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Ultra-exclusive off-roader gets even more exotic spinoff Each year, KTM produces a limited run of 450 Rally Replica machines that are as close as possible to the brand’s Dakar rally bikes and carry huge price tags – and for 2026, there’s an even more exclusive version alongside the ‘standard’ model. The normal 2026 450 Rally Replica is, itself, a rare bike, with just 150 to be sold globally. It’s essentially the same as the 2025 version, which was limited to only 100 examples, with identical specs to its predecessor. That’s no surprise, as the 2025 bike represented a full redesign compared to the 2024 version, and its high-spec components – including WP XACT Pro 7548 48mm forks and XACT Pro 7750 shock, with vast 304mm front travel and 280mm rear – leave little scope for year-on-year improvement. It also boasts an incredible 34.5 litres of fuel capacity, split between no fewer than three fuel tanks: two at the front and one in the rear. What has changed for 2026 is the introduction of the 450 Rally Replica Sanders Edition – a replica-within-a-replica that’s limited to just five examples and marks Daniel Sanders’ victory at the 2025 Dakar Rally. The Sanders Edition gets the same Red Bull livery as the factory race bikes, along with a matching sticker kit, including a front number board sticker signed by Sanders. Each frame is numbered from 1 to 5, with a matching emblem, and the spec is uprated with a seat from Selle Della Valle, two sets of wheels – one with Michelin race tyres, the other with street rubber – plus different brake discs, an engraved fuel cap, a Hinson clutch cover, titanium footpegs, a signed Daniel Sanders race jersey, and an extra windscreen carrying the name and number of the bike’s new owner. Buyers, who will pay an as-yet-undisclosed sum, will also get a VIP pass for the 2025 KTM Europe Adventure Rally in Romania in late August, where they’ll get to ride alongside Sanders and receive support from the factory race truck and their own dedicated mechanic. The post 2026 KTM 450 Rally Replica appeared first on Australian Motorcycle News. View full article

Tara Morrison is blasting onto the world stage with a wild card entry into the World Superbikes Championship at Donington Park — and she’s ready to shake up the grid on her Yamaha R7. Australian racing sensation Tara Morrison has officially been granted a wild card entry into the World Superbikes Championship (WCR class) at Donington Park, July 11–13, where she’ll be taking on the world’s best aboard a Yamaha R7. Currently second in the national ASBK Supersport 300 Championship and leading both the Victorian and South Australian state titles, Tara’s star continues to rise at lightning pace. Her recent signing with motorsport icon Carl Cox Motorsport has only added fuel to the fire, turning heads across the international paddock. You can catch Tara in action next at Morgan Park Raceway, June 13–15, in the ASBK round, where she will be assisted in the pits by BSB Superbike legend Billy McConnell and ASBK/World Endurance champ Steve Martin. With no prior track experience at Donington and entering mid-season against some of the world’s sharpest talent, Tara is being thrown into the deep end — but that’s exactly where this fearless rider thrives. She is primed to make a statement there and gain critical experience for a full WCR assault in 2026. Sponsorship opportunities are now open. With Tara’s loyal fan base, fast-growing social media presence and regular feature column in AMCN, this is a prime chance to get your brand front and centre — on her bike, leathers and global journey. Don’t miss your chance to support one of Australia’s brightest young talents as she takes the leap onto the world stage. So if you’re interested in joining Team Tara, reach out today at tarzyracing@gmail.com. Let’s get this girl to the world stage — where she belongs! The post TARA MORRISON SCORES WORLD SUPERBIKES WILD CARD – EYES ON DONINGTON AND BEYOND! appeared first on Australian Motorcycle News. View full article

New adventure twin emerges as Kove confirms Australian market plans Kove is one of the growing number of convincing Chinese motorcycle brands with a range of models to compete with major Japanese and European bike makers – now it plans to enter the Australian market by the end of this year. The news comes as another intriguing new model has just been type-approved in China. At the moment, Kove’s model line-up in China spreads across five model ranges. In the Adventure sector it offers a trio of parallel twin machines – the 498cc, 35kW (50hp) 510X and the slightly 525X, which actually has a fractionally smaller 494cc twin with 39.6kW (53hp), plus the much more appealing 800X with a 71kW (95hp), 799cc twin that’s essentially a clone of KTM’s LC8c motor. Then there’s the ‘Rally’ segment, which includes two single-cylinder 450 Rally models and the 800X Rally, a more hardcore version of the 800X. Kove’s naked streetbike range includes the four-cylinder, 48kW (65hp) 450R and the parallel twin 321R, which has a 322cc engine that’s closely patterned on the Yamaha’s R3 and MT-03 twin. The company’s offroad range includes the MX250 and MX450 motorcross bikes, and its sport line-up features a 321RR and 450RR – each mechanically similar to the naked ‘R’ models with the same numbers – as well as a 250RR and 350RR, also using twin-cylinder engines. The new Kove 625X In export markets, Kove has focused largely on its adventure, rally and offroad competition machines, which gives a clue as to which models are likely to reach the Australian market. Initially the company intends to bring its motocross machines here, by the end of 2025, with street bikes following in 2026. The new 625X was first shown to dealers in China earlier this year, but has now been type-approved, giving us the first look at its specs and a photo of the finished, production-ready model. It packs a 580cc parallel twin engine that’s similar in design to the unit used in the Loncin-made Voge DS625X, a direct competitor with the new Kove. Max power is listed at 47kW 963hp), while wet weight is quoted at 229kg – although that appears to be with luggage fitted. The styling is aligned with that used on the 800X, including tubeless wire wheels, an upside down fork and Taisko brakes gripping petal-style discs. ben purvis The post Kove 625X Revealed appeared first on Australian Motorcycle News. View full article

Turkish WorldSBK champion reportedly set to join Pramac Yamaha on full-factory machinery in 2026 After months of speculation, Toprak Razgatlioglu’s future destination could finally be settled. According to Speedweek, sources close to the Turkish superstar have confirmed that Toprak has signed a deal to step up to MotoGP with Yamaha in 2026—with an official announcement likely at next month’s Italian Grand Prix in Mugello. Razgatlioglu won BMW’s first ever WorldSBK crown in 2024 Manager Kenan Sofuoglu has also cryptically told Motoetkinlik.com that a deal had been inked, saying “With Toprak Razgatlioglu we have spoken with five factories and we have signed a contract that will satisfy everyone”. The move will reportedly see Razgatlioglu placed within the satellite Pramac Yamaha team, which has been running full-factory-spec M1 machinery identical to what Fabio Quartararo and Alex Rins are fielding in the factory garage. The Pramac team makes sense given Toprak’s previously stated stipulations that he would only move to MotoGP with full factory support, and with Yamaha showing clear signs of resurgence in MotoGP this season – highlighted by Quartararo’s poles at Jerez, Le Mans, and Silverstone. And his expertise with Pirelli tyres could prove invaluable in 2026, as MotoGP prepares for sweeping regulation changes in 2027, including a new 850cc engine formula, reduced aero allowances, and the introduction of Pirelli as the sport’s new sole tyre supplier. There’s also a commercial benefit, with the arrangement allowing Toprak to bring his long-time sponsor Red Bull along for the journey. But while the move adds another electric presence to the grid, it also raises questions about who he might replace—particularly for Australian star Jack Miller. Miller’s Pramac seat could be under threat Miller, who joined the Pramac Yamaha outfit this season on a single-year deal extending only through the end of 2025, would be competing with Oliveira for the remaining Pramac seat. Should Toprak’s switch be made official at Mugello as expected, it could leave Miller scrambling to secure a MotoGP seat for 2026, or potentially moving to WorldSBK. Razgatlioglu’s MotoGP debut would mark the first time since 2010 (when Ben Spies made the leap) that a World Superbike Champion transitions directly into the premier class. Few riders carry credentials as stacked as Toprak’s: in 237 WorldSBK starts, the 28-year-old has claimed 63 wins, 153 podiums, 20 poles, and 53 fastest laps. After failing to defend his SBK crown with Yamaha due to a lagging R1 development program, he shocked the paddock in 2024 by jumping to BMW—securing the German manufacturer’s first solo world championship title in its century-long history and sealing his place as the top-paid Superbike rider in the process. Toprak celebrating his first WorldSBK title with Yamaha in 2021 While Toprak’s aggressive, swashbuckling riding style has turned heads in World Superbike, it remains to be seen how well it translates to the technical demands of MotoGP. Ducati team manager Davide Tardozzi offered a word of caution: “He could be someone who can fight for the top six in the championship. But I don’t think he can come to MotoGP and win straight away. Toprak is a showman—but the best riders here are the best.” The post Razgatlioglu poised for sensational Yamaha MotoGP switch appeared first on Australian Motorcycle News. View full article

