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New approval paperwork confirms Y-AMT version of Tracer 7 and Tracer 7 GT The sports-touring Yamaha Tracer 7 twin was updated for 2025 with new tech and styling but Yamaha left us baffled by not including the option of the Y-AMT automated manual transmission that’s already available on the MT-07 naked bike that the Tracer is based on. Yamaha’s Y-AMT is literally an automated version of its normal six-speed box, with actuators to engage the clutch and shift the gears at the command of the bike’s on-board computer or the rider at the touch of bar-mounted shift controls. It debuted on the MT-09 triple and the Tracer 9 GT that uses the same powertrain, as well as appearing on the twin-cylinder MT-07. Since the transmission seems so well-suited to a sports-touring application, it was surprising to see that Yamaha didn’t include the option on the new 2025 Tracer 7, despite the fact it shares the same engine as the MT-07 so adding Y-AMT would be incredibly simple. Now, a few months later, Yamaha is set to make that move. The Tracer 7 Y-AMT hasn’t yet been announced but new type-approval documents in Europe show the company has put four new versions of the Tracer 7 through the required testing – the standard Tracer 7 and the Tracer 7 GT, each with two power levels, 54kW or 35kW (the latter for European learner licence law compliance) – for the 2026 model range. The differences from the existing 2025 Tracer 7 are limited to a tiny change in the paperwork where the transmission type is specified, with the stock bike’s ‘M6’ designation, for ‘manual six-speed’, replaced by ‘M6a’ meaning an automated version of a six-speed manual. To confirm the update, there’s also a slight increase in weight, with the Tracer 7 Y-AMT coming in at 206kg instead of the manual version’s 203kg, while the luggage-equipped Tracer 7 GT Y-AMT is 214kg compared to 212kg for the manual model. With approval complete, the Tracer 7 Y-AMT is likely to be announced officially in the very near future. The post Yamaha Tracer 7 to get auto option in 2026 appeared first on Australian Motorcycle News. View full article

New retro models based on GSX-8S platform We’ve been expecting Suzuki to launch more models based on the GSX-8S’s 776cc parallel twin for its 2026 model range, but despite rumours of a GSX-8GT sports tourer, the company has opted to add a pair of retro roadsters to the range. The GSX-8T and GSX-8TT are closely related siblings, both mechanically identical to the GSX-8S but trading that bike’s razor-sharp 21st-century styling for 1970s-inspired shapes and colours evoking bikes like the GS1000S. Both add all-new bodywork, including a larger 16.5-litre fuel tank instead of the 8S’s 14-litre unit, new side panels, new tails, and a retro face dominated by a new, circular LED headlight. The GSX-8TT gets a sportier edge by surrounding that lamp with a bar-mounted nose fairing and low screen, while the GSX-8T takes a naked approach, but aside from their colour options and a more retro, rolled seat material on the 8T, these two new models are otherwise inseparable. By borrowing all their mechanical parts from the GSX-8S, Suzuki has minimised development time and cost, while also simplifying the production process, expanding its range to appeal to more riders without making a huge R&D investment. The decision means that the 776cc parallel twin is already familiar, and makes the same 61kW peak at 8500rpm, along with maximum torque of 78Nm at 6800rpm, that we’ve already experienced on the 8S. Similarly, the new bikes have the same tubular steel frame, aluminium swingarm and KYB suspension as the GSX-8S, with non-adjustable upside-down forks and a preload-adjustable monoshock. Unsurprisingly, the brakes are also unaltered, with the familiar Nissin four-pot calipers and 310mm discs at the front and a single-piston caliper and 240mm disc at the back. The shared parts mean the new GSX-8T and TT get standard-fit bidirectional quickshifters, traction control and ABS, as well as a trio of riding modes and the same 5-inch TFT display that you’ll find on the GSX-8S. The pegs, seat and bars are also positioned much the same as those on the GSX-8S, so the big difference is one of styling rather than the riding experience. Suzuki hasn’t tried to mirror the appearance of a specific old model, instead offering a modern interpretation of general 1970s styling themes, most notably the GSX-8TT’s nose cowl, which has overtones of the Yoshimura GS1000S racers of the late 1970s. The new bikes’ profiles, though, are 21st-century, with short, high seat units and underbelly exhausts. Bar-end mirrors – rarely used on real 1970s bikes but often appearing on modern retro models evoking that era – are also added to the mix. For equivalent models from other manufacturers, the GSX-8T and TT come closest to Yamaha’s XSR700 and XSR900, as well as Kawasaki’s Z650RS and Z900RS. But in terms of power, performance and price, the Suzukis slide in a notch above the smaller, two-cylinder models from its rivals, but below the larger, three-cylinder XSR900 and four-cylinder Z900RS, plugging a niche that means they don’t have many one-for-one competitors. Honda’s ageing CB650R is perhaps the closest in terms of its neo-retro appearance and its performance, but its four-cylinder engine means it’s quite a different prospect to the twin-cylinder Suzukis from a mechanical point of view. If you’re holding out for that GSX-8GT sports-tourer, don’t fear: Suzuki’s dedication to spreading its parallel twin platform into as many market segments as possible means just such a bike is likely to be added to the range at some stage in the future to compete with Yamaha’s Tracer models. We might just have to wait another year before it’s ready for launch. The post Suzuki launches GSX-8T and GSX-8TT appeared first on Australian Motorcycle News. View full article

Suzuki Motorcycles has tonight revealed its new GSX-8GT and GSX-8GTT pair, the newest members to join the brand’s 776cc parallel-twin family, this time taking on a modern retro form. Both the Suzuki GSX-8GT and the GSX-8GTT are built on a familiar platform that underpins the GSX-8S naked bike, GSX-8R sportsbike and V-Strom 800 adventure bike, but bring retro design cues like a round headlight, tuck-and-roll seat, bar-end mirrors, a unique fuel tank design and side covers, as well as a stainless steal muffler cover. The ‘TT’ version plays as an up-spec variant, gaining a headlight cowl which is said to pay homage to late 70s and early 80s mini-faired bikes, among other minor touches. The GSX-8T will be available at $17,990 rideaway, while the GSX-8TT is priced at $18,990. Both models are expected to arrive at Suzuki dealerships across Australia in the fourth quarter of this year. Motivating both bikes, which tip the scales at just 201kg (wet), is a 776cc parallel-twin engine generating 61kW and 78Nm. New is a lithium-ion battery and a fast-charging USB-C port, while familiar equipment from the family include a 5.0-inch TFT dash, an up-down quickshifter and KYB suspension. 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 Suzuki GSX-8GT, GSX-8GTT pricing and specs confirmed appeared first on INFO MOTO. View full article

