT dashboard to find a setting I’d be happy with. For someone who has been around the block a few times, I find it almost unimaginable that road-legal, Euro5+ compliant naked superbikes are making 214hp. After all, I’ve ridden fairly recent British Superbike machines with less power. The new Hollow Symmetrical Swingarm is inspired by Ducati’s MotoGP efforts Session one was supposed to be an easy, get-to-know-you affair in Sport mode. Sport delivers full power but with a smooth RBW action, and with the track not up to optimal temperature, DTC (Traction Control) on level 2 from 8, DSC (slide control) on 2, DWC (wheelie control) on 3, and ABS set to level 3 for the track with the slide-by-brake function. The EC3 suspension was active and set to Dynamic. Essentially, all those numbers mean the full 214bhp with a few rider aids in place just in case, and the suspension set to support track riding on slicks. The rear suspension runs on a support system featuring bearings, rather than bushes, to reduce friction Straight away, I was reminded how quick the Streetfighter is. Even on the opening lap this even lighter, even more powerful 2025 version desperately wanted to wheelie over the Turn 3 crest, the DWC suppressing its excitement smoothly. Out of Turn 12 onto the long back straight, it reminded my neck and shoulders what 200 or more horsepower feels like with no bodywork installed. The Ducati Quick Shift 2.0 is as fast and smooth as a race set-up, and rapid gear changes allow the revs to stay buried in the top quarter of the range. The 1103cc V4 loves to rev up to the redline at 15,000rpm, which is crazy. As soon as the shift lights illuminate, you tap another gear and you’re back to the redline again. Tapered handlebar is curved back more towards the rider than the one on the previous model Andalucía has lots of undulations and heavy braking sections, which is a true test of the suspension, but the EC3 system from Öhlins was up for the job. It’s built using the same components as the Ducati Panigale’s, but with different settings as the bike is a fraction heavier and the rider sits more upright in a different position. During the first session, the set-up was faultless, and there was immense feedback and grip. New LED headlights are based on the design seen on the 2025 Panigale V4 Stability was also excellent. Ducati claims the twin biplane wings deliver another 17kg of downforce more than the 2024 model (making 45kg total) at 270km/h, which we were just about hitting on the back straight. Getting a powerful naked bike to remain stable at speed is hard work as the rider is pulling on the ‘bars – hanging on for dear life, basically – and in turn pulling the fork legs out of their stanchions, shifting weight to the rear. One way to rectify this is with a longer wheelbase, but Ducati has barely tweaked this, meaning this stability must largely be down to the wings. With the V4 S sitting relatively flat and level on the straights, there isn’t that excessive and destabilising dive from an extended fork you sometimes get with a naked bike when you hit the brakes from high speed. Instead, braking is smooth and secure, with incredible power and efficiency from the Race eCBS linked system and Hypure front calipers. Each lap, I was thinking I could have left it later. Such is the system’s subtlety, I could play with the lever on the entry to the final turn, inducing a slight slide at the rear. ATTACK MODE By the end of session two, it was time to pay attention and start exploring the plethora of rider aids. Power delivery and throttle response were stunning in Sport but I wanted to try Race mode, complete with Dynamic RBW and, in Active Track mode, more support from the EC3 suspension, especially on the rear, as it compresses at the bottom of the track’s steep undulations. Ducati claims the upper wings help increase vertical downforce (+17kg at 270km/h) while the lower wings offer greater stability and better feeling with the front wheel, for ‘heightened control during critical riding phases Instantly, Sport made a difference. The chassis was much tighter, and there was more support from corner entry to exit, while the throttle response was even more lively. I felt confident in faster turns, letting off the brakes early, carrying corner speed and even trying one gear higher. Again, mid-corner the stability, grip and feedback were first class, while ground clearance – hardly an issue in any riding mode – felt even greater in the Active Track mode. Despite the obvious wide ‘bars, the supportive shape of the fuel tank allowed me to hang off naturally mid-corner. Now in ABS 1, the eCBS brakes automatically trailed the rear brake to the apex while I added lean. I’m old school and never touch the back brake, but I could feel the system working as the rear slid a little on corner entry into the last left-hander. You’d have to ride with and without the system back-to-back to feel its benefit as it’s not immediately obvious. I have, though, tested the 2025 Panigale with the same system and seen the data showing how eCBS reduces braking distances by automatically applying the rear brake. As much as I loved the Race mode with its specific Active Track mode suspension (set up by Ducati), the sheer ferocity of the Desmosedici Stradale’s power was almost too much in its Full mode. In Sport mode I could use all the revs, now I was short-shifting, trying to give my arms and body an easier time. Andalucia is a physical track, and although I’d say I’m race fit and still compete at a decent level, it was hard work trying to contain the V4 beastie. It’s great fun and a good workout, but I wasn’t using all the revs in the first three gears, especially towards the end of a long riding session. CUSTOMISED RIDE Back in the pits, it was time to create my own setting. I opted for the Active Track suspension mode, with most of the rider aids on minimum and the ABS set to 1. With engine power back in the milder full-power map – the same as in Sport mode – I still had 214 lovely hp on tap for the fast sections of the track but a softer throttle and fewer horses in the lower gears. This is the beauty of the new electronics: you can tailor everything to how you ride. For me, on this day at this track, I now had the perfect Streetfighter V4 S. It was more friendly at lower speed but delivering all its power in all the higher gears but with a supportive active chassis and rider aids near minimum. I actually lapped quicker and more consistently with this set-up, as opposed to the full Race set-up with power on Full. The final session was all about having fun: same set-up as before but now no wheelie control (for obvious immature reasons). Some less experienced riders also trimmed the rider aids and modes in the last session. After a long, hot day, many turned down the power, upped the rider aids and just had a blast on a relatively tame Streetfighter, which would only try to break your neck down the back straight in the higher gears. And that, perhaps, is the beauty of the new Streetfighter V4 S. It’s a complete animal – the fastest, baddest ass in town in Full power and without rider aids, and a fast but tamer and far nicer character once you’ve dialled in the rider aids that suit you. VERDICT Ducati has essentially given us a naked Panigale V4 S. This is good. It weighs 4kg less than before, is 6hp up, and is now the king of its super-naked class. If you want the most powerful naked bike, then you have to buy the 2025 Streetfighter V4 S. But this bike is not all about peak power and brutish engine performance. The new and lighter chassis and swingarm give more feel and, despite the power hike, make it easier to ride. The electronics and rider aids are some of the best on the market and able to transform the Streetfighter from gentle pussycat to hungry lion in just a few seconds. Its Smart EC3 Öhlins suspension is unflappably brilliant, with clear feedback and staggering versatility. It too can transform the Streetfighter from an easy-going road bike to the sharpest track tool in mere moments. This was a track-only test run in perfect conditions. We still need to try the naked V4 S on the road, where the peak power and aero wings won’t have such relevance. Ducati hasn’t forgotten about the road rider: the ‘bars are 10mm closer, the pegs 10mm inwards, and seat has more support. The Smart EC3 suspension has a specific Road