In the increasingly competitive middleweight market, BMW has delivered on its promise to never stop challenging BMW has updated its popular F 900 R and F 900 XR middleweight twins – with both machines receiving similar modifications and parts. Both models get lighter wheels. Both get completely a new fully-adjustable upside-down fork. And they get a slimmer rear end, bold new colours and graphics, plus a lighter 0.9kg battery. The 2025 XR is available in Red, Triple Black or Sport as tested. The naked R comes in Blue, Triple Black and Sport. While the F 900 R is, seemingly, a naked roadster and the F 900 XR a sporting cross-over with longer-travel suspension, they share the same 895cc parallel twin engine and steel ‘shell’ frame as well as many cycle parts. The engine remains the same for 2025, producing 77kw (105hp) at 8500rpm and 92Nm at 6500rpm, but there’s a new Dynamic riding mode in the standard package, while Akrapovic now supplies a factory option silencer for both models that reduces the weight by 1.2kg. Where the two differ is in their final set-up and detail tweaks. The F 900 R naked sheds 3kg and has a more aggressive riding position; the XR has a new, 30mm higher screen, heated grips and the adaptive Headlight Pro. Both bikes share the same eight-valve DOHC parallel-twin, producing 77kW (105hp) at 8500rpm and 93Nm at 6750rpm. Both bikes can be restricted to 35kW (48hp) for some market requirements. The expectation is that while a new fork, lighter wheels and a battery are common to both, the track-capable R should be sharper than before and the XR even more capable at batting out some big kays. AMCN flew to sunny Almeria in southern Spain to spend a long day jumping between the two new models. BUILDING ON QUALITY In recent years, BMW has become a little bolder with its design, pushing the boat out when it comes to colour options, and the new R and XR follow this trend. The R and XR look striking and up for some fun in the new Sport livery of racing blue and ‘lightwhite’ which, along with red wheels, will add a further $1300 or so to your invoice. Both models get a fully-adjustable front fork but it isn’t linked to the electronically controlled rear suspension As usual, build quality, detailing and overall production standards are high, especially when you consider the F 900 R is priced at a tad over $17,000 ride-away and the XR at just over $23,000 ride-away, in line with or cheaper than much of its competition. However, those base prices don’t tell the full story because, once you add the optional Comfort pack and Dynamic pack plus a few extras like a centrestand, those prices can soon rocket. Our test F 900 R comes in at around $26,000 and our XR at $29,000, considerably more than the Japanese and European competition. Brembo brakes might lack the bling of some rivals but they work perfectly I was particularly keen to ride the updated F 900 R as the last time I rode one was in a round of the British F 900 R Cup, a one-model series that runs alongside the British Superbike Championship. It might seem like an unusual decision for BMW to produce and promote a race series based on the F 900 R, but the action is non-stop and elbow-to-elbow, and I was impressed by the performance of the race-prepped R. It appears BMW has taken some inspiration from the series as the 2025 ‘bars deliver a more poised riding stance and the ‘pegs are farther back, more suited to a sporty ride than a typical middleweight naked. They are not radical or uncomfortable, though, and the Beemer twin is still easy to handle at slow speed and around town, but now hints that it could be more fun in the mountain passes or on a racetrack. The XR gets a 30mm higher windscreen, heated grips and the adaptive Headlight Pro The TFT display remains unchanged, along with switchgear and a navigation wheel that are among the very best on the market. That dash is informative, easy to navigate and clear to read, while the optional cruise control and standard heated grips add a sense of high-end sophistication which, once out of town and up in the hills, contrasts nicely with the R’s more aggressive and mischievous approach to life. Indicators and tail-lights are combined into the same unit as on other BMW models The switchback-heavy roads around Almeria were the perfect playground for the lighter 2025 F 900 R. The new riding position allows you to attack unfamiliar roads with more focus; it feels more natural to hang off, so much so that at times I wished I’d packed race leathers, not a jacket and jeans. The steering is direct and accurate, the chassis stable, and on the test bikes shod with sporty Pirelli Diablo Rosso Corsa IV rather than not-so-sporty Maxxis alternative, my confidence levels were sky high as the bike carried loads of natural corner speed through the turns. Both models now come equipped with a fully-adjustable upside-down fork as standard, meaning rebound and compression damping are now tuneable as well as spring preload. Fork settings differ between the XR and R. Changing between the three riding modes – Rain, Road and Dynamic – alters the rider aids’ intervention levels and throttle character and, with optional Dynamic ESA installed, electronically adjusts the rear suspension too. However, the now fully adjustable 43mm fork is manually adjustable only and therefore remains in whatever settings have been dialed in, no matter which mode is selected. It is a slightly unusual situation to have a semi-active rear and conventional front end, but it seems to work. You can certainly feel the difference in rear damping between the modes. Dynamic offers a genuinely taut and responsive ride, while Rain and Road mode are plush and comfortable – but, as noted, that all-important front-end feel stays constant. A great place to sit and admire the world while you crank out the kays on the XR One advantage now is that, should you wish to take the R to the track – which it’s more than capable of – you can tweak the front fork to compensate for harder riding and sportier rubber. ABS Pro now comes as standard and is linked to the IMU and strong Brembo stoppers and 320mm diameter discs. Braking power is excellent, the ABS is not intrusive, and the whole set-up is lean sensitive. The Brembos may lack some bling compared to some of the competition, but they do an excellent job, and the R is incredibly stable when braking heavily. Akrapovic supplies a factory-approved optional silencer for both models that reduces the overall weight by 1.2kg The eight-valve, DOHC parallel twin has received a tweak to comply to Euro 5+, but nothing more. It’s terrifically punchy low down and through the mid-range. With the TC removed, which can be easily done on the go, it happily pops the front wheel up from virtually zilch rpm, much like a big single. This is an engine defined by its midrange torque, that drives hard past cars and makes you wonder why anyone wants more on the road. But it loves a few rpm, too, and responds eagerly if you chase the revs and have some fun. The optional Gear Shift Assist Pro is smooth and rapid as you work through the six-speed gearbox. Its bark isn’t bad either. Our tester says having that BMW navigation wheel on a range of its models is “like walking into a welcome at my local pub” The engine’s only slight blemishes are its lack of top-end excitement when compared to the competition. Yamaha’s MT-09 triple makes a bucket load of midrange torque but also a superior 87kW (117hp) and does so higher in the rev range at 10,000rpm. KTM’s 990 Duke and Triumph’s Street Triple 765 R also churn out plenty of grunt but are also more powerful than the BMW and, as a result, more fun in a sporting context. Jumping to the XR, that criticism is less valid given that top-end thrills are far less important on a sports-tourer. Instead, you spend much of the time in the lower rpm and mid-range – crunching big kays on the freeways and sweeping A-roads or pulling hard up an alpine pass. And, in an XR context, the engine is simply a lot of fun, efficient and strong. Cast alloy wheels on both test models were fitted with Pirelli Diablo Rosso IV tyres The F 900 XR sits taller on its longer-travel suspension (170mm front and 172mm rear compared to 135mm and 142mm) and immediately feels bigger and calmer. BMW has increased the height of the manually adjustable screen by 30mm, which can easily be operated one-handed on the move. Handguards now come as standard and, with heated grips and optional cruise control, it’s a happy place to sit for several hours at a time. We didn’t get any prolonged motorway miles to test outright comfort but initial impressions are promising. I was niggle free. We did hit a small rain shower, and the new larger screen managed to deflect most of it away from my upper body (that said, I’m on the short side and taller riders may prefer an even larger screen). Chin fairing under engine is another nice touch The XR doesn’t have the sporty ‘pegs or riding position of the R, instead its roomy and spacious ergonomics should be good for all sizes. If BMW had fitted some of the optional luggage to our test bike, I would have gladly ridden the Beemer all the way back from southern Spain to my UK base. Like the naked R, the dash and switchgear are class leading. Admittedly, once you have ticked a few boxes on the XR’s configurator it becomes pricier than the competition, but onboard it oozes quality and every time I throw a leg over a BMW and see that familiar navigation wheel it’s like walking into a welcome at my local pub. That distinctive headlight is an F 900 signature feature Like the R, the XR benefits from a pair of lighter 17-inch rims and a lighter battery, too. The longer front fork is now fully adjustable and, with optional ESA rear suspension system installed, the shock is again electronically controlled. You can electronically change the pre-load to compensate for luggage, pillion, or both. I was rather surprised by the handling of the XR as in many ways it feels long and stable – bigger than it is – but equally it steers sweetly and is more than happy to rip up a mountain pass. The brakes, meanwhile, are