In delivering over 250 upgrades to the Tenere, Yamaha has ignored the cafe critics, focusing instead on feedback from riders who live for the dirt, not the decor In 1983, Yamaha started a worldwide love affair with a motorcycle called the Tenere. The first model was heavily based on the legendary XT600 with not much more than a huge fuel tank to distinguish it from its standard XT cousin. Tenere means desert region and it is here, in the form of the Paris to Dakar race, that it paved its way to cementing its future, achieving many podiums and somewhat of a cult following. Bikes that succeed in the most gruelling test of reliability will sell themselves and fast became a popular choice for global adventure. Over the years the Tenere has evolved into many variants, with the most exciting model in recent years being the 2019 release, when Yamaha delivered a heavy blow to the adventure bike market. The T7 quickly set the world alight, receiving high praise for retaining its somewhat simple approach while maintaining legendary reliability at a very good price. It’s a rapidly moving segment of the market and as we fast-forward to the present almost every manufacturer produces a model it claims is an adventure-ready steed. The 2019-2024 T7 received very few updates – but, as with any new model, there’s always room for improvement. I spent a too-short amount of time on a mate’s Tenere a couple of years ago and thought it was pretty good overall. So I was very excited to be given chance to ride the vastly revised 2025 T7 at a two-day media launch not far from my home on the NSW Central Coast, around the lower Hunter and Watagan area. Yamaha Australia Marketing Manager Sean Goldhawk was on hand for the launch, and delivered a very comprehensive presentation highlighting the 2025 updates and improvements. Towards the end of the speech he said something that stuck with me: “You talked. We listened.” Left handlebar switch block houses TFT navigation controls He was referring, of course, to Tenere owners all over the world and their pointed criticisms of the previous generation’s T7. He went on to describe how important it is to follow the many forums and social media posts out there to help gain valuable info, as well as real-world feedback, to help R&D teams make sure each new model is better than the last. So is it? Let’s find out. BUSH READY The ride started and finished at the headquarters of RideADV, just north of Mangrove Mountain. These guys operate expansive tours and expert coaching sessions and were our track guides for the two days. Owner/operator Greg Yager and his team all ride Teneres themselves and have amassed over 600,000km on their fleet bikes without a single mechanical failure – and let me tell you, they ride them hard and fast. There’s a new dashboard but the tech has been kept simple They are a great bunch of blokes and led us over a variety of terrain specifically mapped out to give us a taste of what the bike is capable of. All three colour variants were on hand to trial – Icon Blue, Sky Blue and Frozen Titanium. I picked the Frozen Titanium, which I thought looked great. All bikes were fitted with Dunlop 606 tyres as our ride was going to 80 per cent dirt. Apart from that they were stock standard. HEART OF THE BEAST The CP2 engine that powers the Tenere can be found in many other bikes in Yamaha’s range, and for good reason; it’s an absolute gem. The 689cc parallel twin pumps out just shy of 54.5kW (73hp0, which doesn’t sound like much when compared to say a KTM 1290 Super Adventure or Ducati Multistrada, both of which punch out over 160hp. When compared to a KTM 890/HuskyNorden, it’s still well behind on a spec sheet as well in terms of power – but does the Tenere have enough grunt? It’s not the most powerful engine out there but it’s a willing and versatile performer in most riding situations My word, it does. It’s actually hard to believe we call a 700cc bike small nowadays but realistically in the adventure bike market it is, and every cubic centimetre of displacement does its best to convince you of its willingness. It fires up and settles into an idle with an exhaust note that’s audible enough, but with the well-supressed rumble that is a trademark of parallel twins. Many of the RideADV fleet bikes had Arrow slip-on mufflers and they sounded really good. It’s one of the smoothest engines out there, with basically no mechanical noise, and as you click into gear and ride off for the first time it feels beautifully refined. Rolling along at 110km/h in top gear returns just 4100rpm on the tacho and it feels relaxed and effortless at freeway speeds. LED headlights make a styling statement The jewel in this crown is the torque. From very low rpm it pulls cleanly with no hesitation – and on our ride we went up some technical hills that would be better suited to an enduro bike. But the T7 just goes about its business and gets you to the top. Combined with a six-speed gearbox with ratios that are nicely spaced, and a super light clutch with a lovely feel, technical trails can be tackled with relative ease. The Tenere can also be fitted with an optional quickshifter – but I wouldn’t bother if I were to buy one as it’s faultless as is. It looks pretty cool in Yamaha’s corporate blue Many high-horsepower bikes I’ve ridden can be a handful in situations like this as they break traction and dance all over the place, so what the Tenere may lack on paper in terms of outright power it more than makes up for in excellent tractability and seamless transition from the ride-by-wire throttle to the back wheel. Perhaps the only time I may have wished for more power is a scenario I was imagining in which I was overtaking a fleet of Bobs and Marges on a country road with 100m caravans. The T7 will do it for sure – but will require a bit more planning from the throttle hand and gearbox than some of the heavy-hitting almost hyperbikes I mentioned earlier. Especially if you have a pillion and/or lots of luggage. Our tester preferred the Frozen Titanium paint scheme There are two modes programmed into the fuelling system, Sport and Explorer, with the latter delivering a slightly softer feel to the power. In fact, some riders on the test actually preferred this mode. The T7 also features traction control that can turned off, allowing for more fun on the dirt. RIDE REFINED Adventure bikes are destined for long days both on the tar and far off of it as owners chase distant horizons. Waypoints set, fuel up and go. The Tenere has been refined to make those big riding days even more enjoyable. Small things like the clutch casing have been altered, because apparently the boots