set-up, and there is even a Cruise Detection Mode, which automatically softens the suspension when touring or, indeed, cruising. So it will be interesting to see if it has improved for everyday use and weekend jaunts. The price is just over $43k, which is $6000 less than the $49k Panigale V4 S, but above similar competition in this class. BMW’s 210hp M 1000 R starts at $36k, and Triumph’s new Speed Triple 1200 RS with the same EC3 suspension is around $32k, albeit with less tech and ‘only’ 170hp. It will be an interesting test when we get them all together. But if you want the king with the most power and the most advanced rider aids, it’s going to cost you. PROS – Right now it’s the most powerful naked bike on the market but with electronics than can tame its excesses CONS – The level of tech and performance have hiked the price. Question is whether you really need that much power Ducati Streetfighter V4 (standard) The standard V4 has a sticker price of $38,400 compared to $43k for the V4 S. It also has the same chart-leading power and torque, the same rider aids, eCBS and DVO, and the same lightweight, improved chassis and swingarm. The major difference is the standard bike does not have the adaptive electronic semi-active Smart EC3 suspension from Öhlins. Instead, it’s equipped with manually adjustable suspension: 43mm BPF from Showa and a single fully adjustable unit from Sachs on the rear. The wheels are now light alloy, not forged aluminium as on the S, and the quoted overall weight is now 191kg compared to 189kg on the S. THE COMPETITION Triumph Speed Triple 1200 RS – $31,490 BMW M 1000 R – $36,274 Kawasaki Z H2 – $27,979 SPECIFICATIONS ENGINE Type Water-cooled, 1103cc, 4v per cylinder four-stroke, Desmosedici Stradale V4 – counter rotating crank Bore & stroke 81mm x 53.5mm Compression ratio 14.0:1 Electronic fuel injection with Ride-by-Wire, twin injectors per cylinder Transmission Six-speed Quick Shift up/down Gen 2 Clutch Hydraulically slipper and self-servo wet multiplate Final drive Chain PERFORMANCE Power 157.4kW (214hp) at 13,500rpm (claimed) Torque 120Nm at 11,250rpm (claimed) Top speed 318km/h (est) Fuel consumption 7.1L/100km ELECTRONICS Type Bosch Rider aids Riding modes (see below), Power Modes, Race ECBS, Ducati Vehicle Observer (DVO), Ducati Traction Control (DTC), Ducati Wheelie Control (DWC), Ducati Slide Control (DSC), Engine Brake Control (EBC), Ducati Power Launch (DPL), Ducati Electronic Suspension (DES) 3.0 with Öhlins Rider modes Race, Sport, Road, Wet Frame Aluminium alloy ‘front frame’. Rake 24.5° Trail 99mm Wheelbase 1496mm SUSPENSION Type Öhlins – Gen 3 Front 43mm, Öhlins NPX 25/30 S-EC 3.0 fully adjustable, electronic compression and rebound damping 125mm travel Rear Single rear shock, Öhlins TTX36 (SV) S-EC 3.0 unit. Fully adjustable with electronic compression and rebound damping 130mm travel WHEELS & BRAKES Wheels 5-spoke forged aluminium Front 3.5in x 17in Rear 6in x 17in Tyres Pirelli Diablo Rosso IV Corsa Front 120/70 X 17 Rear 200/60 x17 Brakes Race ECBS Front 2 x 330mm discs, radially mounted Brembo Monobloc Hypure 4-piston calipers Rear 245mm disc, two-piston caliper DIMENSIONS Weight 189kg (wet no fuel) Seat height 850mm (adjustable) Fuel capacity 16L SERVICING & WARRANTY Servicing First 12,000km/12 months. Valve check 24,000km. Warranty 24 months unlimited mileage BUSINESS END Price $43,100 ride away Colour options Red only Contact ducati.com/au The post TRACK TEST | 2025 Ducati Streetfighter V4 S appeared first on Australian Motorcycle News.

Former Moto2 Champion extends his partnership with the GYTR GRT Yamaha WorldSBK Team Remy Gardner has inked a new deal with Yamaha Motor Europe that will see him remain in the FIM Superbike World Championship through the 2026 and 2027 seasons. The agreement confirms his continued partnership with the GYTR GRT Yamaha WorldSBK Team, extending what has become a solid and steadily improving collaboration since his debut in the series. After rising through the Moto2 ranks, culminating with the 2021 Championship win with Red Bull KTM Ajo, Gardner made the jump to MotoGP in 2022 with the Tech3 KTM Factory Racing squad. Despite finishing ahead of his teammate Raúl Fernández—whom he had previously outpaced en route to the Moto2 crown—Gardner was controversially dropped from KTM’s program after just one year. Left without a MotoGP ride in 2023, he made the move to WorldSBK with Yamaha, enduring a learning season before emerging as a consistent top-six contender in 2024. Gardner is currently 11th in the WorldSBK standings – the second highest placed Yamaha behind Locatelli. This year he’s continued to build his momentum, showcasing impressive pace aboard the Yamaha R1 at times and securing his second career WorldSBK podium at Assen. Remy Gardner “I am happy to be continuing with Yamaha in WorldSBK, our journey together so far has been good but I still feel that we are only scratching the surface of what we can achieve. We’ve shown that when everything comes together, we can be quick and fight for the podium, my target is to do this more consistently over the remainder of the 2025 season and look towards taking a further step in 2026.” Niccolò Canepa – Road Racing Sporting Manager, Motorsport Division, Yamaha Motor Europe “Remy has become a valuable member of our line-up over the last few years, not just through his speed and potential, but also his ability to give detailed feedback which proves useful to our engineers as we look to continue developing the R1 in WorldSBK. We have already seen he has the ability to fight for the podium, and the target is to be more consistent in this goal towards the end of this season and then build on this for next year.” The post Remy Gardner Resigns with Yamaha Through to 2027 appeared first on Australian Motorcycle News. View full article

Named after the most famous Japanese road bike, the latest Z900 has a personality all its own The Z900 and I bonded immediately, like an old pair of boots that just got a new sole and shoelaces. You see, my first real road bike was a 2003 Z1000 naked. It was the first of the modern era Z series of naked bikes and featured a fuel injected and bored out ZX-9R engine with an upside-down fork, monoshock rear suspension and very modern looks. In 2004 came a slightly lower spec Z750. It was the revival of the Z bikes and the beginning of a whole new Z era. Fast-forward some 20 years and the Z750 has grown to a Z900 and is looking even more modern than ever. While remaining a slightly lower spec than its bigger Z1000 sibling, Kawasaki still refers to it as a ‘Supernaked’. To me, a supernaked is a superbike in naked form, but who am I to argue? That smooth but involving engine is everything we’ve come to expect from Kawasaki’s big-bore bikes What’s new? For 2025, the Z900 has received a bucket load of small but meaningful updates. Its bones remain unchanged, however – and fair enough, too. They ain’t exactly broke. The same 948cc four-cylinder engine putting out 92.2kW (123.5hp)and 98Nm holds fort inside a steel trellis frame. The wheels and exhaust system are the same, but that’s about all that has been left untouched. Armed with technology from the H2 models and ZX-10R, Kawasaki gave the Z900 a glow-up. An Inertia Measuring Unit (IMU) and a fly-by-wire throttle now work in harmony to boost safety and performance by way of improved rider aids like corner management control, cornering ABS and traction control. Excellent brakes but our tester would prefer braided lines rather than the standard rubber Thanks to the ride-by-wire throttle, cruise control is also now standard issue. The suspension received new settings at both ends and up front there are now radial mounted monobloc brake calipers to bring things back under control. Comfort has been improved for rider and pillion with a revised subframe, redesigned seats and a new handlebar. Some sticky tyres, new body panels and colour options have also been thrown into the 2025 mix for good measure. Large radiator doesn’t overpower the styling How’s it go? Right off the rip, the Z900 is silky smooth. The new throttle is precise and seamless even at low revs and throttle inputs. This engine has the runs on the board now; its heritage harks back to the much-loved ZX-9R, with improvements in efficiency and smoothness along the way. Seating has been redesigned. That pillion perch looks pretty minimal but