as strong as they are on the R. USB charging is standard on both models The XR isn’t as direct or sporty as the R, but that’s to be expected. It’s more comparable to its closest competition like the Yamaha Tracer and new Triumph Tiger Sport 800. When riding the XR in isolation, it’s hard to accurately place it in such a tight and competitive pack, but the XR’s quality feel, superb dash, fantastic torque and low-end punch will win over many riders. Like the R, it perhaps lacks a little excitement and top-end power compared to the competition, and there’s the question of how it will perform when fully loaded with luggage and pillion. Will 77kW (105hp) be enough? Or is 117hp from the Yamaha or 113hp from the Triumph more tempting? Optional soft cases for the XR BMW has not reinvented the wheel with the F 900 R and F 900 XR, but simply tweaked each bike to make it competitive as the competition grows stronger. With lower ‘bars and higher ‘pegs, the R feels much sportier than before. It’s shed some weight, runs less unsprung weight thanks to lighter wheels and now a fully adjustable front fork gives more versatility should you want to soften the ride or take the R to the track. The new bold colours look great in the flesh and the styling tweaks make it easily identifiable as the 2025 bike. In other words, the new R builds on the qualities of the older bike, particularly its predictable and stable handling that makes it as easy to ride every day as it does to hustle. It wears a high level of finish and has excellent rider aids that can be removed or reactivated on the fly. Some riders may feel it lacks a little top-end excitement, and although the base price is very competitive, once you start to add some factory accessories and options, that attractive base edges up alarmingly. Deactivate the traction control and you can do this all just using the throttle The XR isn’t a drastic step forward either, but BMW has made its middleweight sports-tourer more appealing with a higher basic specification, a taller screen and handguards as standard. Like the R, its TFT dash, switchgear, build quality and overall level of finish are high, while lighter wheels and an adjustable fork also sharpen the XR’s handling. The base price is attractive but, again, that is somewhat misleading given that most owners will want to add ESA and some luggage. PROS – Subtle tweaks signficantly upgrade two models to offer all you need for real-world rideability. CONS – Engine lacks the top-end rush of many rivals in this segment. Extras quickly add to the base price. OPTIONAL EXTRA$ AS EVER, it’s easy to get carried away with factory accessories, which can be purchased individually or in packs. (The prices listed here were provided at the international launch.) The R has the optional Dynamic Package, $A1760 (Ride Mode Pro, Gear Shift Assist Pro, Dynamic ESA), and the Comfort Package, $A1214 (cruise control, keyless ride, heated grips). The XR’s Dynamic package, $A1760, is the same but the Comfort Package, $A1730, is slightly different (cruise control, keyless ride, case holder, preparation for navigation and a taller windshield). New to the accessories is an Akrapovic sports silencer, which saves a further 1.2kg. SPECIFICATIONS ENGINE Capacity 895cc Type Water-cooled, 4v per cylinder four-stroke, twin-cylinder Bore & stroke 86mm x 77mm Compression ratio 13.1:1 Fuelling Electronic intake pipe injection/digital engine management system: BMS-X with throttle-by-wire Transmission Six-speed, quickshift up/down optional Clutch Multiplate clutch in oil bath, anti-hopping clutch, mechanically operated Power 77kw/105hp @ 8500rpm (claimed) Torque 92Nm @ 6750 rpm (claimed) Top speed 1225km/h (est) Fuel consumption 4.2L/100km ELECTRONICS Type: Bosch Rider aids: Lean sensitive ABS and TC Rider Modes: Rain, Road and Dynamic Frame: Bridge-type, steel shell construction Rake: 26° Trail: 114mm (105mm XR) Wheelbase 1514mm (1523mm XR) SUSPENSION Front: 43mm, USD, fully adjustable,135mm (170mm XR) travel Rear: Single rear shock, rebound and preload (optional ESA) 120mm (142mm XR) travel WHEELS & BRAKES Wheels Cast aluminium Front 3.5 x 17in Rear 5.5 x 17in Tyres Pirelli Diablo Rosso IV/Maxis (Continental Road 4/Michelin Road 5) Front 120/70 X 17 Rear 180/55 x17 Brakes BMW Motorrad ABS Pro Front: 2 x 320mm discs, radially mounted Brembo calipers Rear: 265mm disc, single-piston caliper DIMENSIONS Weight 208kg wet /199kg dry. (222kg/206kg dry XR) Seat height 815mm (820mm XR) Width 809mm (920mmXR) Height 1130mm (1416mm XR) Length 2140mm (2160mm XR) Fuel capacity 13L (15.5L) SERVICING & WARRANTY Servicing 10,000km Warranty 5 years BUSINESS END Price $17,282 ride-away ($23,143 XR) Colour options: Snapper Rocks Blue/ Triple Black/ Racing Blue/Lightwhite (Racing Red, Triple Black, Lightwhite/Racing Blue) CONTACT Bmw-motorrad.com.au The post TWIN TEST | 2025 BMW F 900 R + F 900 XR appeared first on Australian Motorcycle News.

In the increasingly competitive middleweight market, BMW has delivered on its promise to never stop challenging BMW has updated its popular F 900 R and F 900 XR middleweight twins – with both machines receiving similar modifications and parts. Both models get lighter wheels. Both get completely a new fully-adjustable upside-down fork. And they get a slimmer rear end, bold new colours and graphics, plus a lighter 0.9kg battery. The 2025 XR is available in Red, Triple Black or Sport as tested. The naked R comes in Blue, Triple Black and Sport. While the F 900 R is, seemingly, a naked roadster and the F 900 XR a sporting cross-over with longer-travel suspension, they share the same 895cc parallel twin engine and steel ‘shell’ frame as well as many cycle parts. The engine remains the same for 2025, producing 77kw (105hp) at 8500rpm and 92Nm at 6500rpm, but there’s a new Dynamic riding mode in the standard package, while Akrapovic now supplies a factory option silencer for both models that reduces the weight by 1.2kg. Where the two differ is in their final set-up and detail tweaks. The F 900 R naked sheds 3kg and has a more aggressive riding position; the XR has a new, 30mm higher screen, heated grips and the adaptive Headlight Pro. Both bikes share the same eight-valve DOHC parallel-twin, producing 77kW (105hp) at 8500rpm and 93Nm at 6750rpm. Both bikes can be restricted to 35kW (48hp) for some market requirements. The expectation is that while a new fork, lighter wheels and a battery are common to both, the track-capable R should be sharper than before and the XR even more capable at batting out some big kays. AMCN flew to sunny Almeria in southern Spain to spend a long day jumping between the two new models. BUILDING ON QUALITY In recent years, BMW has become a little bolder with its design, pushing the boat out when it comes to colour options, and the new R and XR follow this trend. The R and XR look striking and up for some fun in the new Sport livery of racing blue and ‘lightwhite’ which, along with red wheels, will add a further $1300 or so to your invoice. Both models get a fully-adjustable front fork but it isn’t linked to the electronically controlled rear suspension As usual, build quality, detailing and overall production standards are high, especially when you consider the F 900 R is priced at a tad over $17,000 ride-away and the XR at just over $23,000 ride-away, in line with or cheaper than much of its competition. However, those base prices don’t tell the full story because, once you add the optional Comfort pack and Dynamic pack plus a few extras like a centrestand, those prices can soon rocket. Our test F 900 R comes in at around $26,000 and our XR at $29,000, considerably more than the Japanese and European competition. Brembo brakes might lack the bling of some rivals but they work perfectly I was particularly keen to ride the updated F 900 R as the last time I rode one was in a round of the British F 900 R Cup, a one-model series that runs alongside the British Superbike Championship. It might seem like an unusual decision for BMW to produce and promote a race series based on the F 900 R, but the action is non-stop and elbow-to-elbow, and I was impressed by the performance of the race-prepped R. It appears BMW has taken some inspiration from the series as the 2025 ‘bars deliver a more poised riding stance and the ‘pegs are farther back, more suited to a sporty ride than a typical middleweight naked. They are not radical or uncomfortable, though, and the Beemer twin is still easy to handle at slow speed and around town, but now hints that it could be more fun in the mountain passes or on a racetrack. The XR gets a 30mm higher windscreen, heated grips and the adaptive Headlight Pro The TFT display remains unchanged, along with switchgear and a navigation wheel that are among the very best on the market. That dash is informative, easy to navigate and clear to read, while the optional cruise control and standard heated grips add a sense of high-end sophistication which, once out of town and up in the hills, contrasts nicely with the R’s more aggressive and mischievous approach to life. Indicators and tail-lights are combined into the same unit as on other BMW models The switchback-heavy roads around Almeria were the perfect playground for the lighter 2025 F 900 R. The new riding position allows you to attack unfamiliar roads with more focus; it feels more natural to hang off, so much so that at times I wished I’d packed race leathers, not a jacket and jeans. The steering is direct and accurate, the chassis stable, and on the test bikes shod with sporty Pirelli Diablo Rosso Corsa IV rather than not-so-sporty Maxxis alternative, my confidence levels were sky high as the bike carried loads of natural corner speed through the turns. Both models now come equipped with a fully-adjustable upside-down fork as standard, meaning rebound and compression damping are now tuneable as well as spring preload. Fork settings differ between the XR and R. Changing between the three riding modes – Rain, Road and Dynamic – alters the rider aids’ intervention levels and throttle character and, with optional Dynamic ESA installed, electronically adjusts the rear suspension too. However, the now fully adjustable 43mm fork is manually adjustable only and therefore remains in whatever settings have been dialed in, no matter which mode is selected. It is a slightly unusual situation to have a semi-active rear and conventional front end, but it seems to work. You can certainly feel the difference in rear damping between the modes. Dynamic offers a genuinely taut and responsive ride, while Rain and Road mode are plush and comfortable – but, as noted, that all-important front-end feel stays constant. A great place to sit and admire the world while you crank out the kays on the XR One advantage now is that, should you wish to take the R to the track – which it’s more than capable of – you can tweak the front fork to compensate for harder riding and sportier rubber. ABS Pro now comes as standard and is linked to the IMU and strong Brembo stoppers and 320mm diameter discs. Braking power is excellent, the ABS is not intrusive, and the whole set-up is lean sensitive. The Brembos may lack some bling compared to some of the competition, but they do an excellent job, and the R is incredibly stable when braking heavily. Akrapovic supplies a factory-approved optional silencer for both models that reduces the overall weight by 1.2kg The eight-valve, DOHC parallel twin has received a tweak to comply to Euro 5+, but nothing more. It’s terrifically punchy low down and through the mid-range. With the TC removed, which can be easily done on the go, it happily pops the front wheel up from virtually zilch rpm, much like a big single. This is an engine defined by its midrange torque, that drives hard past cars and makes you wonder why anyone wants more on the road. But it loves a few rpm, too, and responds eagerly if you chase the revs and have some fun. The optional Gear Shift Assist Pro is smooth and rapid as you work through the six-speed gearbox. Its bark isn’t bad either. Our tester says having that BMW navigation wheel on a range of its models is “like walking into a welcome at my local pub” The engine’s only slight blemishes are its lack of top-end excitement when compared to the competition. Yamaha’s MT-09 triple makes a bucket load of midrange torque but also a superior 87kW (117hp) and does so higher in the rev range at 10,000rpm. KTM’s 990 Duke and Triumph’s Street Triple 765 R also churn out plenty of grunt but are also more powerful than the BMW and, as a result, more fun in a sporting context. Jumping to the XR, that criticism is less valid given that top-end thrills are far less important on a sports-tourer. Instead, you spend much of the time in the lower rpm and mid-range – crunching big kays on the freeways and sweeping A-roads or pulling hard up an alpine pass. And, in an XR context, the engine is simply a lot of fun, efficient and strong. Cast alloy wheels on both test models were fitted with Pirelli Diablo Rosso IV tyres The F 900 XR sits taller on its longer-travel suspension (170mm front and 172mm rear compared to 135mm and 142mm) and immediately feels bigger and calmer. BMW has increased the height of the manually adjustable screen by 30mm, which can easily be operated one-handed on the move. Handguards now come as standard and, with heated grips and optional cruise control, it’s a happy place to sit for several hours at a time. We didn’t get any prolonged motorway miles to test outright comfort but initial impressions are promising. I was niggle free. We did hit a small rain shower, and the new larger screen managed to deflect most of it away from my upper body (that said, I’m on the short side and taller riders may prefer an even larger screen). Chin fairing under engine is another nice touch The XR doesn’t have the sporty ‘pegs or riding position of the R, instead its roomy and spacious ergonomics should be good for all sizes. If BMW had fitted some of the optional luggage to our test bike, I would have gladly ridden the Beemer all the way back from southern Spain to my UK base. Like the naked R, the dash and switchgear are class leading. Admittedly, once you have ticked a few boxes on the XR’s configurator it becomes pricier than the competition, but onboard it oozes quality and every time I throw a leg over a BMW and see that familiar navigation wheel it’s like walking into a welcome at my local pub. That distinctive headlight is an F 900 signature feature Like the R, the XR benefits from a pair of lighter 17-inch rims and a lighter battery, too. The longer front fork is now fully adjustable and, with optional ESA rear suspension system installed, the shock is again electronically controlled. You can electronically change the pre-load to compensate for luggage, pillion, or both. I was rather surprised by the handling of the XR as in many ways it feels long and stable – bigger than it is – but equally it steers sweetly and is more than happy to rip up a mountain pass. The brakes, meanwhile, are as strong as they are on the R. USB charging is standard on both models The XR isn’t as direct or sporty as the R, but that’s to be expected. It’s more comparable to its closest competition like the Yamaha Tracer and new Triumph Tiger Sport 800. When riding the XR in isolation, it’s hard to accurately place it in such a tight and competitive pack, but the XR’s quality feel, superb dash, fantastic torque and low-end punch will win over many riders. Like the R, it perhaps lacks a little excitement and top-end power compared to the competition, and there’s the question of how it will perform when fully loaded with luggage and pillion. Will 77kW (105hp) be enough? Or is 117hp from the Yamaha or 113hp from the Triumph more tempting? Optional soft cases for the XR BMW has not reinvented the wheel with the F 900 R and F 900 XR, but simply tweaked each bike to make it competitive as the competition grows stronger. With lower ‘bars and higher ‘pegs, the R feels much sportier than before. It’s shed some weight, runs less unsprung weight thanks to lighter wheels and now a fully adjustable front fork gives more versatility should you want to soften the ride or take the R to the track. The new bold colours look great in the flesh and the styling tweaks make it easily identifiable as the 2025 bike. In other words, the new R builds on the qualities of the older bike, particularly its predictable and stable handling that makes it as easy to ride every day as it does to hustle. It wears a high level of finish and has excellent rider aids that can be removed or reactivated on the fly. Some riders may feel it lacks a little top-end excitement, and although the base price is very competitive, once you start to add some factory accessories and options, that attractive base edges up alarmingly. Deactivate the traction control and you can do this all just using the throttle The XR isn’t a drastic step forward either, but BMW has made its middleweight sports-tourer more appealing with a higher basic specification, a taller screen and handguards as standard. Like the R, its TFT dash, switchgear, build quality and overall level of finish are high, while lighter wheels and an adjustable fork also sharpen the XR’s handling. The base price is attractive but, again, that is somewhat misleading given that most owners will want to add ESA and some luggage. PROS – Subtle tweaks signficantly upgrade two models to offer all you need for real-world rideability. CONS – Engine lacks the top-end rush of many rivals in this segment. Extras quickly add to the base price. OPTIONAL EXTRA$ AS EVER, it’s easy to get carried away with factory accessories, which can be purchased individually or in packs. (The prices listed here were provided at the international launch.) The R has the optional Dynamic Package, $A1760 (Ride Mode Pro, Gear Shift Assist Pro, Dynamic ESA), and the Comfort Package, $A1214 (cruise control, keyless ride, heated grips). The XR’s Dynamic package, $A1760, is the same but the Comfort Package, $A1730, is slightly different (cruise control, keyless ride, case holder, preparation for navigation and a taller windshield). New to the accessories is an Akrapovic sports silencer, which saves a further 1.2kg. SPECIFICATIONS ENGINE Capacity 895cc Type Water-cooled, 4v per cylinder four-stroke, twin-cylinder Bore & stroke 86mm x 77mm Compression ratio 13.1:1 Fuelling Electronic intake pipe injection/digital engine management system: BMS-X with throttle-by-wire Transmission Six-speed, quickshift up/down optional Clutch Multiplate clutch in oil bath, anti-hopping clutch, mechanically operated Power 77kw/105hp @ 8500rpm (claimed) Torque 92Nm @ 6750 rpm (claimed) Top speed 1225km/h (est) Fuel consumption 4.2L/100km ELECTRONICS Type: Bosch Rider aids: Lean sensitive ABS and TC Rider Modes: Rain, Road and Dynamic Frame: Bridge-type, steel shell construction Rake: 26° Trail: 114mm (105mm XR) Wheelbase 1514mm (1523mm XR) SUSPENSION Front: 43mm, USD, fully adjustable,135mm (170mm XR) travel Rear: Single rear shock, rebound and preload (optional ESA) 120mm (142mm XR) travel WHEELS & BRAKES Wheels Cast aluminium Front 3.5 x 17in Rear 5.5 x 17in Tyres Pirelli Diablo Rosso IV/Maxis (Continental Road 4/Michelin Road 5) Front 120/70 X 17 Rear 180/55 x17 Brakes BMW Motorrad ABS Pro Front: 2 x 320mm discs, radially mounted Brembo calipers Rear: 265mm disc, single-piston caliper DIMENSIONS Weight 208kg wet /199kg dry. (222kg/206kg dry XR) Seat height 815mm (820mm XR) Width 809mm (920mmXR) Height 1130mm (1416mm XR) Length 2140mm (2160mm XR) Fuel capacity 13L (15.5L) SERVICING & WARRANTY Servicing 10,000km Warranty 5 years BUSINESS END Price $17,282 ride-away ($23,143 XR) Colour options: Snapper Rocks Blue/ Triple Black/ Racing Blue/Lightwhite (Racing Red, Triple Black, Lightwhite/Racing Blue) CONTACT Bmw-motorrad.com.au The post TWIN TEST | 2025 BMW F 900 R + F 900 XR appeared first on Australian Motorcycle News.