of some riders used to rub against it, creating a feeling of it wanting to push your right leg off the footpeg. The footpegs themselves are now a huge rally style, which offer great grip and feel. There are more than 250 changes on this bike from the last model. From the moment I hopped on it I felt comfortable. The sitting position is extremely good, and the seat – which is also different to the outgoing model – was very comfortable. I normally get a sore bum when riding a new bike and it takes a couple of days to get acclimatised, but no such discomfort was encountered on the T7. The screen is a good height and doesn’t obscure vision. It does a pretty good job of keeping the wind out of your face at higher speeds. At 180cm tall and 89kg the standing position was probably the best I have encountered on any adventure bike. It honestly just feels like a big enduro bike, and for me I wouldn’t change a thing. I did catch my left heel on the little tab that you kick the sidestand out with a couple of times, but that was truly my only criticism of the overall ergonomics. It offers such a neutral feel that encourages aggressive offroad riding or is equally as good just cruising along. Beefy Yamaha-branded handguards add to the Terere’s off road cred The 21/18-inch wheel and tyre combo provides outstanding offroad performance and felt great on sealed roads as well, even with the 80 per cent dirt-biased Dunlop fitted. We didn’t do any night riding but the new LED headlight looks the part and will no doubt be better on those unplanned late outback trips where dodging wildlife can be a treacherous part of the game. The 16-litre fuel tank now sits farther down in the frame to lower the centre of gravity, improving handling characteristics. BRAKES AND SUSPENSION One major element that owners of previous generation T7s were often unhappy about was the suspension. It wasn’t terrible – but certainly could have been better. As I mentioned earlier, Yamaha takes criticism very seriously from riders that push their bikes to the limit, not criticise sitting at a cafe. We aren’t just talking a spring rate or two here; they have basically revised the whole fork and shock set-up. They’ve developed suspension upgrades to the 2025 model that will no longer warrant any complaints in my opinion – either when ridden within and probably beyond its intended purpose. Suspension has had a major upgrade and is fully adjustable In short, it’s brilliant. From fast tar roads to technical single tracks and big erosion mound jumps, the T7 exceeded my expectations on all fronts. Not once over two days of riding did it do anything I thought it shouldn’t have. Other riders on the test who had ridden the last model were blown away by just how much better it was. Now fully adjustable, including preload on the front fork, the KYB componentry left nothing to be desired. In fact, it’s now so good that some of the staff from RideADV said it’s better than their heavily modified previous-gen T7s. Good level of crankcase protection And that’s just the front; the rear shock was every bit as good. High praise indeed, considering how hard these blokes ride – heavily laden on some of the roughest tracks in Australia and the world. The Brembo brakes were superb, providing all the power and feel you could ask for. The anti-lock system can be turned off to allow sliding but when left on they were very good as well and I never had a problem bringing the wet weight of 206kg plus me onboard to a rapid predictable stop. In slippery creek crossings, it’s reassuring to have a middleweight adventure bike with good tyres JUST ENOUGH TECH The new 6.3-inch TFT dash is a welcome addition, providing all the info you need and can also be linked to Google Maps for turn-by-turn navigation. It’s easy to read and the interface has a couple of different layouts to suit your personal preference. A small joystick on the left-hand switch block makes it easy to scroll through the menu. One drawback, initially, was the indicator switch – and I wasn’t alone in this. Easy to turn on but frustrating to turn off; it was funny following other riders after a corner was made as most of us looked like a semi driver doing that thank you flash they do when you let them in. We all got used to it by the end of day two. There’s a huge range of factory accessories for this model What has made the T7 appealing to riders is its simplicity, and that remains. I think there is just the right amount of tech to bring it up to speed with its competitors. More tech can mean more problems; just ask some other manufacturers. But Yamaha, to an extent, has kept it relatively simple, true to the roots of those first Teneres. SAME SAME, BUT VERY DIFFERENT While from a distance it looks very similar to the last model, it is vastly different. Get up close and you will see changes everywhere. This is a ride that I, like so many others, would jump on and ride around Australia or the world tomorrow. There are also hundreds of genuine or aftermarket options to customise your T7. That rock-solid proven reliability is a huge tick for me. Spending two days on the Tenere made me realise why it’s the top-selling adventure bike in Australia. Sometimes less is more and there is no better example of this than the T7. Less tech but enough, less price than direct class competitors, less power but more than enough. And it’s a great-looking bike in any of the three colours. The T7 has a cult following for a reason. And although you don’t see that many around urban areas, get out in the bush and off the beaten track and you will come across plenty, with a rider likely to have a big smile on their face. PROS – Grunty, tractable engine, brilliant new suspension and all-day comfort. A true adventure standout CONS – Fiddly indicator switch, only moderate power for those (admittedly rare) overtakes The Competition KTM 890 Adventure 889cc parallel twin, 78kW (105hp) – $25,390 Aprilia Tuareg 660 659cc parallel twin, 60kW (80hp) – $21,300 Honda Transalp XL750 755cc parallel twin, 67kW (90hp) – $17,899 SPECIFICATIONS ENGINE Type Liquid-cooled, 690cc, 4-stroke, DOHC, 4 valve, twin-cylinder Displacement 689.0cc Bore & stroke 80mm x 68.6mm Compression ratio 11.5 : 1 Lubrication Wet sump Fuel delivery Fuel injection Transmission Constant-mesh 6-speed Final drive Chain Fuel capacity 16L CHASSIS Frame type Double cradle steel tube Suspension Front Upside down telescopic fork, 210mm travel Rear Swingarm (link suspension), 200mm travel Brakes Front: Hydraulic dual discs, 282mm, ABS Rear: Hydraulic single disc, 245mm, ABS Tyres Front: 90/90 R21 M/C 54V Rear: 150/70 R18 M/C 70V DIMENSIONS L&W&H 2370mm, 935mm, 1455mm Seat height 875mm Wheelbase 1595mm Ground clearance 240mm Wet weight 208kg BUSINESS END Warranty 30 days (limited factory warranty) Price $21,299 ride away Contact www.yamaha-motor.com.au The post OFFROAD TEST | 2025 Yamaha T7 Tenere appeared first on Australian Motorcycle News.