it has received extra padding The bike is tuned for mid-range power and it delivers in spades with a howl of the trademark Kawasaki induction roar. The sound makes the hairs on the back of your neck stand up as you wind the throttle on and let it howl through the gears. Unfortunately, this entices one to ‘hold it on’ quite a bit. Guilty as charged… The Z has plenty of mumbo on tap at the drop of a hat anywhere in the rev range. It will loft the front wheel in the first three gears and as the power builds smoothly and progressively, keeping that wheel up is almost too easy, as long as you have the traction control switched off. Speaking of which, the updated traction control set-up is a big step forward, as the ECU now has control over the throttle; it uses the throttle bodies to cut the power when spin is detected rather than cutting spark. I feel that it recovers from interventions much faster and can even modulate changing surfaces better. As you can see by the pics, a fair chunk of my riding on the Z was done in the rain. I wouldn’t say I love riding in the wet, but I do kind of enjoy it. Every cloud has a silver lining, right? So, I got to get a good feeling for how well the traction control goes about its business. With the Rain mode selected, the bike feels like it isn’t losing traction at all. It just drives off the turns in the wet without even a twitch, just the KTRC indicator blinking. But when the ride mode is set to Road, if you grab a handful of throttle exiting a corner, you can feel the revs rise, the bike step sideways a little but still drive forward smoothly without feeling loose or uncontrolled. It’s almost computer-game-easy now. This is where the magic happens. You can change rider modes on the fly Since we are exiting corners faster now, it’s only fair that the brakes got some love too. The old ones weren’t bad, but the new Nissin radial-mounted calipers are better than those found on a ZX-10R not so long ago. They’re more than simply up to the task; they feel strong but could benefit from a set of braided lines rather than rubber ones if it were to live in my shed. Although that may cause other issues like overpowering the suspension. Bikini fairing is really just to protect the dashboard The Z900 is a bit of a compromise when it comes to boingers. The 41mm upside-down fork only offers rebound and preload adjustment. Same goes for the rear, although the owner’s manual does suggest visiting your friendly Kawasaki dealer to adjust the rear pre-load. To me, the suspension plays like a reasonable compromise between comfort and performance. I found myself blowing through the stroke of the rear suspension in some poor road surfaces in the dry – but I am above average on the scales, so that can be expected. However, normally I would want a bit more compression to work against this. Riding position offers all-day cruising comfort The Z handles very well, thanks to the upright seating position and wide ‘bars. Flicking the bike around in the bends takes little effort. It feels like the Z has a bit more front-end weight bias, giving it a sure-footed front-end feeling. The forks are more capable than I expected, and I could brake deep into corners to wash off speed when required. Induction roar is ace but maybe an aftermarket can could complete the aural experience Mid-corner, the Z can scrape a footpeg, allowing you to drag your knee or just simply meander around a corner at a snail’s pace; it’s happy whichever way you want to ride it. Much of this feeling I attribute to the tyres. Tyres can make or break your confidence, and the Dunlop Q5s are a really nice choice for sporty riding. They don’t look like they would excel in the wet, but they did – and then they were flawless in the dry. Biblical downpours didn’t dampen Wattie’s fun The new seat is quite roomy. Towards the front it feels slimmer to get your feet to the ground easier, and then there’s room to slide back a bit also where it flattens out. I could spend full days in the seat without too much drama. I managed over 300km in one tank of gogo juice and the seat passed my tank-of-fuel comfort test. The riding position is very natural and the levers are span adjustable. When stopped there is a little bit of weight on your wrists but nothing once you’re moving along, thanks to the uninterrupted breeze on your chest. The front fairing is there to protect the dash from the elements and that’s it. If you want a windscreen, check out the Ninja 1100. The Z900 is here for style rather than wind protection. And for those wondering, yes, I was soaked. The only thing dry was my feet, thanks to my Gaerne Gortex kicks. Monoshock has rebound and preload adjustment with 140mm of travel You either love or hate the styling. I love it; I feel it’s a little less Transformer-like than the Z1000. The Z900RS, meanwhile, is at the other end of the scale. If you saw it from a distance, you could mistake it for a late 1970s model Z. So, who is this bike for? Well, it’s a logical step up from a LAMS Z650 or Z500 that you won’t grow out of. It’s even a great option for someone sick of head-down, arse-up sportsbikes. The Z isn’t a one-trick pony, either. It can commute like a boss, do some light touring, hit up your local twisties, and it’s easy on fuel; I managed as low as 4.7L/100km without even trying. The $16,554 price tag is sharp for the standard features. This 2025 update has really boosted the bang for buck of the Z900. I just wish you could get it in some cooler colours… like green. You either love or loathe the styling. Wattie loved it PROS – Bang for the buck, with a good level of standard features, and it’s user friendly CONS – Rubber brake lines, needs suspension clickers, colours are a bit uninspiring TECH SAVVY The colour TFT dash is the data centre for the Z900. Controlled by the left switch block, it’s quite simple to operate. While on the fly, the ride modes are changeable between Sport, Road, Rain and Rider. As long as you have the throttle closed you can switch modes. Rider mode allows you to make changes to the power mode and the level of traction control intervention. There are two power modes and three levels of traction control, or off. The dash displays all the info required and more. Download the Kawasaki Rideology app and you can also take control of navigation, phone calls, receive messages and control music all from the dash. To keep your phone battery topped up, there’s a weatherproof USB outlet on the side of the dash. In the Rideology app, you can also check and record ride logs showing where you rode and your statistics. Monitor servicing, odometer, trip meters and electronics settings. Pretty neat features for the geeks, and it’s free. SPECIFICATIONS ENGINE Type Inline, liquid-cooled, 948cc, four-cylinder, 16-valve, DOHC Bore & stroke 73.4 x 56mm Compression ratio 11.8:1 Fuelling EFI 4x 36mm throttle bodies, electronic throttle control Transmission Six-speed Clutch Wet, multi-plate, slip and assist Final drive Chain PERFORMANCE Power 92.2kW (123.5hp) at 9500rpm (claimed) Torque 98.6Nm at 7700rpm (claimed) Top speed 240km/h (estimated) Fuel consumption 4.6L/100km (measured) ELECTRONICS Type Kawasaki, IMU, ride-by-wire Rider aides Cornering ABS, traction control, cruise control, corner management control, shift assist Modes Road, Sport, Rain and Rider. CHASSIS Frame material Steel Frame type Trellis Rake 24.7° Trail 110mm Wheelbase 1450mm SUSPENSION Type Showa Front: 41mm telescopic fork, rebound and preload adjustment, 120mm travel Rear: Horizontal monoshock, linkage type, rebound and preload adjustment, 140mm travel WHEELS & BRAKES Wheels Cast alloy Front: 17 x 3.5in Rear: 17 x 5.5in Tyres Dunlop Sportmax Q5A Front: 120/70ZR17 (M/C 58W) Rear: 180/55ZR17 (M/C 73W) Brakes Nissin, ABS Front: Twin 300mm semi floating discs, four-piston radial calipers Rear: Single 250mm disc, single-piston caliper DIMENSIONS Weight 212kg (wet, claimed) Seat height 830mm Width 830mm Height 1075mm Length 2065mm Ground clearance 145mm Fuel capacity 17L SERVICING & WARRANTY First service: 1000km Minor: 12,000km Major: 24,000km Warranty Two years, unlimited km BUSINESS END Price $16,554 ride away Colour options Galaxy Silver/Metallic Spark Black/Phantom Blue or Metallic Carbon Gray / Metallic Graphite Gray / Candy Persimmon Red Contact kawasaki.com.au The post ROAD TEST | Kawasaki Z900 appeared first on Australian Motorcycle News.

