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Rapidly-growing Chinese brand has type-approved another three intriguing machines It’s all but impossible to keep up with the speed at which China’s QJMotor brand is launching new bikes – it’s already got a range of over 140 models on its website only five years after unveiling its first bike – and even more have been leaked in the latest batch of Chinese type-approval documents to be published. These include a heavily revised version of the SRK800RR that currently competes in World Supersport racing, a huge 700cc scooter with a manual transmission, and a production version of the shelved MV Agusta Lucky Explorer 5.5 that was developed with the help of QJMotor’s parent company back in 2021. The updated SRK800RR features revised styling including all-new bodywork, different headlights, a new fuel tank and a slimmer tail compared to the existing version, and it uses the aluminium beam frame that’s currently offered as an optional extra on the Chinese-market SRK800RR, replacing the pressed steel design of the standard bike. The approval document shows that its 778cc four-cylinder engine is essentially unchanged, with the same 92kW as the current model, while weight rises by 3kg to 205kg wet – perhaps an indication of a larger fuel capacity, as the bikes are measured with their tanks full. The 1410mm wheelbase is unchanged, as is the claimed top speed of 260km/h. Second, we have a massive scooter, finished in Gresini-style colours, which might look familiar as it’s identical to the Italjet Dragster 700 that was shown at EICMA last year. Rather than being a copy, it looks like QJMotor’s parent company, Qianjiang, may be behind the Italjet-branded model, as the engine is the Chinese company’s existing 693cc parallel twin that’s already offered in a broad array of bikes under the QJMotor and Benelli brands. Putting out 56kW, it’s tied to a conventional six-speed transmission, so this isn’t a twist-and-go automatic scooter but a real motorcycle that just looks like a scooter thanks to 15-inch wheels front and rear. An ultra-long, 1550mm wheelbase means the engine is positioned under the seat rather than between the rider’s legs. It’s likely that the bike will be Qianjiang-made and offered under the Italjet brand, although a QJMotor-badged version could appear on some markets. Finally, there’s the machine badged ‘ADV600’ on its sides, which is essentially identical to the 2021 MV Agusta Lucky Explorer 5.5 concept bike. That concept was developed as a joint effort between MV and Qianjiang, using mechanicals from the QJMotor SRT550 but wrapped in styling shared with the three-cylinder MV Lucky Explorer 9.5, which has since reached production as the MV Agusta LXP. MV dropped the smaller, Chinese-made version from its plans after KTM took a stake in the company, but it reappeared at last year’s EICMA show under another guise as the Rieju Xplora 557, using the same 554cc twin used by the Lucky Explorer 5.5 and QJMotor SRK550, and the Xplora 707 with Qianjiang’s larger, 693cc twin, as seen in the Benelli TRK702 and QJMotor SRT700. The new approvals, and particularly the 700cc scooter and ‘ADV600’, show that Qianjiang is forging ahead with a growing number of cooperations with other brands, essentially using its manufacturing expertise, components and powertrains to build bikes that can be sold under different names around the globe, while still forging ahead with the growth of its own QJMotor range of models sharing many of the same elements. The post Yet More Upcoming QJMotor Bikes Revealed appeared first on Australian Motorcycle News. View full article

Supercharged triple is edging closer to production There’s no question that the star of last year’s EICMA show in Milan wasn’t a complete bike but an unfinished chassis and engine – Honda’s ‘ICE’ concept that previewed its upcoming V3 engine complete with an electric supercharger. The bike utterly overshadowed the rest of Honda’s display, including the ‘EV FUN’ electric concept that’s winging its way to showrooms in the near future as Honda’s first full-sized battery-powered motorcycle, and proved that the people who matter the most – riders themselves – are still far more invested and interested in combustion engines than in futuristic electric machines. Not that the V3 concept wasn’t futuristic, as it also packs Honda’s first electric supercharger which uses battery power to provide maximum boost immediately at any part of the rev range, giving it a notable advantage over both exhaust-driven turbos and mechanically-driven superchargers. The electric supercharger, or ‘E-Compressor’ to use Honda’s terminology, also means the V3 can be smaller than a similarly-powerful normally-aspirated engine, promising