Triumph Motorcycles will enter one of the world’s most notorious hard enduro events, the 2025 Red Bull Romaniacs, aboard Tiger 900 middleweight adventure bikes. The event will take place from 22-26 July in Sibiu, Romania, where Jonny Walker and Sam Sunderland will attempt to complete the grueling course on ‘near standard’ Triumph Tiger 900s fitted with ‘only a small number of race parts’. “I’ve raced Romaniacs plenty of times,” said Jonny Walker. “So it’s cool to be going back in a completely different way racing the Tiger 900 which I’m really excited about. I’m pretty confident, I think it will be fun and of course the main goal is to win the Adventure Ultimate class. “It’s going to be totally different to anything I’ve done before, and probably a bit more enjoyable on the big bike!” Triumph Motorcycles Brand Ambassador Sam Sunderland, a two-time Dakar Rally winner and former FIM World Rally-Raid Champion, will contest the Adventure Lite class, marking his competitive debut on Triumph machinery. “It’s super exciting to be taking on such an iconic hard enduro race,” said Sunderland. “The adventure classes are a great way to get involved and I can’t wait to get out to Romania to get stuck in. “It’s more similar to what I have done in rally-raid in the past, especially with the five-day format, and I’m looking forward to getting into race mode again. “My Triumph Tiger 900 will be pretty much standard, so it’s going to be cool to put it to the test.” 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 Triumph to tackle grueling Romaniacs hard enduro aboard Tiger 900 adventure bikes appeared first on INFO MOTO. View full article

20-year-old rising Spanish rider killed during JuniorGP test session in France Spanish motorcycle racer Borja Gomez has died following a crash during testing at Magny-Cours ahead of this weekend’s JuniorGP round. He was 20 years old. The incident occurred during a pre-event test session at the French circuit when Gomez crashed alone and was subsequently struck by a following rider. Despite immediate medical attention, the severity of his injuries proved fatal. Gomez, from San Javier in the Spanish region of Murcia, had been one of Spain’s most promising young talents in road racing. In 2024, he was competing in the European Superstock Championship aboard a Honda CBR600RR, and had been leading the series heading into this weekend’s round in France. His speed had earned him a second-place finish at Estoril and a commanding victory at Jerez. Simultaneously, he had been contesting the European Superbike Championship on a Honda CBR1000RR-R, a series sanctioned by the RFME. Gomez had dominated the opening half of the season, winning four of the first six races and once again leading the championship standings. Beyond his racing commitments, Gomez had taken on a valuable role with Honda Racing Corporation’s World Superbike project, joining the official test team in European pre-season testing alongside Tetsuta Nagashima. The experience further underlined Gomez’s rising trajectory within the global road racing community. Gomez’s international racing career had gathered pace through 2022 and 2023, when he made 15 starts in the Moto2 World Championship. His best result came at the 2023 Austrian Grand Prix, where he crossed the line in 16th. In addition, he made four appearances in the World Supersport Championship between 2021 and 2024, scoring points in both Cremona and Aragon last season aboard a Kawasaki ZX-6R. A highly respected figure in the paddock despite his young age, Gomez was known for his maturity, dedication, and natural ability on two wheels. The AMCN team extends its deepest condolences to Borja Gomez’s family, friends, and the wider racing community. The post Rising Star Borja Gomez Dies in Magny-Cours Crash appeared first on Australian Motorcycle News. View full article

New four-cylinder pocket-rocket is an export model Chinese brand Kove is heading to the Australian market in 2026 as it unveils a revised version of its intriguing four-cylinder, 443cc sports bike, the 450RR. The new machine has already emerged in Chinese type-approval paperwork, including photos and basic technical specs, showing that its styling has been subtly revised compared to the current model. Originally revealed in 2022 as a 400cc four called the 400RR, Kove’s race-rep was restyled and up-engined to become the 443cc 450RR in 2023 before deliveries even started, with Ducati Panigale-ish styling and performance designed to compete with Kawasaki’s ZX-4RR. The new version updates the looks once more but leaves the main mechanical parts unchanged. The biggest revision is at the nose, where the current model’s separate, side-mounted winglets are replaced with a design more in keeping with the latest MotoGP trends – not to mention the most recent version of the Ducati Panigale V4. So the two winglets now merge into a single, curved section that bisects the nose below the headlights. Shifting the wings forward increases their leverage and exposes them to cleaner airflow than the original versions, which sat farther back and lower on the fairing sides. While the red paint in these images serves to emphasise similarities with Ducati’s Panigale, the Kove isn’t a one-for-one copy and has several elements that have been present since the original, much more angular version that was launched in 2022. Those include headlights set back into the nose, giving a hooded look, and a central intake that feeds air to Kove’s own four-cylinder engine. That engine puts out 52kW (70hp) at 13,000rpm and isn’t altered for the new version of the bike. Nor is the aluminium trellis chassis or the suspension, including a 4mm USD fork and a remote reservoir rear shock. The latest approvals show two different brake calipers, with the Taisco four-pots of the current model offered alongside a new design – still radial four-pistons but looking more like Yamaha’s signature Blue Spot calipers, with external piston retention plugs clearly visible. The approval document shows key figures, including the impressively light 165kg kerb weight, are unchanged as are the 1385mm wheelbase and 220km/h top speed. Although Kove is likely to focus on its adventure and rally bike ranges when it enters the Australian market, including the 450 Rally single and the 800X parallel twin adventure bike, the 450RR is being offered in some export markets so might come here. Kove plans to launch a larger four-cylinder version, probably 700cc, to compete with CFMoto’s soon-to-be-launched 750SR-R. The post Restyled RR Kove For Oz? appeared first on Australian Motorcycle News. View full article