Royal Enfield’s Australian distributor has announced that it will soon open the order books for its Goan 350 – a limited-edition version of the brand’s popular Classic 350. The Royal Enfield Goan Classic 350 takes inspiration from the 70s, notably setup with ape-style handlebars and white wall tyres. Also distinguishing the Goan 350 are chopped up guards, and a leather single-seat (dual seat as standard). The Goan will be available in three colour schemes, Shack Black, Trip Teal and Rave Red, in all cases fitted with wire-spoked wheels and white-wall tyres. Pricing has yet to be confirmed, though it is expected to come at a small premium over the standard Classic 350, which is now offered from $7990 rideaway. Mechanically the Goan 350 is unchanged, continuing on with a familiar 15kW/27Nm 349cc single-cylinder engine. 1 of 5 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 Royal Enfield Goan 350 confirmed for Australia appeared first on INFO MOTO. View full article

With the final piece of the puzzle now in place, the R family feels complete The YZF-R9 has finally arrived on our shores and slots itself perfectly in between Yamaha’s 689cc YZF-R7 and the booming 998cc YZR-R1. For us Australians even more so, as in 2024 the YZF-R7 was the top-selling road motorcycle in Australia. To top that off, the YZF-R3 was the second-highest selling bike in the sports category. With the high revving and super focused YZF-R6 quietly and sadly slipping away to ‘track only’ status, there was a gaping hole between the R7 and the R1. It would almost be socially irresponsible to suggest blue-blooded budding racers move from the R3 to the R7 and then step right up to the R1. Well, rest easy Yamaha fans, the R9 nestles perfectly into that void. Tried and true, Yamaha’s faithful CP3 triple engine has been slightly tweaked for the R9 The R9 heralds the new era of supersport. World Supersport (WSSP) regulations have been updated to move with the market’s desire for more user-friendly platforms that can be ridden on the road as well as the track. The R9, in its first year of racing, has already won over 60 per cent of the WSSP races so far – so it’s safe to say that it has hit the ground running. While track performance is a key area of the R9’s development, the design brief clearly states a 50 per cent road and 50 per cent track target. It’s only fair that we give it the once over at both disciplines. FANTASTICALLY FAMILIAR Keen eyes will see similarities between the MT-09 and XSR900 Deltabox chassis and the new R9. It does look familiar but there have been a few tweaks to make it more supersport capable and deliver a desired 50/50 weight distribution with the right amount of stiffness and flex. The frame is stiffer and lighter than the MT-09 at 9.7kg, but has more flex and is lighter than the outgoing R6. The suspension is high-spec KYB gear. The fork looks as if it’s straight off the base model R1, but I can’t confirm. It has high and low-speed compression, rebound and preload adjustment at the top of the fork. The rear shock also has high and low-speed compression and rebound adjustment. It also features a hydraulic preload adjuster for quick adjustments by hand. The fork is shorter overall than the XSR900, making its steering angle steeper for faster changes of direction while increasing tyre load at the front. Front brakes are race-track perfect but also work well on the road with minimal input required Yamaha’s delightful and reliable 890cc crossplane crank triple (or the CP3) feels like a gift that keeps on giving. It seems that it shines bright in anything Yamaha throw it at. Don’t get too excited; it remains mostly unchanged from the MT-09 engine but has had an ECU re-map that’s been tuned for supersport riding, and had the gearing improved for track use. It still produces oodles of usable torque and mid-range power, 87.5kW (117hp) and 93Nm to be exact. Suspension is fully adjustable The R9 is fitted with the latest Yamaha electronic tech derived from the R1. A Bosch 6-axis IMU is the eyes and ears of the operation, making sure crashing is kept to a minimum. The brakes feature Brembo Stylema calipers with performance-focused brake pads and are squeezed by a Brembo radial master cylinder at the other end of braided lines. These same brakes are found on high-performance superbikes, giving the R9 all the braking performance you could ever need on the track. The fairing is the most aerodynamic of any Yamaha to date and even gets MotoGP-inspired winglets that add seven per cent extra downforce in a straight line and 10 per cent in corners. If you ask me, I reckon it looks fantastic too. AT THE TRACK The sun is peeking through the clouds, birds are tweeting and the coffee is hot on a cool morning at Sydney Motorsport Park. The 13-corner, 1.8km layout known as the South Circuit will be our playground. The toys are on race stands and I watch on frothing as they’re given the final once-over by the Yamaha technicians. There are no tyre warmers, just brand-new Bridgestone RS11 rubber to warm up and scrub in. After a quick briefing it’s time to get the helmets on and head out on track. The Intensity White/Redline colour option looks pretty trick I jump on, adjust the levers and set about engaging track mode on the dash. The interface is the same at the MT-09 and XSR so familiar to many and very easy to use. It only takes a few clicks and flicks of the joystick to get through the settings. In track mode, the current settings are laid out across the bottom of the screen, so adjusting each one is piss easy. I start off with the power on mode 2, which gives full power but a softer throttle feeling. Traction control on 3, slide control on 1, wheelie control off (who needs that?) and engine brake on 1. That’ll do me for now. TFT screen ticks all the boxes and is loaded with Yamaha apps The bike feels pretty natural as soon as I jump on; there’s a bit of weight on your hands but the reach to the ‘bars isn’t far. In fact, the reach from seat to ‘bars is actually less than the R7 and the R1, but the ‘bars are slightly lower than the R7. I quite like the riding position. On the MT09 that huge clutch cover interfered with my boot when I roade sometimes, but on this bike it doesn’t seem to be an issue. The suspension feels a bit soft in the rear while bouncing on the seat, but I’ll sample it before making changes. Each session starts with a couple of guided laps by the Motoschool coaches to warm up the tyres and show us the lines at a steady pace. It’s my first time on the South circuit, so I’m thankful for the guided tour and gentle increase in speed to start the day. Wattie gets his race face on for a circuit layout he’s never ridden before If you haven’t been on this SMSP layout, it’s an eye-opener. The flow is much different to the big track and perfectly suited to smaller and more nimble bikes. You take a right out of the old turn 6/7 and then begin a series of flip-flops over the hill before running downhill and into a tight hairpin. Then begins the climb back up the hill around anther hairpin before negotiating a flat-out, third-gear change of direction back onto the old track at turn 8 before braking on what feels like the wrong side of the track for another tight left, right left and back onto the old track after turn 4. It sounds busy, and it is. There’s absolutely no rest on this layout. Plenty of adjustment on those fork legs After the tour by the Motoschool coach, I set about getting a feel for the R9’s handling and gear selection for the circuit. It’s immediately noticeable how forgiving the R9 can be on the track. The more aggressive (than the XSR900GP) steering head angle makes the bike react very well to line changes when correcting mistakes or making overtakes. It feels very planted and surefooted while braking deep into the apex. Through the flip-flops, the R9 flings from knee-down on one side to knee-down on the other with precision and haste – which is handy when the ripple strips look like they’d rip your knees right off if you introduced yourself to them. The bike is even popping small wheelies in the process as the suspension unloads while changing direction. Those electric blue wheels scream Yamaha performance The engine is an aural masterpiece even, with the stock muffler down underneath. I love the way the revs rise and fall as you go from one edge of the tyre to the other with the throttle open; it’s a real buzz. Kind of like the chicane at Mugello on a Moto2 bike with less speed and talent, but with a touch of scraping coming from the sidestand or muffler, I’m not sure. The intake roar from the R9 is divine and I’m almost ready to forgive Yamaha for putting the 600cc screaming R6 out to pasture as I work the torque curve out of the corners and up the short straight kissing the rev limiter. I do wish it revved just a little bit more however. Apex-perfect. Wattie shaved two seconds off his lap times by riding the R9’s torque rather than revving the bejesus out of it As I’m getting up to speed, I find myself changing back to second gear while entering the 90-degree turns and loving the feel and sound of the engine braking – but then I’m hitting the rev limiter very early on corner exit. Making all these gear changes is fine for the bike as the quickshifter is flawless in its execution, but my leg is getting sore from all the up and down. During the break, we debrief with the Motoschool coaches and I start thinking that I was overriding the bike, using the gearbox too much and losing time. Time to address. Piece-to-camera is a pre-requisite for most motorcycle launches now For the next session, I add two full turns of preload to the rear to help hold the rear end up and give me a little more ground clearance on the fast change of direction. I move the throttle map to mode 1, which is the most aggressive, reduce traction control down to level 1 and decide to try and use third gear on the 90-degree