improvements in emissions and efficiency as a result. While Honda was always open about the V3 being destined for a production model, the company has now reinforced that with a teaser video shot inside the R&D department that gives a few more clues about the upcoming bike. Elements in the video include a shot of a wall filled with design sketches – all depicting full-faired sports bikes. Some show designs that have gone on to become production models, resembling machines including the current FireBlade, but a couple of the sketches closest to the camera depict a modern sports bike with a trellis frame very similar to the design seen on the V3 concept, with a distinct ‘X’ shape made in the tubular side rails. Perhaps a hint of what to expect? Such a design would certainly tie in with Honda’s registration of trademarks including ‘V3R’ and ‘V3R E-Compressor’ recently, with the ‘V3R’ section reminiscent of its ‘VFR’ (V Four Race) and VTR (V Twin Race) designations of previous generations of V-engined sports bikes. Honda has never made a four-stroke V3 motorcycle before, and nor has any other mainstream manufacturer, but it did offer a two-stroke, the NS400R, using the V3 layout in the 1980s. As well as the sketches, Honda’s video shows heavily redacted shots of the engine on a workbench and a dyno, albeit blurring all the elements that might give away any tasty morsels of information about the motor. There’s a snatch of engine sound – think V-twin, but with an added element of complexity to the note thanks to the third cylinder – and a brief glimpse of a dyno readout that looks like it shows the number 147Nm, although again it’s partly obscured in the video. That’s the sort of torque you’d expect from a 1200-1300cc bike, whereas the V3 is rumoured to be in the region of 850cc, with the addition of boost to give the performance of a larger engine. Another shot depicts Honda’s test riders behind the bike, which is again largely obscured but with a heavily-stepped tail section visible, showing the pillion pad is much higher than the rider’s seat. While that indicates a sports bike, a rider then climbs aboard and spreads his arms relatively wide to grab bars that are out of the picture, hinting that the prototype might actually be more like a streetfighter in its stance. With the teaser campaign now underway, we’re sure to be drip-fed more information in the coming weeks, with a more complete unveiling of either the finished bike or a nearer-production prototype expected at this year’s EICMA show. Meanwhile, Honda is also teasing the production version of the EV FUN electric bike, revealing a video of the machine under test. Despite distraction camo graphics, it’s clearly near-identical to last year’s concept, including the CB1000R-style single-sided swingarm and an overall size similar to that litre bike. The concept’s nose shape, with a slit-like headlight across a small nose cowl, also remains, along with a TFT dashboard. The EV FUN is expected to have performance in the region of a 650cc four-stroke and a short range of around 100km that’s offset by the ability to rapid-charge in a matter of minutes using DC chargers with CCS2 connectors, as favoured by most electric cars. The post Honda V3R Teased in New Video appeared first on Australian Motorcycle News. View full article

But only in India so far… We’ve known for a while that Triumph has been planning a part-faired café-racer version of its hugely successful Speed 400 single – spy photos have been circulating for months depicting a prototype on test alongside the recently-launched Scrambler 400XC – and now it’s been confirmed in the Indian market. Why India before the rest of the world? Because that’s where Triumph’s 400cc singles are build and, at least in part, developed with the help of the company’s manufacturing partner Bajaj. The same pattern occurred with the Scrambler 400XC that was revealed earlier this year: it was launched in India six weeks before it was confirmed as a global model. Be in no doubt, the Thruxton 400 will be getting a wider release very soon. Although it would have been simple to screw a Speed Triple 1200RR-style nose cowl to the front of the Speed 400 along with some low, clip-on bars, and then head to the pub for an early lunch, Triumph has taken a more in-depth approach to the changes to make sure the Thruxton 400 is a distinct model and not just an accessorised Speed 400. Sure, the basics of the engine, frame and parts like the fuel tank are carry-overs, but there’s a host of subtle changes. Notably, the engine itself, despite no change to its 398cc capacity, the bore, stroke or compression ratio, gets more power, with a rating of 41.4hp (30.89kW) instead of the Speed 400’s 39.5hp (29.4kW), arriving 1000rpm