“We’ve not yet finally answered it” In an Exclusive interview for AMCN , BMW Motorrad CEO Markus Flasch told Alan Cathcart the German company is still undecided about whether it will join MotoGP under the upcoming 850cc formula in 2027, despite ongoing speculation. “The question of MotoGP for BMW has been a topic for discussion for a long time, and I assure you that we have still not yet finally answered it,” Flasch said. Pressed on whether a strategic decision has yet to be made, Flasch confirmed: “That’s exactly what I’m saying.” Markus Flasch has the 2006 BMW 990cc MotoGP 3 cylinder prototype in his office With the 850cc era just 18 months away, Flasch indicated BMW has not yet begun technical development on a MotoGP machine. “We’ll make the strategic decision first, and then we’ll define the technical path which we’ll follow. 2027 is definitely not feasible for us to join in then,” he said. “We are constantly working on our motorsport strategy – GP is one option, offroad is another option, also WSBK is not such a bad thing, it’s just very European. So please give us some more months and we’ll come out with an answer!” When asked whether BMW’s continued presence in World Superbike made sense given Europe’s dominance in their sales, Flasch responded: “But then the question is, do you invest in motorsport to please your fans, or to reach out to people that don’t know you?” Flasch also addressed concerns that the new MotoGP regulations could lead to World Superbikes outperforming MotoGP machines, potentially forcing changes to WSBK. “I don’t have an answer to that yet,” he said. “This is up to Dorna to resolve – but since they are in control of both series, they will surely find a way not to have the two categories compete with each other.” The post BMW CEO Teases on MotoGP Future appeared first on Australian Motorcycle News. View full article

Keenly-awaited adventure bike nears production – but exactly how big is it? Royal Enfield has confirmed that its much-anticipated twin-cylinder Himalayan is nearly ready for production, sharing images on Instagram of CEO B. Govindarajan and British design boss Mark Wells testing it in India’s rugged Ladakh region. The test team was also joined by the latest prototype of the electric Himalayan, or ‘Him-E’, showing both models are in their final stages of development. The twin-cylinder Himalayan is believed to feature either the existing 650cc parallel-twin or a larger 750cc version, derived from Enfield’s air-cooled platform but tuned for added power and torque. Unlike the brand’s retro-styled twins, the Himalayan twin adopts a modern chassis with an alloy swingarm, monoshock rear suspension, upside-down fork and minimalist bodywork – apart from a classic circular headlight. Its 19-inch front and 17-inch rear wheels, dual front discs and close-fitting mudguard suggest a bias towards street-oriented adventure riding rather than hardcore off-roading. Onboard tech appears to include a circular colour TFT display rather than the rectangular screens popular with rivals, while practical touches like a high-mounted exhaust silencer and substantial bash plate speak to its adventure credentials. The electric Himalayan, in contrast, looks more focused on off-road ability. It features a 21-inch front wheel, knobbly tires, a slim one-piece seat, and a tankless design that allows for better rider movement. The latest prototype shows major changes from the 2023 version, with twin battery packs flanking a central structure, improved cooling fins, and a more refined trellis-style frame. Its styling has evolved too, with shaped side panels and protective tubing giving it a more muscular stance, likely accommodating more cells for extended range. The production version of the twin-cylinder Himalayan is expected to debut later this year as a 2026 model, with further news on the electric variant anticipated around the same time. The post Himalayan Twin on Final Testing appeared first on Australian Motorcycle News. View full article

Aussie retailing giant Peter Stevens Motorcycles has found new owners amidst financial struggles, however, five dealerships will close. The administrators of Peter Stevens Motorcycles this week announced that the Joe Rascal Group will purchase three Harley-Heaven stores including Dandenong, Ringwood and Melbourne, as well as taking ownership of Peter Stevens Ducati South Melbourne. Meanwhile, ASX-listed Motorcycle Holdings Ltd will acquire seven Peter Stevens and Harley Heaven outlets around Australia. Peter Stevens Motorcycles stores in Geelong, Ringwood and Bankstown, the Harley Heaven Bankstown and Melbourne City Triumph store will have to be closed by the administrators as no offers were received. Motorcycle Holdings Ltd CEO Matthew Wiesner said the company would maintain the Peter Stevens and Harley Heaven brands in the market. “We intend to continue growing the Peter Stevens and Harley Heaven brands in these strategic locations and deliver for their many loyal customers. These new stores will benefit from our scale of operations, particularly in relation to purchasing, supplier relationships and from the support our corporate teams can provide,” he said. KordaMentha’s Craig Shepard said the Administrators were “pleased to have found two highly credentialed purchasers in the Joe Rascal Group and Motorcycle Holdings Ltd, ensuring the Peter Stevens and Harley Heaven brands can continue and provide ongoing employment for around 250 employees.” According to a statement from KordaMentha, there are several conditions precedent to be met before the sales can be finalised, including obtaining regulatory approvals from motor dealer licensing authorities in each state. Unfortunately, Peter Stevens Motorcycles stores in Geelong, Ringwood and Bankstown, the Harley Heaven Bankstown and Melbourne City Triumph store will have to be closed by the Administrators as no offers were received. The Administrators will assist employees from these locations during the transition to closure. The post Peter Stevens and Harley-Heaven find new owners, some locations to close appeared first on INFO MOTO. View full article