corners. This will mean I only need to change down to second for the hairpin at the bottom of the hill, then up to fourth briefly, once per lap… Small changes equals big success; I’m immediately two seconds faster per lap! The R9 loves to play in the midrange, so running it hot into corners a gear higher, using more rear brake and driving out with the torque makes it exit corners with more oomph than outright horsepower. This is what sets it apart from the old R6 – the power curve is more useable and easier to exploit on the R9. For the remaining sessions before the rain comes into play, I concentrate on pushing deeper on the brakes and getting on the power earlier, and the R9 just keeps gobbling it up. I manage to get the times down to a 1:02.5 lap, which I am really impressed with. Yes, I would love more power, but I’m definitely not missing out on fun without it. No chicken strips on these tyres. On yah, Wattie! ON THE ROAD Without even needing to adjust a clicker, the R9 is ready for road duty straight after a track day, so long as you don’t overindulge and fry a tyre on the track. During the commute, the R9 feels like I’m riding an MT09 but with lower ‘bars. It’s light and manoeuvrable in the traffic and comfort is reasonable. The clutch is light and the brakes only need a light caress to pull up for a red light. It even has cruise control for those boring stretches. The R9 features stability in fast cornering, an indication of the development put into this model There’s room on the seat to move around and you can see out of the mirrors. What else do you need? Well, I’d skip the idea of taking your spouse for a ride (if you like them); the pillion seat is tiny. But pillions only slow ya down anyway, right? Out in the twisty backroads, the R9 comes into its own and you remember that this bike was built with performance in mind. The suspension that felt a little soft at the track? Well, all of a sudden, it is perfectly suited. It’s as sharp and direct on the road as it was on the track but it can soak up bumps too, thanks to the high-speed adjustable fork and rear shock. I take a couple of clicks off the high-speed damping and loosen the preload for better recovery from the bumps. Other than that, I don’t feel like it needs anything… well, maybe a sweet exhaust system for a bit more sound. Yamaha reckons its R9 is a bit of a dream machine. It’s certainly shaken up WSSP The 50/50 design brief is clear when you can ride with confidence in the twisties; even if the surface isn’t perfect, the chassis feels direct and controlled but also forgiving at the same time. The engine is happy to ride the torque curve without having to rev the hell out of it. It just feels so well balanced and does not get overpowered by the engine. The R9 is simply sweet. It isn’t by accident that it slips right into that sweet spot between the YZF-R7 and the YZF-R1. PROS – Sweet engine, sure-footed suspension on road and track, looks the business CONS – A few more revs would be nice GIZMOS GALORE The 5inch TFT dash feels more like a built-in computer than just a bike dash. While it controls and displays all the vital information, it also has a few tricks up its sleeve. With full Bluetooth integration as standard, you don’t need to part company with your hard-earned for the extra goodies. With the help of a few apps, you can really get stuck into it. With the Yamaha Y-connect app, you can keep track of the bike’s maintenance requirements, see where you parked it, review ride logs that show things like speed, fuel consumption and route taken etc. Then, while away from the bike, you can set up your own custom riding modes with your preferred power map, TC, launch control, slide control, engine brake control etc. Then, when you get the bike to go for a ride, you can upload those settings and select it from the bike’s menu. This app also allows you to set up lap timing via GPS so you can have live timing on your dashboard while on the track. Another cool feature is the virtual pit board. If you have a mate set up their phone as your ‘supporter’, they can then send you a choice of pre-determined messages from the pits straight to your bike, just like in MotoGP. Imagine giving it the beans on the track and then a message pops up telling you to ‘Go Faster’. Be careful who you give the access to, I guess. The Yamaha Y-trac Rev app is for those wanting to get a bit more serious about racing. With it, you can delve into data acquisition, virtual pit boards, lap and split times. Your team can also display whether you are up or down on your lap times live as you’re going around the track. Then afterwards you can review your data and look for ways to make improvements. With a bike that’s designed for 50 percent road use, it’s only fair that the road guys get some gizmos too. The Garmin Streetcross app works on many other Yamaha motorcycles also and, as a free download, you can activate turn-by-turn navigation using Garmin’s maps. The system works really well and besides Android Auto and Apple Carplay, it’s the best system I’ve used on a bike. This all displays on the dashboard and is controlled by your phone or via the left switchblock. This is on top of the built-in phone connectivity that allows calls, messages and music to be controlled on the fly if you’re using a Bluetooth headset. but wait, there’s more Thanks to the racing pedigree, Yamaha has a bunch of track-focused gear like GB Racing engine protection, billet footrests, swingarm bobbins, billet levers and exhaust systems. If you like the old-school look of the side-exit exhaust, there’s an Akrapovic muffler to slip straight on there. On the more road focused list are things like a sweet tail bag to go on the rear seat, radiator guard for pesky rocks, tinted windscreen, tail tidy and rear seat cover if your spouse refuses to ever go on the back. Check out the Yamaha Y-Shop at shop.yamaha-motor.com.au the competition Ducati Panigale V2 $24,500 ride away Kawasaki ZX-6R KRT Edition $18,824 ride away MV Agusta F3 RR $37,695 ride away Honda CBR600RR $29,533 ride away SPECIFICATIONS ENGINE Type Inline, liquid-cooled, 890cc, three-cylinder, 12-valve, DOHC Bore & stroke 78mm x 62.1mm Compression ratio 11.5:1 Fueling EFI, electronic throttle control Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 87.5kW (117hp) at 10,000rpm (claimed) Torque 93Nm at 7000rpm (claimed) Top speed 240km/h (estimated) Fuel consumption 4.9L/100km (measured) ELECTRONICS Type Yamaha Rider aids ABS, traction control, cruise control, quickshift, slide control, brake control, back skip control, launch control, wheelie control Modes Track, Sport, Street, Rain, Custom 1 and Custom 2 CHASSIS Frame material Aluminium Frame type Diamond Deltabox Rake 22.6° Trail 94mm Wheelbase 1420mm SUSPENSION Type KYB Front 43mm USD fork, adjustable preload, high/low compression and rebound, 120mm travel Rear Monoshock, adjustable preload, high/low compression and rebound, 117mm travel WHEELS & BRAKES Wheels Aluminium spinforged Front: 17in x 3.5in Rear: 17in x 5.5in Tyres Bridgestone RS11 Front: 120/70 ZR17 (58W) Rear: 180/55 ZR17 (73W) Brakes Brembo Front: Twin 320mm floating discs, Brembo Stylema monoblocs, Brembo radial master cylinder Rear: Single 220mm disc, single-piston caliper DIMENSIONS Weight 195kg (wet, claimed) Seat height 831mm Width 706mm Height 1181mm Length 2079mm Ground clearance 140mm Fuel capacity 14L SERVICING & WARRANTY Servicing First 1000km Minor 10,000km Major 20,000km Warranty Two years, unlimited km BUSINESS END Price $23,199 (Ride away) Colour options Team Yamaha Blue, Matt Black, Intensity White/Redline Contact yamaha-motor.com.au The post ROAD & TRACK TEST | Yamaha YZF R9 appeared first on Australian Motorcycle News.

Triumph sharpens its streetfighter with the track-focused 1200 RX that’s leaner, meaner and limited to just 1200 units Just months after the stellar launch of the Speed Triple 1200RS, Triumph was back at Portimao circuit in Portugal with a surprise: the limited-edition, track-focused RX. Only 1200 of these bright yellow beasts will be available globally. The RX builds on the 133kW (180hp) RS but arrives racier, with lower clip-on ‘bars, higher rearsets, a striking Akrapovic silencer and an Öhlins electronic steering damper to match the EC3 semi-active suspension from the RS. Add in some carbon fibre and a new seat, and it’s yours for $34,490 – $3000 more than the RS. TRACK TIME Back in March, we tested the RS in less-than-ideal conditions (Vol 74 No.19), but the Smart EC-3 Öhlins suspension stood out for its versatility. This time, with sun overhead and fewer media on site, we had time to push the RX on both Pirelli SuperCorsas and race slicks. Now that’s what we call aggressive styling! The RX was revealed just 12 hours before we hit the track, its ‘Performance Yellow’ livery a clear signal of intent. This is a Speed Triple built to lap. Swinging a leg over, the differences are immediate. The new riding position is more aggressive: ‘bars 69mm lower and 52mm farther forward, pegs 14.4mm higher and 25.5mm back. Even at a standstill, it looks and feels ready to race. Electronically-controlled, fully-adjustable Smart EC-3 Öhlins continuously adapt to rider inputs Our first session was damp, but that allowed time to settle in. The new Akrapovic can doesn’t scream like a race pipe – it’s Euro5+ compliant – but its note is deeper and throatier, and it looks far better than the stock RS exhaust. Even at a moderate pace, the RX feels more connected. The riding position shifts weight forward, enhancing front-end feel. The fuelling is flawless, the quickshifter slick, and that 1160cc triple is torquey, urgent and surprisingly user-friendly for such an angry-looking machine. Rider aids (cornering ABS, traction control, wheelie control) operate seamlessly in the background. ABS can’t be fully disabled but can be limited to the front brakes only In perfect conditions, it was time to