RACQ Crash data identifies the highest-risk roads for riders in The Sunshine State With National Road Safety Week upon us, the RACQ is urging motorcyclists to ride smarter—not harder—as confronting crash data reveals that some of Queensland’s most scenic hinterland routes are, unfortunately, also among the most dangerous. A recent RACQ review of over 21,500 kilometres of state-controlled roads shines a spotlight on the notorious Mount Glorious Tourist Drive, running between Mount Glorious and Somerset just northwest of Brisbane. This stretch of winding road has taken an ominous top spot for fatal and serious injury crashes, particularly involving motorcycles. Between 2019 and 2023, 59 fatal and serious injury (FSI) collisions occurred on the Mount Glorious Tourist Drive—an overwhelming 92% of them (54 crashes) involved motorcyclists. Crash data reveals Mount Mee Road and Beechmont Road as the next most dangerous routes for motorcyclists in Queensland, based on the severity of outcomes when incidents occur. On Mount Mee Road, an alarming 76% of crashes result in fatal or serious injuries, while Beechmont Road isn’t far behind, with 60% of crashes leading to similarly severe consequences. “The data paints a terrifyingly clear picture. Too many motorcycle riders are pushing their limits on hinterland roads and paying severe consequences for it,” said Joel Tucker, RACQ’s Road Safety and Technical Manager. Further analysis reveals just how perilous the situation is: 80% of motorcycle-involved FSI crashes on the Mount Glorious section were single-vehicle incidents. Most of these occurred on weekends (74%), along curves (94%), and in otherwise ideal riding conditions—daylight, dry weather, and good visibility. “Hinterland roads are not designed to be used like a racetrack – they’re for transport; and while they travel through some spectacular environments and can be a lot of fun to ride, they are often narrow, covered in slippery leaf litter, and lack safety design features,” Mr Tucker explained. “There is nothing wrong with enjoying a weekend leisure ride with your mates, but ride to the conditions, don’t get competitive, and don’t break the law because your life matters. Please drop the ego, not the bike.” As part of its broader road safety campaign, RACQ is calling on the Queensland Government to look at more proactive enforcement tactics for these types of roads. Suggestions include portable point-to-point speed cameras, which could help deter speeding across longer stretches. “We believe measures like installing portable point-to-point speed cameras would be effective at reducing crash rates, particularly on hinterland roads, as they would encourage motorists to slow down and keep their speeds at or below the limit over longer distances,” Mr Tucker added. “If riders or drivers want to go faster than the signed speed limit or push their abilities or their machine to its limits, they need to go to an actual racetrack, not a public road.” It’s not just crash statistics that reveal the dangers—those on the frontlines of trauma care are echoing the warnings. Professor Martin Wullschleger, a trauma surgeon and Chair of the Queensland Trauma Committee for the Royal Australasian College of Surgeons, sees the aftermath of these crashes firsthand. “When you crash and come off a motorcycle, there is little protecting your body, especially if you are not wearing good safety gear,” Prof Wullschleger said. “I’ve seen far too many injured motorcyclists, spanning from fatal and life-changing brain injuries, to men with shattered pelvises and genitals after their pelvises hit the fuel tanks on initial impact. Others came off second best with shattered arms and legs, sometimes needing multiple reconstructive operations or even amputations.” Professor Martin Wullschleger Overconfidence can also be a silent killer, says motoDNA founder and CEO Mark McVeigh, who established the rider training academy following the loss of his closest friend in a motorcycle accident four decades ago. “It takes around 20 hours of training to get your license versus up to 10,000 hours needed for mastery,” Mr McVeigh said. “Riders need to have a ‘learn for life’ mindset and embrace training which is not just about machine control skills and road-craft but also the mental approach. I am sure riders who have crashed did not think it would happen to them. “Rider training, beyond what’s required to get your licence, is a fun and safe way for you and your mates to learn critical skills together in a controlled environment. The skills you learn could save your life.” Through rider courses offered at RACQ’s Mobility Centre, McVeigh and his team deliver in-depth, real-time coaching—empowering motorcyclists to refine both technique and attitude before tragedy strikes. RACQ’s findings highlight the need for data-informed mitigation strategies and a renewed focus on rider education. The post Queensland’s Most Lethal Roads For Motorcyclists Named appeared first on Australian Motorcycle News. View full article

Indian motorcycle giant poised to become majority stakeholder in KTM following major cash injection and Austrian court approvals The ongoing saga of KTM’s insolvency appears to be drawing to a close with an €800 million ($1.4 billion AUD) injection of cash from its Indian partner brand Bajaj – but if regulators approve the deal, it will see Bajaj also taking control of the company and its subsidiaries Husqvarna and GasGas. KTM AG and two subsidiaries filed for ‘self-administration’ back in November last year when a combination of overproduction and slowing sales left it with a cash flow problem that prevented the company from meeting its debt obligations. Under Austrian law, the self-administration process gave protection from creditors for 90 days while the existing management stayed in place, requiring them to come up with a restructuring plan that would be approved by creditors. That plan, approved on 25th February 2025, set out terms that would see the company’s creditors paid a 30% quota of the money owed to them – a figure amounting to around €600 million ($1 billion AUD) – with the money required to be deposited with the insolvency court by 23rd May. That kicked off a search for investors, with a number of suitors rumoured including KTM’s existing partner brands CFMOTO in China and Bajaj in India, as well as more outlandish possibilities like BMW, but when CFMOTO and KTM surprisingly ended their shared distribution agreement in Europe a few weeks ago, it became increasingly clear that Bajaj – India’s second largest motorcycle maker and the third largest in the world – was hot favourite to take control. The situation crystallised further on 16th May, when Bajaj’s European arm – Bajaj Auto International Holdings BV (BAIHBV), established in the Netherlands – took out a €566 million unsecured loan JP Morgan Chase, DBS Bank and Citigroup Global Markets Asia. On 19th May, Bajaj confirmed it was in negotiations with KTM, and on 21st May the Indian company announced its intention to take control of KTM, provided the deal is approved by Austrian authorities. In that announcement, Bajaj revealed it has already provided €200 million in four tranches of €50 million during the 2024 and early 2025 financial years to help keep the company afloat, and that it is now adding €600 million to the pot to clear its debts. Initially, the money will be held by the Austrian court overseeing the process, but it’s expected to be released to creditors in mid-June. At the moment, BAIHBV – which is wholly owned by Bajaj Auto Limited in India – holds a 49.9% stake in an Austrian company, Pierer Bajaj AG, with the remaining 51.1% owned by longtime KTM boss Stefan Pierer. Pierer Bajaj AG, in turn, owns around 75% stake in Pierer Mobility AG, which in turn is the holding company of KTM AG, which also owns Husqvarna and GasGas. That means Bajaj effectively owns about 37.5% of KTM. Its new injection of money, if converted into a shareholding, will give Bajaj majority control of Pierer Mobility AG, KTM and its subsidiaries. Gottfried Neumeister and Stefan Pierer The new €600 million is initially being provided in the form of a €450 million secured term loan from BAIHBV to KTM AG, along with €150 million of convertible bonds issued by Pierer Bajaj AG and subscribed to by BAIHBV, which will be loaned to Pierer Mobility AG to help repay creditors and cover restart costs for KTM. Once approvals are given by the Austrian Takeover Commission, Foreign Investment Control and Merger Control Authorities, the loans are expected to be converted into a controlling shareholding for Bajaj. Once approvals are received, Bajaj will initiate ‘a revamp of the governance framework including reconstituting the Board’ and work on making the ties between KTM and Bajaj closer. At the moment, Bajaj manufactures several KTM models including the single-cylinder street bike range. Intriguingly, Bajaj also says it will be “exploring potential partnerships and collaborations to build sustainable competitive advantage and long-term value creation.” Bajaj is already at the centre of a complex web of motorcycle makers, because as well as assisting with the R&D and manufacture of some KTM models, it does the same with Triumph under a separate deal, manufacturing the Speed 400 and Scrambler 400 X on behalf of the British brand. KTM says it’s global factory racing projects including MotoGP, Supercross and Rally Raid are secure In response to the Bajaj cash injection, KTM’s CEO Gottfried Neumeister – who replaced Stefan Pierer during the company’s insolvency – said: “Today we have been given the opportunity to continue the history of KTM. Together with our long-standing partner Bajaj, we were able to work out a strategy that will enable us to raise a further 600 million euros for our new start in addition to the 200 million euros already made available. The existing sites – in particular our main plant in Mattighofen/Munderfing – will remain the basis for our future success. This means that we will continue to be an important employer for the entire region. In view of this new, second opportunity, we at KTM feel deep gratitude and humility towards all those within and outside our group of companies who have made it possible. I would also like to take this opportunity to thank Stefan Pierer on behalf of all those who have accompanied us along the way. He laid the foundation for one of the world’s best-known motorcycle brands, which has a unique community.” As for Pierer himself, he stayed on as co-CEO Pierer Mobility during the proceedings, but from June 2025, when the court confirms the completion of the restructuring, he will step down from Pierer Mobility executive board. The post Bajaj Set to Take Control of KTM with €800 Million Bailout appeared first on Australian Motorcycle News. View full article