Major parts of the iconic motorcycle retail network sold to Joe Rascal Group and Motorcycle Holdings, securing jobs and ensuring the brands continue across Australia KordaMentha have released a statement announcing that a large portion of Peter Stevens Motorcycles’ retail network has been acquired by new owners after the company went into administration in May. In what the administrators are calling a successful and competitive sale process, two major players have emerged to secure the future of the iconic brands: Joe Rascal Group and ASX-listed Motorcycle Holdings Ltd (ASX:MTO). The deals will see the Peter Stevens and Harley Heaven brands continue in major metropolitan locations across Australia, safeguarding around 250 jobs and ensuring continuity for a loyal customer base that spans generations of riders. Joe Rascal Group Accelerates into Premium Market with Harley and Ducati The Joe Rascal Group, headed by James Tonna and Barry Fitzpatrick, will take ownership of four key Victorian dealerships. These include: Harley Heaven Dandenong Harley Heaven Ringwood Harley Heaven Melbourne Peter Stevens Ducati South Melbourne This strategic acquisition sees Joe Rascal Group forge strong partnerships with global motorcycle powerhouses Harley-Davidson and Ducati. “Joe Rascal Group is thrilled to be able to acquire these stores and partner with iconic brands Harley-Davidson and Ducati,” explained Mr. Tonna. “These stores have a strong reputation for quality and customer service, and we are excited to build on that foundation.” Tonna further emphasized the group’s ambitions: “We look forward to integrating their expertise and offerings into our operations, and we are confident that this acquisition will drive significant growth and innovation for us in the years to come.” Motorcycle Holdings Expands National Footprint In a major move that significantly boosts its retail outlet portfolio, Motorcycle Holdings Ltd, owners of Motorcycle Accessories Supermarket (MCAS), will acquire seven stores across Australia including the online business. The sites are: Peter Stevens Dandenong Peter Stevens Adelaide Savage Motorcycles Perth Harley Heaven Sydney Harley Heaven Penrith Harley Heaven Perth Harley Heaven Adelaide Motorcycle Holdings CEO Matthew Wiesner announced that the newly acquired businesses will operate as a separate division under the leadership of COO Michael Poynton. “We’re excited to integrate these sites into our group. Importantly, we will retain the Peter Stevens and Harley Heaven brand identities and place a strong focus on continuing their legacy of customer service and expert motorcycle retail,” Wiesner said. “Our scale will provide benefits particularly in key operational areas such as purchasing and supplier relationships, as well as the corporate support that can help accelerate their growth.” As per a letter sent to staff, MCH confirmed that more than 200 roles—spanning retail, e-commerce, and head office operations—will be preserved under the new structure. The transition will include a handover process, subject to motor dealership licensing approvals across multiple states, with a target completion date in mid-July. Closure of Unsold Stores a Bitter Pill Despite the successful sales, several stores will sadly not remain operational. The Administrators confirmed that no suitable offers were received for: Peter Stevens Motorcycles Geelong Peter Stevens Motorcycles Ringwood Peter Stevens Motorcycles Bankstown Harley Heaven Bankstown Melbourne City Triumph These locations will be closed, and the Administrators have committed to supporting affected employees through the transition process. Craig Shepard of KordaMentha, the appointed administrator, remarked: “We are pleased to have found two highly credentialed purchasers in the Joe Rascal Group and Motorcycle Holdings Ltd. This outcome gives a future to the Peter Stevens and Harley Heaven brands and preserves employment for approximately 250 people.” Looking Ahead: Stability and Growth for Legendary Aussie Motorcycle Brands As the motorcycle retail sector continues evolving with the growing influence of e-commerce, electric motorcycles, and shifting rider demographics, these strategic acquisitions show that established brands still have a strong role to play. For staff, suppliers, and customers alike, the new ownership means Aussie riders can continue to rely on these iconic names for sales, servicing, and community into the future. The post New Owners for Peter Stevens and Harley Heaven appeared first on Australian Motorcycle News. View full article

With its Granturismo V4 engine, sculpted lines and cutting-edge electronics, the XDiavel V4 is Ducati’s high-speed answer to the cruiser category Back in February 2023, Ducati revealed the then-new Diavel V4. It was a big move for the Italian manufacturer as they ditched the bike’s V-twin powerplant in favour of the new Granturismo V4. That wasn’t the only shake-up either. There was a new chassis, now a monocoque design, uprated Brembo Stylema racing brakes and, as you would expect from Ducati, superbike levels of electronic rider aids. Faster, nimbler and more responsive than before, Ducati’s sports cruiser was morphing into a full-on naked streetbike. While all eyes turned to the new Diavel, the XDiavel, essentially a feet-forward cruiser sibling of the Diavel, slipped into the background somewhat. But now, for 2025, Ducati has reintroduced the XDiavel, using technology and components from the standard Diavel, as well as fresh and muscular new bodywork and styling. AMCN travelled to the south of France to test ride the new V4 XDiavel, which has more power than the outgoing 1260 model, is lighter and laden with state-of-the-art tech. TOTALLY AT HOME Is there anywhere better to ride a cruiser than the south of France? From Cannes to Nice to Monaco, the jaw-dropping coastline is littered with millionaire pads and celebrities looking to show off their trappings of success. And in the hills above the coast, the wonderful and winding Route De Napoleon awaits. Brembo Stylema brakes used to be cutting-edge Superbike tech just a few years ago In short, the new XDiavel V4 is in its perfect surroundings. Totally at home. Ducati doesn’t generally make ugly bikes and it looks right at home among the beautiful people. It’s immaculately styled and detailed, oozes muscle as well as class and, in the way it sits lightly on its wheels, is unmistakeably a Ducati. The only problem is all that beauty and desirability comes at a price: from $46,500 ride away in Australia. Cruisers are expensive, but even Triumph’s ginormous Rocket 3 is cheaper, while the competition from the US in the shape of Harley-Davidson and Indian are also less costly, even if you add a few extras. Upgraded rear suspension gets more travel, crucial on a performance cruiser The big talking point is the introduction of the counter-rotating-crank 1158cc Granturismo V4 engine in favour of the traditional 1260 twin. Smoother, with a more free-revving linear delivery, peak power increases to 124kW (168hp) at 10,750rpm, but peak torque is a fraction down at 126Nm at 7500rpm. The V4 has wider service