higher at 9,000rpm instead of 8,000rpm. Max torque, while still peaking at 37.5Nm, is also higher in the rev range at 7,500rpm rather than 6,500rpm as on the Speed 400. Similarly, while the chassis still uses 43mm Big Piston forks and a rear monoshock, the nose is dropped by 5mm, with a matching reduction in fork travel from 140mm to 135mm compared to the Speed 400 that we get here. That changes the rake from 24.6º to 24.5º and reduces the wheelbase from 1377mm to 1376mm. It’s worth noting, though, that the Indian market Speed 400 has a different setup to the global version, with a lower rear suspension setting that stretches its rake to 25.1º and its wheelbase to 1386mm, so there’s a chance that the global Thruxton 400 will be more aggressively set up than the version seen so far. The changes continue with new footpegs – higher and further back than the Speed 400’s to match the low-set bars – and a new seat and tail bodywork, including different side panels and trim around the fuel injection system. At the back, the taillight is set further forward and sits above a fender-shaped section that’s not found on the Speed 400, while the pillion seat is hidden under a humped cowl. The Indian bike’s weight is rated at 181kg wet, which seems a lot compared to the 170kg of the Speed 400 we’re sold here, but it’s worth noting that in India the Speed 400 is measured at 179kg – presumably the result of different rules around how bikes are weighed – so the real difference between the two models is just 2kg. The post Triumph Thruxton 400 Launched appeared first on Australian Motorcycle News. View full article

Second version of upcoming CB1000F shown in two colours Officially, Honda still calls its CB1000F – shown earlier this year – a ‘concept’ despite overwhelming evidence that the model will reach showrooms soon. Now a second version dubbed CB1000F SE Concept has also been revealed and it is also certain to be a production bike for the 2026 model range. Revealed at the Suzuka 8-Hour, the CB1000F SE is identical to the CB1000F that Honda showed back in March, but with the addition of a small nose cowling, a more luxurious seat and extra equipment including heated grips. It was shown in two colour schemes, the silver-and-blue of the previous CB1000F concept and a black-and-grey variant, while the naked CB1000F was displayed alongside it in both silver-and-blue and silver-and-grey schemes. Since the March unveiling of the original concept, the original and the new SE version have gained production-style elements including indicators and licence plate brackets, although they’re still missing the mirrors that will be required for road-legality. Mechanically, the CB1000F and the SE are both all but identical to the CB1000 Hornet, with the same chassis and 150hp, FireBlade-based four-cylinder, 998cc engine. The wheels, brakes and Showa suspension are also identical to the base version of the CB1000 Hornet (the higher-spec CB1000 Hornet SP gets Brembos and an Ohlins rear shock, but those parts don’t make it to the CB1000F or SE). At the back, the CB1000F and SE have a revised subframe to carry the flat, retro-style seat and repositioned pillion footpegs, while the rider’s pegs are also shifted to give a more upright stance than the CB1000 Hornet’s. A retro, chrome exhaust is fitted to suit the 1970s-inspired styling, which takes its cues from the CB750F that was launched at the end of that decade. In Japan, the CB1000F and CB1000F SE will replace the CB1300 Super Four and CB1300 Super Bol d’Or models, which finally ended production this year more than 30 years after the launch of the CB1000 Super Four Project Big-1 that they’re derived from. While discontinued in most markets many years ago, the CB1300 models have become a touchstone for Japanese Honda fans, making their replacements, the CB1000F and SE, important models in that market. Whether the CB1000F and CB1000F SE will be sold outside Japan remains unknown. There’s no technical reason preventing them from being global offerings, as the CB1000 Hornet they’re based on meets all major emissions and construction rules around the world, but Honda has a history of keeping some bikes exclusive to the Japanese market – as it did with the Africa Twin-based Hawk 11 café racer, which would also theoretically comply with international emissions rules but hasn’t been exported. The post Honda CB1000F SE Revealed appeared first on Australian Motorcycle News. View full article