Behold, a $313,500 hand-built masterpiece designed by a modern-day motorcycling Michelangelo Eleven years ago, at California’s annual uber-exclusive Pebble Beach Concours in Monterey, French engineer Olivier Midy unveiled a new limited-production motorcycle completely unlike anything else ever built for sale. The Midual Type 1 flat-twin roadster was the evolution of a prototype that Midy and his brother Francois had unveiled in 1999 at the Paris Salon. He then spent the next 15 years patiently developing it into a customer-ready model targeted at those high rollers who’ll regard the Midual’s current €170,000 ($A313,500) starting price (including French tax, or €141,000 tax free) as fair value for a hand-built work of two-wheeled art unlike anything else on planet Earth. The Midy brothers unveil their original design prototype at the 1999 Paris Salon It’s increasingly difficult nowadays to dream up any new way of building a four-stroke motorcycle engine without thinking outside the box, especially in terms of architecture. But Midy did precisely that, and his tenacious pursuit of sufficient funding to put the bike into hand-built construction at his Loire Valley factory led to the first of the 40 bikes that have so far been delivered since production finally began in mid-2021. Now, as a superlative version of an already exquisite mechanical masterpiece, Midy has unveiled the Midual Quintessence, a highly polished, superfinished version of the Type 1 of which just three examples will be built. Revealed at the Paris Retromobile show last January, that display bike itself found a new owner at a price of €300,000 ($A550,000). Hurry, hurry – only two remaining… It’s a flat twin, Jim, but not as we know it Finessing the flat-twin So the Midual has a flat-twin engine – but what’s new about that, you say? BMW’s been making them for the past century. Indeed so, except that the German company’s legendary boxer twins, originally derived from its aircraft engines, have always been built with horizontal cylinders sticking out into the airstream, originally for necessary cooling in the days before motorcycles wore radiators. That format has traditionally brought various issues in its wake, most notably the rocking couple that’s an inevitable spinoff from the lengthways positioning of the crankshaft, as anyone will confirm who’s ever experienced the rise and fall as you work the throttle of a boxer twin – or indeed a modern Moto Guzzi V-twin, which has the same essential layout, just with upswept 90° V-twin cylinders. While practical, the shaft final drive that’s a spinoff requirement of such a format also has its own dynamic drawbacks. The whole layout is full of compromise, which BMW’s engineers have worked more or less successfully for the past century to counter. Olivier Midy tries to break his all-consuming project into bite-sized pieces for Sir Al to digest However, long before BMW invented the cross-frame boxer twin layout, other manufacturers had used just such an engine architecture, but with the flat-twin cylinders positioned lengthways in the frame. This longitudinal format delivered the same smooth running and lack of vibration for which BMW flat twins are renowned today, which also led to improved reliability back in those early days of primitive, less resistant materials. Also, the low build of such bikes not only produced improved aerodynamics, but also better handling over the bumpy road surfaces back then, thanks to their low cee-of-gee. Harley-Davidson was only one of many companies to produce such a bike, the early-20s 600cc XF model of which only a handful were made – although Harley later copied the BMW format in producing the equally short-lived XA boxer twin in 1941 for the US Army, which had specified shaft final drive. But the success of the flat-twin Douglas in dominating 1920s sprint racing in the UK and elsewhere, as well as being the model of choice for the early days of Speedway racing, plus a successful grand prix-winning road racer, in turn led to its downfall. As engine performance increased, so did the problems of countering the extra heat this produced, especially in air-cooling the rear cylinder. The flat-twin motorcycle with lengthways cylinders died a death in the 1930s. That’s one hell of a frame, just ask the artisans who spent 7000 hours creating it Olivier Midy has brought the same format back to the marketplace with the Midual, but in a unique way. He’s done so by liquid-cooling the engine for the first time ever, to address the problem of the rear cylinder overheating, and also by rotating the front cylinder downwards and the rear upwards by 25 degrees. This holds down the wheelbase to a manageable 1500mm by placing the six-speed gearbox beneath the rear cylinder, which also delivers an evenly-balanced weight distribution. In doing so, Midy has built a bike that’s quite unlike anything else in today’s marketplace, which resolves BMW’s problems with the lengthways crank’s sideways rotation, as well as ground clearance issues with the sticking-out cylinders on today’s grippy tyres – one reason BMW aborted the prototype R1 desmo Superbike it built 30 years ago but never raced. A frame gets the five-axis machining treatment in the petit French factory DESIGN DEEP DIVE The Midual engine personally designed by Olivier Midy is a DOHC eight-valve flat-twin with vertically split crankcases, with an oil-bath, ramp-style slipper clutch and straight-cut primary gears. The dry sump format, with the oil tank positioned above the engine, is intended to counter potential blow-by cylinder lubrication issues, especially starting from cold with the tilted cylinders, as well as possible starvation under braking and acceleration with a wet sump design and lengthways engine layout. Uncompromising design in both chassis and engine The engine measures 100mmx66mm for a capacity of 1036cc, and its one-piece, 180° plain-bearing crankshaft runs on central plain main bearings and two outer ball bearings, with its bolted-up steel conrods carrying three-ring forged pistons delivering a 12:1 compression ratio. A layshaft is mounted above the crankshaft and driven directly off it, which in turn actuates the rear of the two high-pressure trochoidal oil pumps, whose pinion then drives its forward companion. That layshaft also drives the two camchains operating the twin overhead camshafts per cylinder, via hydraulic tensioners. These operate the four valves per cylinder – twin 36mm inlets set at a 21.5º included angle to the 31mm exhausts – via cylindrical tappets. A masterpiece slowly comes to life in the factory. When we say these are handbuilt, we are talking about thousands of hours of labour Twin 54mm Magneti Marelli throttle bodies each incorporate a single 12-hole Marelli injector positioned south of the butterfly, but the ECU is an Athena specially developed for Midual. The twin stainless steel exhausts have a balance pipe joining them beneath the engine, and each contains a catalyst inside the silencer, as well as a single lambda probe. The Midual engine produces exactly 100hp (74.57kW) at 8200rpm at the crankshaft, with peak torque of 102Nm on tap at 5500rpm, with a very flat curve. The passion of its creator is on full show as Sir Al gets a debrief after his ride on the finished product. He has ridden all versions of this passion project This nowadays unique engine, for which Midy holds five global patents relating to its design, contains 520 component parts, each of which was designed in-house, accounting on its own for 15,000 hours of collective work by his nine-person team. It’s mounted in an equally innovative chassis that’s the subject of two further patents. The result of 7000 hours of development work has resulted in an immensely stiff aluminium, double-wall monocoque frame sourced from an 84kg raw casting. This has been five-axis machined and manually polished to create the finished product weighing 24kg. It’s a process taking literally hundreds of hours of craftsmanship, knowing that one slip could render it valueless. It incorporates the integral 14-litre fuel tank – so it’s a true monocoque, which also incorporates the subframe for the dual seat, as well as ducts leading to the airbox feeding the twin throttle bodies, and it carries the Midual’s flat-twin engine as a semi-stressed member via twin boomerang-shaped cast aluminium spars bolted to it. At their upper ends, these support the radiator mounted above the front cylinder, thereby helping hold down the wheelbase to that acceptable 1500mm, and at the bottom contain the pivot point for the cast aluminium cantilever swingarm. This operates the fully adjustable Öhlins TTX36 cantilever monoshock directly, without a link, with the shock’s upper pivot incorporated in the monocoque frame casting. This also includes the steering head housing the front 43mm Öhlins FGRT upside down fork, which is again fully adjustable and delivers 120mm of travel, same as at the rear. Head angle may be varied half a degree either side of the default 24.5º rake, with 100mm of trail. The 17-inch Akront aluminium wire-wheel rims (cast wheels are one of the many options, and so far none of the 40 Miduals delivered to customers have been alike, with each one essentially built to order) carry Michelin Pilot Road 2 tyres – could a French bike wear anything else? These don’t have to carry tubes because of the design of the Spanish rims, the front 120/70 cover mounted on a 3.50in rim, with the 180/55 rear on a 5.50-incher. Twin 320mm Brembo floating front discs are gripped by four-piston four-pad Brembo Monobloc radial calipers, while there’s a fixed 245mm rear disc with two-piston caliper. Rear Öhlins TTX36 cantilever monoshock has no linkage The Midual’s 239kg dry weight is split 48.2/51.8 per cent for a slight rearwards weight bias to enhance traction. There’s no traction control, nor any other electronic riding aids. Because the weight of the 14-litre fuel load is centralised in the wheelbase via its location in the monocoque frame, there’s no change in the weight distribution as the fuel level lowers, nor therefore in the dynamics of