intervals (15,000k or every two years) and is equipped with Ducati’s rear cylinder deactivation system. This cuts the two rear cylinders at low rpm to reduce heat transfer to the rider on warm days, and save fuel in the process. The powerhouse V4 engine is the talk of the town With the new engine comes a raft of new rider aids, four riding modes (Sport, Touring, Urban and Wet), along with three power modes (High, Medium and Low). Ducati Power Launch Control, Ducati Wheelie Control, Ducati Traction Control and Cruise Control are all present and valid on a hotrod like this, and operated by a new switchgear and a generously sized new 6.9-inch dash. As you’d expect, cornering ABS is standard to match those Brembo Stylema stoppers and 330mm discs. Seat is super comfortable but don’t leave it out in the rain But it’s not all about producing the most advanced and sporty cruiser on the market. Ducati has also looked at increasing comfort with improved ergonomics by moving the ‘bars closer to the rider and lower, while the seat foam is thicker but still just 770mm from the ground. Even the pillion seat is larger. The conventional suspension is fully adjustable, as you would expect from Ducati, while the rear gets 25mm more travel to improve tourability even further. That LED headlight is a Diavel signature feature PLAYING WITH THE POWER The first test for our XDiavel was to negotiate the crazy traffic of Grasse, trying our best to leave congestion behind as we headed to the calmer and far more fun Route de Napoleon. Aside from trying to look cool in the fashionable city streets, the ride through crawling traffic did give us a clear understanding of the rear cylinder deactivation system, and the XDiavel’s increased comfort. The former is nothing new but is now much more apparent. Below 4000rpm and under low load, the system still cuts the rear bank of cylinders, thus saving fuel and reducing engine heat to the rider, but now Ducati has deliberately made the transition between running on two cylinders and four cylinders more obvious – and you certainly feel this when riding. It might be built for the boulevard but Ducati has injected some of its V4 race tech into this feet-first cruiser Below 4000rpm, the twin-cylinder Granturismo sounds and feels different to when it’s firing on four. For starters, the exhaust has a lower pitch. Assuming the revs remain below 4000rpm and the torque request to the engine remains low, you can short shift up to around 90km/h on just two cylinders. The moment you turn the throttle with conviction, however, it reverts to a full-fat V4, no matter the rpm. It’s enjoyable playing with the power, feeling the extra kick as the cylinders chime back in. As for reducing the flow of unwelcome engine heat to my legs and lower body, I certainly didn’t feel uncomfortable in the city, but we did have unseasonably mild conditions in the south of France. There’s no mistaking this is a four-cylinder engine The small towns that pepper the hills above Cannes are policed by speed humps that are sometimes hard to see until the last moment. I missed one early on the test ride and braced for a significant jolt from the low seat and relatively short-stroke suspension, but my spine was thankful of the now longer, plusher travel and meatier new seat. I remember the old bike was a little firm, which was especially noticeable at low speed on poor roads, as cruisers with less suspension travel usually are. But the new XDiavel is noticeably improved over the previous bike. There were several occasions where I’d run over a pothole and was expecting a kick to the rear, but instead the XDiavel delivered a smooth ride. It’s no Honda Goldwing but is an improvement over the previous model. Pillion grabrails are vital with this much grunt on tap It’s out in the countryside, though, that the Ducati plays its ace card and separates itself from all other cruisers. As the traffic thinned and the road began to twist and turn, I switched from Touring mode to Sports mode and settled in for the ride. With its sporting hat on, the Granturismo is as flexible as it is fast. There’s a broad spread of smooth-as-silk torque that drives the extra-wide 245-section Pirelli Diablo Rosso II into the road and, unlike a typical American V-twin, the Ducati also loves revs, and is fluid and frictionless as they escalate and you are thrust back into the seat. Fuelling is accurate whether you are riding the torque or piling on the revs, while Ducati’s Quick Shift 2.0, which pairs with the Granturismo for the first time, makes for virtually seamless gear changes. It may not be to everyone’s taste but there’s no denying a lot of work has gone into the finer details HIGH-SPEED CRUISER So your feet are out front, you’re feeling relaxed, but the bike is moving like a superbike of not so long ago. It’s feels a little crazy to be able to ride so briskly with such ease in the traditional cruiser riding position. The excellent rider aids give you the confidence to push a little harder than you would on any other cruiser and, should you wish, you can even remove the wheelie control. The XDiavel will happily oblige, despite the feet-forward position and a long wheelbase. Even with the rider aids removed, the XDiavel finds grip from that huge rear tyre and propels you forward to the next horizon. You can remove all the rider aids, aside from ABS, but you can remove the rear ABS. The TFT dashboard is loaded with information on an amazing array of rider tech for what is basically a cruiser Because you have confidence and feel inspired by the lightweight chassis and excellent rider aids, ground clearance limitations can be relatively easily found. Some might see this as a criticism, but the XDiavel would embarrass any other cruiser in this segment. If you want more clearance and sportier handling, you’re better to opt for the standard Diavel. Later in the day our test was hit by biblical rain and again I changed the bike’s set-up to match the conditions. Wet mode is similar to Urban, with precise fuelling to help in tricky conditions, although opening a closed throttle to about 10 per cent of its stroke wasn’t perfect and I was expecting something a little smoother. On slippery French roads, the lean-sensitive TC was a must, and I was also thankful for the soft touch of the ABS to offset the racy Brembo stoppers. After the rain, the poor XDiavel looked a little secondhand. Water and road grime had found their way into hard-to-reach places. Owners who love a pristine bike are not going to enjoy getting their XDiavels wet. And I should add that the seat acts like a large bowl and fills with water if