Beloved former world champion tells fans he’s back at home and on the mend Troy Bayliss has returned home and is making steady progress following the crash that left him with seven broken ribs, a punctured lung, and a collarbone injury. In a message to fans, the three-time WorldSBK champion said he’s back from hospital and managing short periods on his feet. “Back home yesterday afternoon, going from bed to sofa and managing 10 minutes or so on feet before needing more rest, thanks to everyone for messages and staff at the hospital, Kimbo my private nurse at home, I can see she hadn’t sold bikes so things are looking good, also @suomyhelmets for keeping my mung head in as good shape as possible.” Bayliss said he was ‘beat-up’ following the incident The update follows an outpouring of support from across the racing world after Bayliss revealed the extent of his injuries earlier this week. The 56-year-old had only recently returned to riding after a broken left ankle, aboard a new Stark Varg electric motocross bike. Bayliss also included an image of a heavily scuffed motocross helmet in his update, hinting that the crash likely occurred while riding off-road. One very second-hand looking Suomy helmet Widely regarded as one of Australia’s most beloved motorcycle racers, Troy “Baylisstic” Bayliss built a huge worldwide following for his grit, speed, and fan-first humility. After winning the 1999 British Superbike Championship, he rose to global prominence with Ducati in WorldSBK, capturing three world titles (2001, 2006, 2008) and cementing his status among the series’ all-time greats. Bayliss’s epic down-to-the-wire title decider with Colin Edwards in 2002 instantly went down in motorsport folklore His fairytale MotoGP cameo at Valencia in 2006—stepping in as an injury replacement and winning the race—remains one of the sport’s most iconic moments. Remarkably, Bayliss even staged a high-profile comeback at age 49 in the Australian Superbike Championship, returning with DesmoSport Ducati and proving immediately competitive with front-row speed and podium contention. Across a trophy-laden career, he became synonymous with Ducati’s racing heritage and later shifted into mentoring the next generation, including his son Oli, all while maintaining a close connection with fans. The post Troy Bayliss Shares Injury Update appeared first on Australian Motorcycle News. View full article

Suzuki has announced that its incoming DR-Z4S and DR-Z4SM will be priced from $14,490 rideaway and $14,990 rideaway, respectively. Customers who have already registered their interest in the new models will be sent an email tomorrow (12th August) to arrange pre-order, in an effort to “honour [the brand’s] commitment to its most loyal customers,” a Suzuki Australia press release reads. The new models are powered by an all-new 398cc single-cylinder, four-valve DOHC engine, with dual spark plugs .The bikes feature a new pipe steel twin-spar frame long-travel, adjustable KYB suspension – both front and rear. The S comes with and IRC dual-purpose tyres, while sportier road going rubber graces the SM. The S gets 18/21-inch (tubed) wheel combo, the SM makes use of spoked 17-inch hoops. A ‘Gravel’ mode allows some level of wheel slip, similar to its bigger brother 800DE, plus the ability to disable the system entirely and the new bikes represent the first Suzuki models with switchable ABS for both wheels. 2025 Suzuki DR-Z4S and DR-ZSM. 1 of 11 Greg LeechSnag’s career in motoring journalism spans 30 years with stints at major bike mags Australian Road Rider, Motorcycle Trader and AMCN along with contributions to just about every other outlet worth a hill of beans. He was editor of Unique Cars magazine and hosts his legendary podcast ‘Snag Says’ when he gets off his date. The post Suzuki DR-Z4S, DR-Z4SM Australian pricing confirmed appeared first on INFO MOTO. View full article

Design registrations show higher-spec version of 500cc four CFMOTO’s 500SR Voom is undeniably one of the Chinese brand’s most interesting models and Australia is among the few countries outside its homeland where the bike is available – but new design registrations in China hint that a sportier version of the model is currently under development. The detailed images clearly show that the basis is unchanged, with the existing 58kW (78hp) four-cylinder, 499cc engine and steel trellis chassis, and no visible updates to the suspension or the bulk of the bodywork. What’s new, though, is a set of aerodynamic add-ons aimed at letting it slice through the air more efficiently. At the front, the brakes – conventionally exposed on the standard version of the 500SR – are wrapped in all-enclosing cowls, with a front intake to scoop cooling air to the discs and calipers. It’s a MotoGP-style revision, aimed at reducing the turbulence from the front wheel before it hits the rest of the bodywork. The other big revision is up the back, where the rear wheel is encased in disc-like covers that completely hide the spokes. Again, similar designs have been used on track in the past, notably in Moto3. CFMoto is also planning to adopt disc-like covers on the rear wheel of the upcoming 750SR-R sportsbike, so it looks like it’s a trend that the company is fully on-board with. The benefit on the road will be minor, but the reduction in turbulence caused by the spokes of the rear wheel should fractionally reduce drag, improving top speed and efficiency. The post LEAKED | Sportier CFMOTO 500SR Voom appeared first on Australian Motorcycle News. View full article