the bike. Dashboard looks like something out of the Art Deco era The Midual has only its speedometer in the conventional location in front of the one-piece taper-section handlebar mounted on 35mm risers. All other components of the comprehensive dashboard are mounted in the upper face of the monocoque chassis, with the large tacho flanked by six smaller round dials, three each side: a clock, oil temp and oil pressure gauges on the left; fuel, water temp and voltmeter on the right, with four warning lights in the centre, above the large red starter button. Both the handlebar-mounted metal control units are made in-house – Olivier Midy is at pains to point out that the only visible plastic component is the rear numberplate furnished by the French state. Everything else is metal, including the alloy mudguards, radiator shrouds, and the housing for the purpose-built halogen headlamp. Super-trad Akront wheels run tubeless tyres “This is a scrupulously honest bike – what you see is what you get,” proclaims Olivier Midy with pride. “C’est logique! When you are providing a handmade work of mechanical art to a customer who appreciates the finer things in life, and has the resources to avail himself of them, you can’t cut corners, but must deliver what the eye tells you the material is, not a fake imitation.” This doesn’t happen every day! Sir Al is brought to his knees by this French fair maiden No doubt deemed equally logical, as well as nowadays unique, are the old-style BMW indicator buttons which the German marque has now replaced in its bikes with the same identikit format as every other manufacturer. So on the Midual you must push the button on the right to turn right, then press it again to stop it flashing, and the same thing on the left to turn left. You wouldn’t guess that Olivier Midy has been riding BMW boxer twins for the past 30 years, would you? But during that time, he has also been pursuing his dream of creating the Midual for discerning customers. In the past five years this dedicated artisan of motorcycle craftsmanship’s goal, which he’d been following for the previous two decades, has finally reached fruition. MIDUAL IN MOTION I’ve twice visited the Midual factory, to ride the Type 1 in two configurations. On my first visit I tested the distinctive but unlovely development prototype with 32,000 hard kilometres under its wheels, and on a return visit duly rode the production version. In the meantime, Olivier and his team had successfully addressed most of the criticisms I had expressed after riding the prototype, so this unique take on twin-cylinder motorcycling will live up to the high expectations of its demanding clientele. The Midual’s beautifully upholstered 820mm-high seat (there’s a lower 770mm option) was a good place to spend a full day riding hard and fast through the picturesque Loire Valley countryside, with the relatively low-set footrests delivering a comfortable stance. The whole aura of the bike is incredibly exclusive and upmarket. Fit and finish is superlative, with every single component from the monocoque frame down to the gearlever or handlebar controls exquisitely made and superlatively detailed. Out of all the uber-expensive hyperbikes I’ve been fortunate enough to ride down the years, only an Aston Martin AMB 001 – perhaps by no coincidence, also Made in France! – equals the Midual in terms of quality of construction. It simply reeks of exclusivity, even down to the hand-stitched tan leather side panels. I didn’t care much for the wide, flat handlebar. I’d have preferred something narrower and more pulled back, so I didn’t have to lean as far forward with my arms out wide. But that’s personal choice. The completely unique engine character has a syrupy, smooth power delivery that’s practically uncanny, because there is absolutely no vibration down low and in the midrange. That’s not to say it feels as characterless as an electric motor, just hyper smooth, and the absolutely unique exhaust note that’s the backbeat to your riding takes fine care of stirring the senses. It’s a blend of the offbeat lilt of a V-twin and a BMW boxer’s droning. The way the Midual builds power smoothly yet strongly from not far off the 1300rpm idle speed is pleasurable and rewarding, allowing you to cut down on gear-changing, even riding at 50km/h in top gear and pulling smoothly away with zero transmission snatch. Obsolete BMW handlebar buttons look right at home on this creation Though 100hp doesn’t sound like a lot these days, it’s how you deliver it that counts, and the Midual’s extremely broad spread of torque makes this a satisfying real-world ride. The Athena ECU is well mapped, with zero snatch off a closed throttle, just a smooth pickup that’s in keeping with the bike’s aspirations to be refined and classy. The gearbox’s shift action is excellent – light but positive, and for sure one of the best I’ve yet encountered riding a boxer twin. The handling of the Midual is also really outstanding. This would have to be one of the most neutral-steering bikes I’ve ever ridden, right up there with the original MotoCzysz, and for the same reason. So that’s how you get to the radiator cap On that American bike, its narrow-angle V4 engine’s twin contrarotating cranks completely eliminated all adverse forces created by the engine’s operation, leaving you to start dialling in your preferred chassis geometry and suspension set-up, unencumbered by external considerations such as crankshaft rotation and inertia. The Midual is the same, with its single crossways crank powering twin horizontally opposed pistons, the dynamics of whose operation all but cancel each other out in terms of their effect on the handling, leaving just the minimal effect of the very narrow forwards-rotating crank. So, blip the Midual’s throttle at rest and there’s no sign of the bike rock’n’rolling fore and aft beneath you. Out on the road, this makes for an ideally balanced engine package, allowing you to exploit the neutral handling of the lengthways engine layout to the max. Each unit is hand assembled by Midual’s technicians The Midual’s relatively low-down cee-of-gee thanks to its distinctive engine layout means it rides bumps very well at speed; I found a great fourth gear sweeper with some really wicked lumps right on the apex, and took several runs at it cranked right over, without once managing to get the Midual shaking its head, so high-speed stability is excellent. The Öhlins suspension is just icing on the cake, of course. Ditto the Brembo brakes, which haul the bike down hard from high speed, aided by the nicely dialled in slipper clutch – though I found it best to blip the throttle for downshifts to get a smoother change, not just because I wanted to hear that sweet-sounding exhaust sing a little harder. VERDICT It’s hard not to stand in awe of what Olivier Midy and his team have achieved in creating the Midual. In theory, such an exploit as developing a completely new engine of any kind – let alone a one-litre twin as individual as this – from the ground up should be out of reach of such a small company with minimal resources, beyond determination and self-belief. That’s usually reserved for large R&D departments driven by global enterprises with huge budgets. But after twice visiting the Midual factory, I have a full appreciation of the passionate commitment and countless hours of hard work that have been put into creating this bike, over so many years. And now they’ve created the Quintessence, just to rub it in! The more you look, the more there is to admire It takes a rare commitment to invest 30 years of your life developing and building your own completely new vision of what a motorcycle should be, but Olivier Midy is such a man, and the Midual the result. The personal sacrifice this modern-day motorcycling Michelangelo has invested in creating such an exquisitely detailed two-wheeled mechanical masterpiece powered by so completely innovative an engine design deserves to reap its just rewards. PROS – No stone has been left unturned in the pursuit of motorcycle design perfection CONS – Sadly, this uber-special piece of two-wheeled art is outside the reach of many aficionados The Quintessence “SEVERAL IDEAS led to the creation of the Midual Quintessence model, which is based on a Midual Type 1 Series 2,” says Olivier Midy. “For 10 years we’ve been constantly explaining how our motorcycles are made, all of which justifies their price, and we feel like we’re not always understood, even though a real respect for our work has now been established in France, at least. So, one way to showcase this is to show off the metal and the monocoque to best advantage. The Midual Quintessence receives over 1200 hours of additional polishing compared to a Type 1, but it’s very complicated and time-consuming to manufacture, which is why we will only make three examples of it.” SPECIFICATIONS ENGINE Liquid-cooled DOHC eight-valve 180° flat-twin dry-sump four-stroke with chain camshaft drive and vertically split crankcase, positioned lengthways in the frame and rotated forward by 25º, Bore & Stroke: 100mm x 66 mm Capacity: 1036 cc Compression ratio: 12:1 Fuel/ignition: Electronic fuel injection and engine management system, with single injector per cylinder, Athena ECU and 2 x 54mm Magneti Marelli throttle bodies Transmission: 6-speed. Chain final drive PERFORMANCE Output: 100hp (74.57kW) @ 8200rpm (at crankshaft) Maximum torque: 102Nm @ 5500rpm Chassis: Double-wall cast aluminium monocoque incorporating 14L fuel tank SUSPENSION Front: 43mm Öhlins FGRT fully adjustable inverted telescopic fork with 120mm of wheel travel Rear: Cast aluminium swingarm with fully adjustable Öhlins TTX36 cantilever monoshock with 120mm of wheel travel CHASSIS Head angle: 24.5° (variable 24-25°) Trail: 100mm variable Wheelbase: 1505mm variable Weight/distribution: 239kg dry, split 48.2/51.8 per cent WHEELS & BRAKES Brakes: Front: 2 x 320mm Brembo floating stainless steel discs with radially-mounted four-piston four-pad Brembo Monobloc calipers Rear: 1 x 245mm Brembo steel disc with two-piston Brembo caliper Wheels/tyres: Front: 120/70-17 Michelin Pilot Road 2 on 3.50in Akront wire-wheeled rim Rear: 180/55-17 Michelin Pilot Road 2 on 5.50in Akront wire-wheeled rim Seat height: 770mm to 820mm according to customer choice PRICES Midual Type 1 $A313,500 Midual Quintessence $A550,000 CONTRACT www.midual.com The post ROAD TEST | Midual Type 1 appeared first on Australian Motorcycle News.