flick into Track mode. The suspension stiffens, electronics loosen their grip and the RX sharpens. Power remains unchanged at 180hp, which may seem modest next to 200bhp-plus rivals like BMW’s M 1000 R or Ducati’s Streetfighter V4 S, but on track it’s more than enough. The engine pulls hard, especially through the midrange, and will happily rev to 10,750rpm. A hint of exclusivity Flat out down Portimao’s main straight, the RX is a handful – not for lack of control, but because it’s physically demanding. Holding on at full tilt is a proper workout. But through corners it’s sublime. Fast bends invite you to push harder every lap. I experimented with gears and corner speed, eventually favouring a smoother, short-shifted exit over revving it out. The RX stays planted over the crest, wheelie control gently intervening if you keep the throttle pinned. The RX’s engine produces the same power and torque as the RS but ergonomic changes and some race-spec add-ons transform the riding experience At high speed, the RX is impressively stable. Sixth gear tapped, windblast roaring, I didn’t crave more power – just stronger arms. CONTROLLED AGGRESSION Portimao’s rollercoaster layout tests everything, including the RX’s new Öhlins SD16 steering damper. Unlike the RS’s passive Marzocchi unit, this electronically adjustable damper reacts in real time via Triumph’s OBTi system. At low speed it lightens up, then firms as pace builds or handlebar inputs get erratic. I tried to provoke head shakes – dropping off crests, shifting the ‘bars mid-air – but the RX remained unbothered. Footpegs are mounted higher and farther back than the RS The RX also avoids the giant aero wings favoured by some rivals yet still holds its line without fuss. It’s calm, composed and confidence-inspiring. That said, while the new damper adds sophistication, I don’t recall the RS suffering stability issues. Perhaps it’s a nice-to-have rather than a must-have. A back-to-back test would settle that question. SLICK SHOD In the afternoon, Triumph bolted on Pirelli slicks and let us go wild. Before diving in, I adjusted the suspension via the intuitive TFT dash. No spanners required – unless you want to tweak spring preload, which is factory set for an 85kg rider. The electronic interface is refreshingly simple, using terms like Brake Support and Mid Corner rather than traditional compression/rebound jargon. Seat is embossed with the RX symbol And then? The RX felt like a naked race bike. It flicked to apexes with surgical precision, held a tight line on power, and never understeered. Even on slicks, there was more ground clearance than I needed. After one session, I found myself thinking: why not add a fairing and give us a new superbike? Plenty of options for rider adjustments to the electronics BRAKES, AIDS AND NIGGLES The Brembo Stylema brakes finally got a proper workout here. On the RS launch, wet conditions held us back but not this time. Power was ample, feel was great and there was no fade. ABS can’t be fully disabled but can be limited to the front only. I barely noticed it intervening. You’ve got to admit the RX is one purposeful-looking trackday bike I dialled in more engine braking for that rear-end slide into corners. It’s all adjustable and you can soften it up to near two-stroke smoothness. As for electronics, the wheelie control deserves credit for how smoothly it modulates lift. But it still cuts power a tad too cautiously on re-engagement and, crucially, it’s bundled with TC – turn off traction control and you lose wheelie control too. That’s a limitation, especially for more advanced riders. Akrapovic can is Euro5+ compliant but still sounds great VERDICT Triumph didn’t need to build the RX. The RS is already one of the finest naked bikes around. But I’m glad they did. The RX sharpens the Speed Triple into a legitimate track weapon. The RS may be better for road use – its ‘bars more forgiving, its stance more relaxed – but the RX is leaner, meaner and noticeably faster on circuit. The Öhlins EC3 suspension is once again the hero, offering true on-the-fly transformation from fast road bike to full-blown trackday star. Sure, the dash is a bit dated and the electronics aren’t quite as trick as Ducati’s or Aprilia’s. And no, there’s no 200-horsepower headline. But for $34,490, the RX is the most affordable bike in its class – more than $8k cheaper than a Streetfighter V4 S (see full review on p64). That’s astonishing, considering the spec. The 1200-unit run will sell fast. And some RS owners may wish they’d waited. I’d love to see Triumph go a little farther next time – more power, maybe some fairings. But even as it stands, the RX is a special machine. Just be quick if you want one. SPECIFICATIONS ENGINE 1160cc inline triple 133kW (180.5hp) at 10,750rpm 128Nm at 8750rpm CHASSIS Aluminium twin-spar frame Öhlins Smart EC3 semi-active suspension Öhlins SD16 electronic steering damper BRAKES & WHEELS Brembo Stylema calipers, 320mm discs 17in cast aluminium wheels Pirelli Diablo Supercorsa SP V3 tyres ELECTRONICS 5 riding modes: Rain, Road, Sport, Track, Rider Configurable Cornering ABS, TC, Wheelie Control Adjustable engine braking & throttle maps DIMENSIONS Wet weight 199kg Seat height 830mm Fuel capacity 15.5L Extras on RX vs RS – Lower clip-on ‘bars & higher rearsets – Akrapovic titanium exhaust – Carbon fibre trim & special seat – Unique ‘Performance Yellow’ paint BUSINESS END Price: $34,490 ride away (1200 units) Contact: triumphmotorcycles.com.au The post QUICK SPIN | Triumph Speed Triple 1200 RX appeared first on Australian Motorcycle News.

Second version of Honda’s retro four cylinder appears as a concept – but it’s really an upcoming production model Back at the Osaka motorcycle show in March this year Honda took the wraps off its four-cylinder, CB750F-inspired CB1000F Concept – a machine that despite its ‘concept’ billing was quite obviously a near-production prototype. Now the company is cementing that idea even further by showing a part-faired CB1000F SE Concept. Making its public debut at the Suzuka 8-Hours on Friday 1st August, the new CB1000F SE has only been revealed in silhouette form at the time of writing but it’s already abundantly clear that it’s essentially the same CB1000F design that was shown at Osaka, with the addition of a bar-mounted nose cowl. The fact that the CB1000F shown in Osaka is really an upcoming production model was all but confirmed by the fact that Honda presented not one but three examples: the standard model, finished in a silver-and-blue scheme with overtones of Freddie Spencer’s 1981 AMA superbike racer, plus a Moriwaki-tuned version and a garish yellow, silver and black variant made in association with a Japanese fashion house. The non-bikini fairing CB1000F concept was revealed in March Even in silhouette, we can see that the new CB1000F SE shares virtually everything with March’s naked version. Same wheels, same brakes, same exhaust, same tank and seat unit. Honda hasn’t even lowered the bars for a sportier riding posture. And that makes sense. The production version of the bike will essentially replace the ancient CB1300 Super Four and the part-faired CB1300 Super Bol d’Or, bikes that can trace their heritage back to 1992 and Honda’s CB1000 Super Four Project Big-1. The existing CB1300 models are ending production this year, following the demise of the smaller CB400 Super Four a couple of years ago. The CB1000F and CB1000F SE will replace the larger bike, and Honda is expected to launch a new 400cc four-cylinder to supersede the smaller one later this year. Under its retro skin, the CB1000F and the new SE version are mechanically identical to Honda’s CB1000 Hornet, with a 150hp four derived from the 2017 FireBlade’s engine and the same suspension, chassis, wheels and brakes as the Hornet. A different, chromed exhaust and the retro-style tank and seat unit are all that differentiates the CB1000F and SE, so putting the new bikes into production will be cheap and simple for Honda. And unlike the old CB1300 Super Four, the Hornet is approved for road use all over the world, opening up the potential to sell the bike in a broad array of markets – even though the launch plans so far have been very Japan-centric. The post Honda CB1000F SE ‘Concept’ Teased appeared first on Australian Motorcycle News. View full article

Single-cylinder range grows with the addition of more off-road Scrambler 400 We snagged spy pictures of Triumph testing a more off-road version of its Scrambler 400 X back in February and now the finished bike has been added to the range in the form of the Scrambler 400 XC. In fact, while it’s new to us, the XC has been available in the Indian market for a couple of months, having been launched there back in May, but it’s now become a global model for the brand. That Indian head-start comes in part because, like the rest of Triumph’s 400cc single-cylinder models, the Scrambler 400 XC is made in partnership with Indian brand Bajaj, the company that’s also recently bailed out KTM and is responsible for manufacturing the Austrian brand’s single-cylinder street models up to the 390 Duke and Adventure. What’s new on the Scrambler 400 XC? The changes are more cosmetic than anything else. Most notably, the standard Scrambler 400 X’s cast alloy wheels are ditched in favour of alloy-rimmed wire wheels, which are compatible with tubeless tyres and retain the existing 19-inch front and 17-inch rear dimensions and 100/90-19 and 140/80-17 rubber. Other tweaks include the addition of a high-mounted front fender and a colour-matched cowl on the nose, both updated versions of components already offered as extras for the Scrambler 400 X, and a set of new colour options including yellow, dark grey, and white, each with retro block graphics on the tank and paired to black side panels and tail sections. There’s a new bash plate under the engine, too, but it’s also a part that can already be found in the options catalogue for the existing Scrambler 400 X. The specs are unchanged, including the same 398cc liquid-cooled single with 29.4kW at 8,000rpm and 37.5Nm at 6,500rpm, and identical dimensions except for weight, which rises from 179kg to 186kg thanks to the additional components. The bike’s price, at $11,390 AUD, is $1400 higher than the standard Scrambler 400 X. The post Triumph Scrambler 400 XC appeared first on Australian Motorcycle News. View full article