Triumph Motorcycles this week launched its Thruxton 400 in India, and while it has yet to be officially confirmed for the Australian market, INFO MOTO understands that the bike is likely to see an international release in the coming months. The Triumph Thruxton 400 would join the current Speed 400 and Scrambler 400 (X and XC) in the brand’s local line-up, distinguished by key ‘cafe-racer’ features and a slight performance edge. While it carries over a familiar 398cc single-cylinder engine, the Thruxton 400 benefits from a minor uptick in power to 30kW (up 1.5kW), while torque output is unchanged at 37.5Nm. Befitting its Thruxton nameplate, the bike is fitted with clip-on handlebars, bar-end mirrors, a single-seat with removable rear cowl (concealing a pillion seat), a bikini fairing, sculpted fuel tank and brushed aluminium details, among other changes. The Thruxton 400 should also offer unique riding characteristics thanks to increased suspension travel (140mm), a shortened wheel base and raised seat height (795mm). Notably, the Thruxton 400 weighs in at 183kg (wet) which is slightly heavier than its Speed 400 stablemate (up four kilograms). At least in India, where the bike is currently on sale, the Thruxton 400 is available in three colour schemes: red, yellow and black-and-white. Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. He also knows how to operate the big computery thing in the office. By night, Spencer plays guitar with Melbourne punk outfit LOUTS. The post 2026 Triumph Thruxton 400 revealed appeared first on INFO MOTO. View full article

Transformational CEO is given key role The man credited with turning a golf sports outfit into a multi-billion-dollar mega company has been appointed the new CEO of Harley-Davidson. Arthur Starrs, CEO of Topgolf International, will replace Jochen Zeitz and begin his new role in October. As CEO of Texas-based Topgolf, Starrs thought outside the box, turning it into a world-leading sports entertainment company with more than 100 venues and 30,000 employees. These venues combine a golf driving range with interactive games, scoring and social activities. Before that he was global CEO of Pizza Hut, expanding the brand to more than 18,000 locations across 110 countries. It’s one hell of a bike but the price tag is heading towards $40k. H-D’s Breakout marries classic chopper style with a stonking 1900cc V-twin engine “It’s a huge privilege to be joining Harley-Davidson as President and CEO, and I am grateful for the opportunity to help steward this incredible company,” Starrs said of his new job. “I have long admired the unique position Harley-Davidson has in the hearts of its riders and fans; there is no brand that brings the same level of community and rebellious spirit as Harley-Davidson.” Starrs comes in at a critical time for H-D. It has faced huge challenges in the past five years, starting early in 2021 when the European Union threatened a 65 per cent tariff on US-made products. This was in retaliation for tariffs the US, with Donald Trump as President, had imposed on EU steel and aluminium. A post-COVID-19 slowdown in discretionary spending has also affected H-D, while internal boardroom fighting nearly unseated Zeitz earlier this year. The current Trump administration’s tariff policy has yet to unfold but its consequences certainly will affect H-D, the biggest motorcycle manufacturer in the US and one of the world’s most valued motorcycle companies. Financial analysts list Harley-Davidson as the world’s fourth most valued motorcycle manufacturer, behind Yamaha but ahead of PIERER Mobility (KTM), despite a disapointing first half of 2025. Harley’s marketing appears to target a younger audience but the reality is its core customers are long-term and ageing Its second quarter revenue in 2025 dropped 19 per cent on the back of a 15 per cent decline in global sales. US sales dropped 17 per cent while international sales were down 12 per cent. However, H-D maintains a 53 per cent share of the cruiser segment, a remarkable achievement in a tough sales environment and a sign of its market resilience. As part of its half-yearly financial update, H-D’s retiring CEO Zeitz said a reorganisation of Harley-Davidson Financial Services, which involves a strategic partnership with two outside investment companies, has the potential to unlock $US1.25 billion in cash. After the announcement, H-D’s stock soared nearly 16 per cent, its biggest one-day gain since 2020. ben purvis The post Golf Hotshot Tees Off for Harley appeared first on Australian Motorcycle News. View full article