left in the rain. VERDICT Ducati already had the excellent Diavel V4 as a base model, so transforming the V-twin XDiavel into the V4 was a no-brainer. It’s an interesting take on the cruiser market, which some traditionalists won’t like, but there’s no denying it’s leading the cruiser class in terms of speed, power, agility, stopping and rider aids. Looks and appeal are down to personal taste, but with the backdrop of the French Riviera (when it wasn’t raining) the XDiavel V4 looked stunning. The extra-large grey mammal in the room, like most of the bikes from Bologna, is the price; $46k or near as dammit is well up there, especially compared to the competition. But if you like your performance cruisers and put a value on having the latest technology and superb handling, you could argue it’s well worth it. PROS – Leads the cruiser segment in speed, power, handling, brakes and rider aids. CONS – Expensive, and Ducati’s take on the cruiser segment will not be to a traditionalist’s taste. XDIAVEL V4 vs THE STANDARD THE BASE XDiavel starts at $46,500, however, you can quickly start to add a few extras and personalise the Ducati to taste if money is no object. The optional Black Lava is an extra $400, but that’s just the start. The touring pack with semi-rigid panniers, passenger rear backrest and heated grips adds around $300. Cosmetically, coloured calipers are another $1500, and options for dashings of carbon are almost endless from clutch cover at $400 to a rear mudguard at $800. If you really want to stand out, the racing complete exhaust (track use only) is just over $10k, and lighter forged aluminium wheels around $4k. It all comes down to budget but it’s relatively easy to tick some boxes and have a $70k XDiavel should you want to. SPECIFICATIONS ENGINE Type Water-cooled, 4-valves-per-cylinder, 90-degree V-four Displacement 1158cc Bore & stroke 83mm x 53.5mm Compression ratio 14.0:1 Fuelling Fuel injected 46mm elliptical throttle bodies, ride-by-wire Transmission Six-speed with up/down quickshifter Clutch Hydraulically controlled slipper and self-servo multiplate Performance 124kw (168hp) @ 10,750rpm (claimed) 126Nm @ 7500 rpm (claimed) Top speed 272km (est) Fuel consumption 6.6L/100km ELECTRONICS Rider aids Riding modes (see below), power modes, cornering ABS, Ducati Traction Control, Ducati Wheelie Control Rider Modes Sport, Touring, Urban, Wet CHASSIS Frame Aluminium monocoque Rake 29° Trail 124mm Wheelbase 1620mm SUSPENSION Type Marzocchi Front 50mm, USD, fully adjustable,120mm travel Rear Single shock, fully adjustable 145mm travel. WHEELS & BRAKES Wheels Cast aluminium Front 3.5in x 17in Rear 8.0in x 17in Tyres Pirelli Diablo Rosso III Front 120/70 X 17 Rear 240/45 x17 Brakes Cornering ABS Front 2 x 330mm discs, radially mounted Brembo stylema calipers Rear 265mm disc, Brembo twin-piston caliper DIMENSIONS Weight 229kg (wet no fuel) Seat height 770mm Width 850mm Length 2310mm Fuel capacity 20L SERVICING & WARRANTY First service 15,000km, valve check at 60,000km Warranty 24 months unlimited mileage, country dependant BUSINESS END Price $46,500 (Burning Red), $46,900 (Black Lava) Contact www.ducati.com/au The post ROAD TEST | 2025 Ducati XDiavel V4 appeared first on Australian Motorcycle News.

Australian approval filings reveal a GT and new mystery model Suzuki is set to add a GSX-8GT and one other mystery variant based on the same platform to its 2026 range and the upcoming models have already been approved for sale in the Australian market. Suzuki’s 776cc parallel-twin engine might have spent more than a decade in development before hitting the market but it’s proving to be a key element of the company’s future plans. It’s already on the market in the GSX-8S, GSX-8R and four variations on the V-Strom 800. Next year at least another two bikes using the same engine are set to join the range. We know this because Suzuki’s latest type-approval documents, filed in Australia, include reference to a pair of as-yet-unreleased machines. But thanks to the use of internal code lettering rather than their final names we can use a process of deduction to work out what they are. Currently, Suzuki’s 800 twins can be broadly split into two lines: the DL800 V-Strom models and the GSX-8 streetbikes. We’re looking at the latter here. At the moment there are two versions: the GSX800RQ is the model we know as the GSX-8S roadster, while the GSX800FRQ is the GSX-8R sportsbike. Both share the same engine spec and chassis, so their similar designations and shared type approval make sense. But for 2026 the approval documents include not only the RQ and FRQ variants, but also a GSX800TRQ and a GSX800TTRQB. While the internal designations for the new bikes are listed, and their appearance on the same type-approval paperwork as the GSX-8S and GSX-8R means they share the same engine spec and emissions levels, there are no photos or further specs for the TRQ and TTRQB versions. Fortunately, Suzuki’s existing model range gives some very clear clues as to what the bikes will be. Incoming Suzuki GSX-8GT Since both new models use the TRQ letters in their designations as well as sharing the same main mechanical parts, it’s likely they’re two versions of one model rather than two distinctly different bikes. What’s more, Suzuki already uses the TRQ code on an existing bike: the GSX-S1000TRQ, which is sold as the GSX-S1000GT. That leads to the obvious conclusion that the GSX800TRQ will be marketed as a GSX-8GT. In some countries the GSX-S1000GT is sold in two versions, the GT and the fully loaded GT+ that’s offered in the US, so there’s a strong possibility the expanded letter code on the GSX800TTRQB references an optioned-out GT+ version of the GSX-8, complete with luggage. Alternatively, it could hint at an additional variant more akin to the GSX-S1000GX. The shared approval means we can conclude that the GSX-8GT will have the same 62kW (83hp) output as the other models using the 776cc parallel twin, and that its main chassis components are also likely to be common with the GSX-8S and GSX-8R models. Where it’s sure to differ is the styling and riding position, and we can look to the GSX-S1000GT for clues there. Like the GSX-8R, this model is likely to get a full fairing, but it’s sure to be taller and wider than the sportier R model, with broader, higher ‘bars and a more protective screen, potentially adjustable, to add to its touring credentials. That spec means it will be going up against rivals like Yamaha’s Tracer 7, BMW’s F 900 XR and Triumph’s new Tiger Sport 800. The post Suzuki Expands GSX-8 Range appeared first on Australian Motorcycle News. View full article