Motorrad skunkworks crew create mad one-off sprint racing Boxer BMW Motorrad has pulled the covers off a one-off custom, and it’s a serious piece of kit. Dubbed the R 1300 R “TITAN,” it’s a sprint-focused special built by a small group of BMW’s own staff who clearly live and breathe bikes. The TITAN came together away from the boardroom, created by a team of genuine enthusiasts including project leader Philipp Ludwig, designer Andreas Martin, graphics and colour specialist Theresa Stukenbrock, and prototype builders Paul Summerer and Thomas Becker. Together, they whipped up a bruiser of a bike that combines modern design with motorsport aggression, while still staying true to BMW’s roots. Built around the new 1300cc boxer engine – the same one found in the R 1300 R – the TITAN takes the standard roadster as a starting point and cranks up the agro to face-biting levels. The signature tank shape is still there, but smoothed into a compact monocoque design that looks more racebike than roadbike. Weight’s shifted forward to help keep the front down off the line, and the whole thing looks ready to launch even when it’s parked up. Akrapovič got in on the action, developing a full titanium exhaust system specifically for the bike. Running under the engine before splitting into two stubby underslung mufflers pushed high under the tail, the setup gives the bike both a standout look that no doubt sounds as serious as it looks. And in case the 1300cc boxer wasn’t punchy enough, there’s also a nitrous oxide system bolted on. Hit the button, and the TITAN is given a temporary hit of extra grunt down the drag strip. A specially-made Wilbers chassis with a long swingarm keeps everything planted, and the spike-like rearsets give the rider a solid base to tuck in and go full tilt. The chassis backing all that crazy is just as tough, with Wilbers custom-built suspension incorporating a lengthened swingarm to stop the front wheel launching into orbit and massive rear-set footpegs for full-send launches. It’s all channelled through BMW’s familiar shaft drive setup, which has been proven to handle serious torque, and pulling up at the other end is handled by a Magura HC3 brake setup. It might be a custom, but nothing here is for show—this is a strip-ready weapon. While it’s extremely unlikely we’ll ever see a production version, the R 1300 R TITAN shows what’s possible when passion is let off the chain and the rules are thrown out the window — we certainly wouldn’t mind seeing what this thing does on a quarter mile! The post BMW Unleashes Nitrous-Powered R 1300 R “TITAN” appeared first on Australian Motorcycle News. View full article

Documents reveal high-performance electric sports bike Electric motorcycles haven’t hit the mainstream yet despite the efforts of both major manufacturers and endless startups but there’s a feeling of inevitability about the technology: as soon as lighter, faster-charging and more energy-dense batteries become widely available to bring performance parity with ICE bikes we could see a rapid shift towards electric powertrains. As such, it’s essential for forward-thinking bike makers to be ready. With developments like solid-state batteries and sodium-ion chemistries expected to become commonplace by 2030, improving energy-density while reducing costs and charging times, the moment when the balance tips in favour of electric motorcycles could come in the next handful of years. Honda clearly isn’t sleeping on electric power, and as well as launching battery-powered scooters like the CUV e: and promising an upcoming motorcycle based on last year’s EV Fun Concept, it’s filed patent applications depicting a FireBlade-style electric superbike. Honda isn’t without experience in this field. It backed the Mugen Shinden project that competed at the Isle of Man TT Zero races from 2012 until the race was cancelled after the 2019 running, winning for six years on the bounce from 2014, and there are distinct similarities between the new Honda design and the last generation of the Mugen electric racer, which took a one-two finish the 2019 TT Zero in the hands of Michael Rutter and John McGuinness. The clearest similarity is the motor and transmission, which are mounted unusually far back, behind the swingarm pivot, with the front sprocket above and in front of the motor’s output shaft. The last versions of the Mugen Shinden used the same layout, which clears more space in the bike’s main chassis for batteries and electronics while also allowing for a longer swingarm and shorter wheelbase than you’d be able to use if the motor was more conventionally positioned. Honda’s new patent, however, shows an evolved version of the idea, combining the motor, swingarm and rear suspension into a single, bolt-on assembly that could be attached to a variety of different main chassis designs. To do that, there’s an ultra-compact rear suspension linkage with the rear shock mounted horizontally above the motor, almost enclosed within the upper section of the swingarm. Rearranging the usual, triangular rising-rate linkage into the top of the swingarm where it’s actuated by a pull-rod that pivots it to compress the shock as the rear wheel rises, is key to the design. The motor, the swingarm pivot axle and the front of the rear shock are all mounted on an alloy casting that bolts onto vertical mounts on the back of the main frame, using just three large bolts to attach the whole rear suspension and powertrain to the rest of the bike. Even the electronic connections to taking high-voltage electricity to the three-phase DC motor are included in the same mounting, which incorporates a quick-release plug into its front face. Although most of the patent drawings show a conventional, beam-style alloy chassis, that’s not an essential element of the patent and some of the drawings show a revised version of the powertrain/suspension unit incorporating small outer swingarm pivot castings and footpeg brackets, designed to bolt onto the back of a box-like alloy or composite battery housing that would double as the bike’s main structure. Honda’s patent points out that because the drivetrain and swingarm pivot are mounted into a single casting, there’s no increase on stress to the main chassis section if, for example, a larger, more powerful motor is fitted. Although the new patent is far from rock-solid confirmation that an electric Honda superbike is on the verge of production the level of detail in the illustrations suggests that there’s almost certainly a real prototype of this bike kicking around somewhere in the company’s R&D vaults. As of right now, in the middle of 2025, it’s hard to imagine Honda launching such a bike into a distinctly flaccid market for electric motorcycles. But give it a couple of years and it probably won’t look like a long shot anymore. The post Honda patents electric FireBlade appeared first on Australian Motorcycle News. View full article

Triumph Motorcycles Australia will this August release its Scrambler 400 XC, a higher-spec version of its off-road-capable single, priced from $11,490 rideaway. The Scrambler 400 XC will sit above the standard Scrambler 400 X ($9990) which debuted early last year, distinguished by key off-road upgrades including lightweight wire-spoked wheels shod in tubeless Metzeler Karoo Street tyres, a high-mounted front mudguard and fly-screen. Also new are three fresh colour schemes – Vanilla White, Racing Yellow and Storm Grey – with the latter two coming at a slight premium of $200. The Scrambler 400 XC is the third product to launch based on Triumph’s Indian-built single-cylinder platform, joining the Speed 400 ($8990) and Scrambler 400 X ($9990). The Triumph Speed 400 is arguably best positioned to compete with Royal Enfield’s Guerrilla 450 ($8590), while the Scrambler 400 X should take on the Indian brand’s Scram 411 ($7990), among other small-capacity retro-themed models. The new Scrambler 400 XC, may rival more off-road-focussed models like the Royal Enfield Himalayan. Compared to the Speed 400, the Scrambler 400 X and the new 400 XC are taller and feature longer-travel suspension, a 19-inch front wheel, wider handlebars and an upright seating position suitable for off-road riding. The Scrambler model also benefits from a 320mm front brake disc. Notably, both the Speed 400 and Scrambler 400 X/XC feature a ride-by-wire throttle and traction control as standard, while an LCD dash, an imobiliser and LED lighting round out the tech features. “The Triumph Scrambler 400 XC has been a huge hit with customers in India and there is clear demand for this model across the rest of the world too,” said Triumph Motorcycles chief commercial officer Paul Stroud. “With improved off-road capability and Scrambler attitude, plus three new, stylish colour schemes, we hope this model will appeal to even more riders, further enhancing and extending the appeal of the Triumph brand for the next generation.” 2025 Triumph Scrambler 400 XC. 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 2025 Triumph Scrambler 400 XC price and specs confirmed appeared first on INFO MOTO. View full article