China’s QJMotor is taking on two well-known brands with budget versions of their heroes QJMotor developing low-cost models based on MV Agusta’s Superveloce 1000 retro sportsbike and CFMoto’s 450MT adventure bike. There’s no denying that MV Agusta’s Superveloce 1000 is one of the most attractive bikes on the market thanks to its combination of modern and retro styling cues – but it’s also expensive enough to ensure that it’s out of reach for the vast majority of riders. And that’s where China’s QJMotor sees an opportunity. This isn’t just a Chinese company ripping off a European design, though, as QJMotor has longstanding ties with MV Agusta itself, even sharing some of the same designers and, at the high end of QJ’s range, using MV’s own engines and frame designs. QJ was also due to work with MV to build the planned Lucky Explorer 5.5 adventure bike, shown in 2021 as a concept alongside the large, all-MV Lucky Explorer 9.5 that’s since reached production as LXP. The smaller 5.5 was based on QJMotor’s SRT550 adventure bike, also the basis of Benelli’s TRK502, but was shelved when KTM bought into MV Agusta. Now that KTM has sold its stake in MV back to the Sardarov family that was in charge when the Lucky Explorer 5.5 project was conceived, there’s a stronger chance that it could be revived. The upcoming QJMotor Super4, revealed in new type-approval paperwork in China, combines the styling of the Super9 – and hence the MV Superveloce – with QJMotor’s existing 449cc parallel twin engine and a relatively simple steel frame, creating a budget offering with high-end looks. The approval document confirms details including a light 169kg kerb weight, 190km/h top speed and a peak of 39kW. However there’s more innovation than the bare figures indicate. Most notably, an automated manual transmission. While there is no confirmation of production dates, QJMoto is more advanced with its SRT450X, which will challenge CFMoto’s 450MT and BMW’s upcoming F 450 GS adventure models. Revealed in new type-approval documents in China, the SRT450X takes very much the same approach as the 450MT, with Dakar-inspired styling and a combination of 21-inch front and 18-inch rear wire wheels. It’s powered by the same 449cc parallel twin engine (despite ‘400’ badging on the prototype pictured here) to be used in the upcoming Super4 and weighs 184kg ready to ride, with a claimed top speed of 162km/h. We expect an official unveiling later this year. QJMotor has experienced an incredible rate of expansion, going from launching its first bike in 2020 to a range of more than 140 models globally today. BP The post Budget Models Target MV + CFMoto appeared first on Australian Motorcycle News. View full article

A classic returns but this time it’s a four-stroke ONE OF THE most enduring and popular British motorcycles of all times has been revived as a 2025 model. BSA’s Bantam 350 has been launched in the UK to challenge the likes of Honda’s GB350S, Royal Enfield’s Hunter 350 and even Triumph’s Speed 400. It’s the next step in the path forward for India’s Mahindra conglomerate, which has owned BSA since 2016. Since then it has taken a low-key approach, launching the Gold Star 650 in selected markets (but not Australia) back in 2022. The new Bantam adopts a similar semi-retro style as its rivals but, in the UK where it made its debut, aims to offer a more tempting price-to-performance ratio than its rivals. It’s sale price of £3499 ($A7200) undercuts its main rivals but as much as $A1200 while the engine is more sophisticated. The 344cc engine is an existing unit that’s already offered in bikes from other branches of Mahindra’s Classic Legends subsidiary, which owns the Jawa and Yezdi brands as well as BSA. It’s is a much shorter-stroke, bigger-bore design than its direct competitors, which tend to use a torque-focused, under-square layout. It also has DOHC, liquid-cooling and a six-speed gearbox. Peak power is 21.6kW (29hp) at 7750rpm and it weighs 185kg. The original Bantam, powered by a low-revving two-stroke single-cylinder, was a mainstay of BSA’s worldwide sales from 1948 to 1971. The company developed models for specific market segments, such as postal and telegraph companies, and even make an Australian-specific model called the Bushman. The post BSA Brings Back the Bantam appeared first on Australian Motorcycle News. View full article

40th birthday model brings increased tunability, new electronic tricks and emissions-compliant performance but less power This is a landmark year for Suzuki’s GSX-R – marking the 40th anniversary of the original GSX-R750 that set the template for modern superbike design back in 1985 – and to celebrate the brand is reworking the GSX-R1000 and GSX-R1000R for 2026. But it’s not the normal recipe of ‘more power, more torque’ and in fact the 2026 model has less outright performance than the machine it replaces. In 2025-spec, the GSX-R1000, and the ‘R’ version with uprated Show BFF forks and BFRC shock, have 148.6kW at 13,200rpm and 117.6Nm at 10,800rpm. The 2026 model, by contrast, peaks at 143.5kW at the same 13,200rpm, and maxes out its torque at 110Nm and 11,000rpm. Not quite the progress you might have expected. The reason for the decline is, unsurprisingly, emissions limits, and specifically the Euro5+ rules that came into force in Europe at the start of this year. In fact, the existing GSX-R1000 didn’t even meet the previous Euro5 regulations, having been designed for the Euro4 regime that came before them, and hence was dropped from all European markets back at the end of 2022. No keyless ignition here The core of the bike is unchanged, retaining the same 999.8cc inline four, complete with its innovative all-mechanical variable intake valve timing system, which was derived from a clever design created for Suzuki’s GSV-R MotoGP bike to skirt racing regulations that banned electronic or hydraulic variable valve timing. The system is entirely automatic and uses centrifugal force to alter the valve timing, with steel balls mounted in curved, radial slots carved in the intake cam sprocket where it engages with a matching plate on the nose of the camshaft – a slightly different curve for those channels on each of the two parts means that as the balls are thrown outward by centrifugal force, the intake camshaft rotates by a few degrees in relation to its sprocket, retarding the timing at higher revs for more valve overlap and increased peak power. However, Suzuki has created new camshafts for the 2026 bike, changing the overlap and timing to improve emissions, as well as giving the updated bike a new crankshaft, new pistons that raise the compression ratio from 13.2:1 to 13.8:1, new conrods and even new engine cases. The bottom end changes are the result of wider crank journals, up from 35mm to 37mm, which will make the engine able to withstand a higher level of tuning in race form. That’s an intriguing move, as Suzuki hasn’t had a works team in WSBK for a decade: could the GSX-R1000’s updates herald a change in that position? The exhaust valves are bigger for 2026, up from 25mm to 26mm, and the engine is fed by larger, 48mm throttle bodies instead of the previous 46mm units, with revised, 8-hole injectors instead of the previous 10-hole design in the upper position. A new exhaust with a larger under-engine collector, repositioned and enlarged catalytic converter and slimmer, longer end can, completes the mechanical redesign. Updated electronics are included, of course, to match the revisions inside the engine, and Suzuki has aimed to save weight via a lighter ABS control unit and a new lithium-ion battery. Even so, the 2026 bike is 1kg heavier than its predecessor, coming in at 203kg. The core electronic features present in the 2025 model are retained, such as the Suzuki Drive Mode Selector (SDMS), Bi-directional Quick Shift System, Launch Control, Bi-directional Quick Shift System, and a 10-level Motion Track Traction Control System (TCS). The SDMS now includes updated throttle response settings across its A (Active), B (Basic), and C (Comfort) modes, while the updated launch control is now integrated with the Lift Limiter system to enhance take-0ff stability. Other advancements introduced in the 2026 model include a suite of supporting systems under the “Smart TLR Control” umbrella. ‘Anti-Lift Control’ appears on a GSX-R for the first time, designed to suppress front wheel lift during acceleration for smoother, more controlled take-offs. This system works in conjunction with ‘Roll Torque Control’, which uses data from the IMU and wheel speed sensors to monitor vehicle posture and velocity, and then adjusts rear-wheel power and torque based on the bike’s lean angle and wheel rotation. There are visual changes, too, but they’re subtle. Most notably, the 2026 bike gets winglets on either side of the fairing, made from hollow carbon fibre and mirroring the design used on Suzuki’s works bike from the 2024 Suzuka 8-Hours. They’re small, by modern standards, and Suzuki opted to use much larger, more integrated wings on the 2025 Suzuka racer, perhaps hinting at a future upgrade for the street bike. A trio of new colour schemes celebrate the GSX-R’s ‘40th anniversary’ (it’s