Tarzy swoops on Buriram MotoGP track to tame Ducati’s performance flagship Let’s talk about the big red elephant in the room. Earlier in April, I had a career – and life – highlight that will be hard to top. Ducati is a staple in the motorcycle world. I first fell in love with the red beast when my dad showed me videos of Anthony Gobert riding the Vance & Hines Ducati in AMA Superbike. That’s when I knew I wanted to be Number 95 and ride a red bike just like him. The Go Show legend! About to live the dream Fast forward to the present – stepping off a plane in Thailand with my helmet as my carry-on, I was about to ride one of the most serious bikes on the planet at one of the fastest MotoGP tracks in the world. Arriving at Chang International Circuit for the Ducati Riding Experience (DRE), I was beyond thrilled to finally get a taste of the Ducati Panigale V4 S. This machine is a true masterpiece, featuring a 1103cc V4 engine that produces 158.9kW (216hp) and rockets from 0 to 100km/h in just 3.1 seconds. With Ducati’s advanced features like DTC (Ducati Traction Control), DQS (Ducati Quick Shift), and Öhlins suspension, it’s built for speed, precision and pure racing spirit. When too many big red Ducatis are barely enough THE NIGHT BEFORE When we arrived at the hotel, a press event and dinner were already underway. I went up to my room – with a view of the track, no less – and started getting ready. As I unpacked, I noticed a stand for my leathers and helmet in the room. How cool is that? Downstairs, the new Ducati was on display, surrounded by admirers. Little did I know it rode just as smooth as it looked. The press event featured a detailed presentation about the latest updates to the Panigale V4 S. Alessandro Valia, Ducati’s official test rider, was the keynote speaker. He talked us through the model’s new aerodynamic design with four per cent less drag, the reworked 17L fuel tank designed to enhance rider positioning and grip, and, of course, the controversial switch to a double-sided swingarm. This change increases lateral stiffness by 37 per cent, resulting in sharper, more responsive steering. I couldn’t wait to put all of that to the test the next day. RACE DAY: RIDER BRIEFING & GEAR UP Waking up at a famous racetrack halfway around the world, knowing a Ducati Panigale V4 S was waiting for me, was surreal. The team transported us to the track after a buffet breakfast at the hotel and suddenly I was standing in pitlane – familiar territory, but this time in a very unfamiliar (and exciting) country. No dunces in this class First up: sign-on. Riders from around the world introduced themselves, sharing their nerves and excitement. We were divided into classes – Beginner, Intermediate, Evo and Masterclass – received our armbands, and took care of the formalities. Then it was time to gear up. Thankfully, the changeroom was air-conditioned (bless). I’d packed my leathers into Mum’s suitcase since my gear bag was still in Queensland from racing. As I pulled them out, they already felt heavier from the humidity. The energy was electric. I also got to meet the other women riding that day – three of us in total: one from Japan, one from Malaysia and me, the Aussie! Every hotel room should have a rack like this The rider briefing was fantastic. The Ducati team didn’t just recite specs – they shared their passion. The room buzzed with anticipation. We were introduced to our coaches, including Michele Pirro, the Ducati MotoGP test rider, and TJ Alberto, a four-time Philippines Superbike champion, just two of the many coaches. Some coaches were already out tearing up the track, and it was hard not to press our faces to the glass and watch. Oh, and the actual bikes ridden by Marc Marquez and Pecco Bagnaia for a recent media event – rear tyres smoked and all – were on display and available for purchase by DRE riders. Pretty cool perk! THE ON-TRACK EXPERIENCE Game time. Our pitlane shed was buzzing. A simulator bike stood in the middle for us to practice body position, while tables surrounded the room with TV screens, whiteboards with the track layout, and chairs for each rider group. Apex-perfect on the way to 300km/h and beyond Chang International Circuit is a stunning 4.6km track that has hosted some of the most entertaining MotoGPs in recent history. It’s known for being one of the fastest circuits in the world, as well as being super popular from a fan experience perspective. It features 12 turns, including long straights and tight corners that challenge both rider and machine. The smooth, wide tarmac is perfect for pushing limits, and the elevation changes certainly kept us on our toes. It’s really wide and really fast… something I was about to find out. “Masterclass,” I heard over the loudspeaker – my turn! We lined up next to a row of gleaming Ducatis, each one fitted with fresh tyres. I chose the one right on the end. One rule: no overtaking within your group. Tricky! Michele Pirro asked to ride with Tarzy to assess her speed. It looks like she passed the test! At first, I struggled with the bike’s height as I am only 160cm, but the reach to the ‘bars wasn’t as bad as I’d expected. I flipped the sidestand up, fired her up and clicked down into first gear – something I’d need to get used to as over the last four years all my bikes have been race pattern, where first gear is up for racing. Head down, push down; head up, click up! Shooting out of pitlane, I was instantly on the long straight. I’d studied the layout and watched heaps of onboard videos, so I slipped into a rhythm quickly. I thought I’d need time to adapt my riding style, but surprisingly I settled in fast. The Ducati is just soooo confidence inspiring, especially with brand new Pirelli tyres fitted. You can ride with Tarzy on our YouTube channel The Panigale V4 S felt compact and incredibly responsive. When I twisted the throttle for the first time… wow. It launched. That raw power left me grinning from ear to ear. It was blisteringly fast yet refined and smooth, the quickshifter taking care of business; my neck stretching in every gear, the corners all coming up quickly. We started the day in Road mode, but for the final few sessions we switched to Race mode. The biggest difference I noticed was how much easier it was to trail-brake and turn in under heavy braking, thanks to firmer suspension travel. Then came a surreal moment – Michele Pirro pointed at me and said, “You follow me. We ride together.” “Okay!” I blurted out, stunned. Off we went. I was even more stoked knowing it was all being filmed (which you can now see on YouTube!). The cornering secrets of this famous track are revealed The Ducati hospitality was absolutely top tier. The moment we pulled in from each session, the team greeted us with chilled water, cold towels and big smiles. Lunch was much needed and appreciated. I had my usual chicken and rice combo that was supplied at the buffet, but I also wanted to soak in the whole experience, trying a Thai dessert called Can Enjo (I’ll stick to Tim Tams, I think). I did feel a little like Marquez myself experiencing these moments! Ducati really did make us all feel very special. As the day wore on, I gained confidence. When I opened the throttle full gas on the straight and held it pinned, we hit 300km/h. The V4 was rock-solid – even at that speed. Riders came from all around the world for this once-in-a-lifetime track experience My favourite corner? Turn 1 – third gear, knee down, barrelling toward that straight. Pure bliss. Must be something about me and first turns; at almost every race meet, Turn 1 is my favourite to barrel through with the pack (fun fact!). One of the biggest highlights? Riding alongside Michele Pirro. Watching his precision through the corners was like watching art in motion. After each session, we debriefed with him. I even snuck in a cheeky question during an impromptu video interview: “How do you think I went today?” He smiled and complimented my riding style. That moment meant the world. DINNER, STUNTS & GOODBYES Even after a full day of riding, the adrenaline hadn’t worn off. But the day wasn’t over. We were treated to dinner, drinks and an incredible stunt show. One of the coaches, Emilio, took to the track while everyone else was upstairs eating. Wheelies, stoppies, burnouts – he made it all look easy. We gathered for a group photo on the grid, united by our love for motorbikes – and especially for Ducati. It may look a bit intimidating but the V4 S dashboard doesn’t take that long to decode Later that evening, we received certificates signed by our coaches. Mine’s now framed and proudly displayed among my trophies at Dad’s shop. REFLECTION Looking back, I learned so much. It wasn’t just about going faster. It was about understanding the harmony between power and control – and how Ducati’s engineering brings that to life in a way that’s both intuitive and exhilarating. Most of all, I had an absolute blast. There’s nothing quite like riding a machine like the Panigale V4 S on a world-class track, surrounded by passionate people who share the same love for the sport. It was also nice to be able to chill and enjoy the experience and not have to worry about a stopwatch timing me – just simply to have fun and take it all in. A massive thank you to Ducati Australia/New Zealand and Australian Motorcycle News for this unforgettable riding opportunity. It’s one I’ll cherish forever. WANNA DO IT? A Ducati Riding Experience (DRE) is a premium motorcycle training program designed for riders of all skill levels, from beginners to experienced motorcyclists. Held in various scenic and professional locations worldwide, DRE courses offer expert instruction from certified Ducati riders across several formats, including track riding, off-road and road safety. Each session covers safety, control and performance using Ducati’s latest models. Whether you’re refining technique or experiencing Ducatis for the first time, DREs aim to provide a thrilling, educational and unforgettable way to elevate your riding experience. For more information, check out www.ducati.com/ww/en/experience/ducati-riding-experience/riding-courses The post ULTIMATE RIDING EXPERIENCE | Ducati Panigale V4 S appeared first on Australian Motorcycle News.