not really the 40th year of the name, as Suzuki often seems to forget that the GSX-R400 actually predated the GSX-R750, and was introduced in 1984 when it was simply called ‘GSX-R’ and debuted the alloy-framed, four-cylinder layout that became a sportsbike staple in the following years.) Those colours include the usual blue-and-white nod to Suzuki’s traditional paintwork, but also a red-and-white option with distinct overtones of the Lucky Strike RG500s of 90s, as well as a yellow, black and blue version that hints at the Corona Extra WSBK machines from the 90s and 00s. SPECIFICATIONS ENGINE 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 Riding Modes: Selectable ride modes Traction Control: Smart TLR Traction Control (including Anti-Lift and Roll Torque Control) Lighting: Full LED lighting 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 & TYRES 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 Front Tyre: BRIDGESTONE BATTLAX RS11 120/70ZR17M/C (58W) Rear Tyre: BRIDGESTONE BATTLAX RS11 190/55ZR17M/C (75W) DIMENSIONS Length: 2075mm Width: 705mm Height: 1145mm Wheelbase: 1420mm Seat Height: 825mm Fuel Capacity: 16.0L Kerb Weight (Wet): 203kg WARRANTY Coverage: 3-Year Unlimited Kilometre Warranty (2 years standard + 1-year bonus) CONTACT https://suzukimotorcycles.com.au/ The post TECH DIVE | 2026 Suzuki GSX-R1000 appeared first on Australian Motorcycle News. 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BMW’s concept set for 2026 launch With the middleweight motorcycle market in the 300cc-500cc bracket booming BMW is racing to get in on the action with its upcoming F 450 GS. Shown as the Concept F 450 GS last year, it’s an all-new platform for the Bavarian brand, including a 35kW parallel twin engine that’s huge step up from the single in the current G310 models that sit at the entry level of the company’s range. While the GS is the obvious choice to kick off the new line, BMW will inevitably grow the range to mimic its larger model lines, so expect the likes of an F450R, an F450XR and even an F450RS or RR in the future. International sales of these types of models are soaring as increasingly affluent young riders in Asia converge with an aging demographic in the West opting for mid-sized singles and twins. It’s a trend that’s seen bikes like Triumph’s Speed 400 and Scrambler 400X become runaway successes While BMW’s original show bike was angled towards its offroad heritage, with wire wheels and knobbly rubber, the production version seen here is a more sensible, street-oriented machine using cast alloys – 19-inches at the front, 17 at the rear – and slightly tamer styling than the 2024 concept. The differences are pretty minor, though, and it’s easy to imagine a pricier ‘Adventure’ version being added to the range to reinstate the wires in future. Starting at the front, the changes begin with a subtly reshaped front fender and screen, creating a near-straight line from the top of the screen to the tip of the nose where the show model had a more vertical windshield and longer snout. There’s also a more extensive mudguard hugging the front wheel. Behind the screen, the open-sided black panels below the bars are smaller than the show model’s, and there’s a much smaller bash plate under the engine, and at the rear the exhaust end can is sited lower than the concept’s, while the tail bodywork is reshaped and lacks the tubular steel luggage rack of the show version. Again, an ‘Adventure’ variant might bring some of those elements back once the bike is officially revealed. Mechanically, the upside-down forks and single, four-pot radial front caliper look much the same as the concept bike versions, as does the cast alloy swingarm and the tubular steel frame itself. That suggests the show bike’s claimed 175kg mass should be on-the-money for the production version as well. In terms of tech, while the version seen here has a conventional clutch and shifter, the new 450 engine has been designed with BMW’s ASA (Automated Shift Assistant) in mind from the start, as used on the latest R1300 models, to automate the clutch and shifting. That’s not only likely to appeal to the inexperienced riders that the model targets but it’s also a tech that’s particularly popular in big markets like China where a vast number of riders are stepping up from twist-and-go scooters to bigger bikes. Many Chinese brands are already fitting their mid-sized machines with semi-auto boxes as a result, while Honda is due to expand its halfway-house E-Clutch system to 300cc and 500cc models. A full, official launch of the F450GS is believed to be only weeks away, so watch this space for more info as it emerges. The post Baby GS Range Nears Showroom appeared first on Australian Motorcycle News. View full article