Royal Enfield reckons its Classic 650 will prove irresistible to fans of traditional British twins A few years ago returning from an international launch for AMCN, I sat beside a pilot hitching a lift home. He told me two important things. One: Queenstown is the world’s most challenging international airport for a pilot to fly into. Two: You can’t say you’ve flown until you’ve been in a Tiger Moth. Not that long ago I rode past Queenstown’s airport on the way to the Burt Munro Challenge.The planes seemed almost to be landing in the Kiwi ski capital’s main street. Then I got a flight in a Tiger Moth as a birthday present. The little biplane lurched off the tarmac onto the grass to find some bumps to help it get airborne. At 100m the summer heat turned into the coldest winter day. All the senses were activated by the wind and exhaust noise, the drumming vibration of the fabric-covered wooden airframe, the smell of the hot engine oil… You can’t get more 1940s-50s cool than this instrument nacelle, which Royal Enfield calls the casquette Royal Enfield is proud of its new Classic 650, which it says takes riders back to the early days of British parallel twins. That’s the era of the Tiger Moth. An afternoon spent riding one on the national press launch soon put that statement into context. At first I treated it like a modern short-stroke middleweight, revving it out before changing up through the six-speed gearbox. It felt like I was going nowhere fast. Plenty of exhaust noise but a disappointing velocity. The Vallen Red option fairly shimmers in the sunlight Then we reached a township in our loop around Central Victoria’s Hepburn spa district. Still in sixth gear I let the Classic 650 wind down to 60km/h and cruised along the main street on a whiff of throttle. As we approached the 100km/h sign I didn’t change down but gently opened the throttle. Without a hiccup the engine wound itself up to the legal speed limit effortlessly and smoothly. So that’s the way to ride it, I told myself. No chromed plastic here. This is the real deal of steel and alloy a lot’s riding on this Royal Enfield has high hopes for this model. In its home market of India the Classic 650 will be an aspirational model. To put that into context consider this: Royal Enfield has just hit its one million sales target in a financial year. (The Indian financial year runs 1 April-31 March). It’s a remarkable achievement considering its smallest model is a 350cc, a large capacity for the Asian market. Since its release in late 2022 the Hunter 350 has found nearly 500,000 buyers. Many of them will be looking at upgrading to a bigger model now, including the Classic 650. The 650 engine is the same as that powering the Meteor and Shotgun but is tuned for low-revs rideability Over here the plan is to entice older riders who want to enjoy a piece of nostalgia without the maintenance hassles of a 1940s-50s parallel twin, or those who want to downsize from larger motorcycles. Royal Enfield said at the launch that it expected the Classic 650 to become one of its bestsellers and it had identified strong demand in Australia and New Zealand. THE REAL DEAL Unlike some of its rivals, you won’t see any chromed plastic on the Classic 650. It’s all steel and cast aluminium with deep paint and hand-laid pin striping. The bike oozes quality in a robust, traditional British style. Especially the instrument nacelle that shrouds the fork top yoke. non-adjustable, separate-function Showa fork works well. Brakes are branded RE The solo seat is a nod to the period of saddle seats on early Brit parallel twins. While it looks very 1940s set up like this, the Classic 650 comes with a pillion seat and associated subframe that is easily attached or removed. The lack of plastic means the Classic 650 weighs a claimed 243kg wet, so around 210kg dry. The 800mm seat height makes it easy for most riders to get both feet down at a stop but I found it took a bit of practice to keep the bike balanced when we had to do very slow U-turns for the launch photos. At road speeds though the Classic 650 feels pretty agile for what is basically a cruiser. Mufflers are a classic Brit sausage design. RE calls them peashooters The chassis main frame is the same as that found on the Super Meteor 650 and Shotgun 650. At the launch Royal Enfield stressed its design is always connected to its history, hence the distinctive rear frame loop that references its first twin cylinder of 1948. However the main frame layout is the result of a lot of testing and development by Harris Performance, the famous UK frame-building firm now fully owned by Royal Enfield. Royal Enfield says it’s fielded a lot of interest in the Teal Green paint option Suspension is a non-adjustable, conventional, separate-function Showa telescopic fork with 43mm diameter stanchions. Rear Showa twin shocks, with adjustable preload, have 90mm travel. Brakes are ventilated hydraulic single discs with Royal Enfield logos. The front 320mm disc has a twin-piston caliper and the 270mm rear a single caliper. Dual-channel ABS is the only rider aid. Flashing gold credit cards, the Mild Ones take over a spa resort in Central Victoria’s Hepburn Springs The front 19in and rear 18in wheels are spoked with chrome rims and alloy hubs. While the 647.95cc, air/oil-cooled, SOHC parallel twin engine is the same one powering other Royal Enfield models, the electronic mapping has been altered to accentuate torque and rideability at low revs. While maximum torque is claimed to be 52.3Nm at 5650rpm, my ‘seat-of-the-pants dyno’ (there’s no tacho fitted) says a large percentage of this gentle thrust is available from around 3500rpm. Maximum claimed power is 34.6kW (46hp). Escape the stresses of modern life without swapping them for the stresses of classic motorcycle maintenance An analogue-style dashboard features a large speedometer with a basic digital LCD display that shows the gear you’re in, distance travelled and fuel level. There’s Royal Enfield’s Tripper Navigation System and the bike also has a USB charging port. The three paint schemes available hark back to the classic era: Vallen Red, Teal Green and Black Chrome. The most extreme of these is the Teal Green, which Royal Enfield says has copped a lot of interest from potential buyers. My preference was the Black Chrome. ON THE ROAD The upright riding position doesn’t make you feel locked in as the saddle is big enough to move around on. The aluminium switchgear looks pretty classy and compliments the old school instrumentation. Black Chrome paint option was our tester’s favourite colour The Classic 650 tracked well around a 100km/h sweeper. It hit a large bump mid-corner but while the rear suspension was compressed there was no wallowing. Cranked over in a series of tight turns it didn’t feel like anything was going to touch down in a hurry. Brakes are adequate for the design brief of a cruiser. The twin exhaust is a classic Brit twin sausage style with a muted but still throaty note from the 270-degree crank engine. The gearbox shifts very smoothly but being tuned for torque makes six speeds almost unnecessary. We briefly rode on the freeway and the Classic 650 easily kept pace with traffic but didn’t have the top-end power for quick overtaking. Large oil cooler doesn’t ruin the overall classic styling To sum it up, once you settle into the ride it’s all very relaxed. For many people the Classic 650 would be the perfect way to escape the stresses of the modern world without swapping them for the stresses of classic motorcycle maintenance. And one of these is cheaper than a restored 1940s-50s parallel twin and much easier to ride over long distances. The Classic 650 is LAMS-approved and comes with a three-year unlimited kilometre warranty and roadside assistance. There is a range of accessories available so a buyer can add a personal touch. Royal Enfield is on a roll and the Classic 650 confirms the confidence it has in its 650cc range. In a setting like this you can see why the Classic 650 will be an aspiration model in India Twin peaks British manufacturers started designing pushrod parallel twins in the late 1930s but World War II intervened, with only Triumph releasing its first model in 1937. BSA’s first twin arrived in 1946, with Royal Enfield arriving in November 1948, then AMC (AJS/Matchless) and Norton a year later. All featured air-cooled, long-stroke, pushrod 500cc engines with 360-degree crankshafts. Where Royal Enfield excelled was in rear suspension. While Triumph had a rigid frame with a ‘sprung hub’ as an option, the others had basic plunger-type rear suspension. In contrast, Royal Enfield’s 1948 500 Twin featured a swinging arm and telescopic rear suspension, a standout feature of the time. It also had coil ignition (not magneto like its rivals) with a car-type distributor. The attraction of parallel twins centred around both their physical size and performance. They looked no larger than a typical Pre-War twin-port single cylinder and weighed not much more. The performance was streets ahead, with smooth acceleration and a higher cruising speed. Vibration levels were much lower than the old ‘thumpers’ and they were the production performance bikes of the day. The trouble with the British industry is that it kept the concept in development for far too long, taking what was a non-stressed layout at 500cc all the way out to 828cc (the Norton Commando of the 1970s). Royal Enfield was the first to go really big, punching its twin out to a massive 700cc in 1952 with the Meteor. Classic hits and misses Just how much difference can 299cc really make? Having attended the Australian launch of both the 2025 Royal Enfield Classic 350 (AMCN Vol 74 No 15) and the newly released Classic 650, I can say the differences are both minimal and stark. Minimal in the sense that Royal Enfield’s DNA remains intact – same upright stance, same timeless silhouette, same head-turning charm. But in terms of how they deliver the experience, the differences become stark – and not only in the ways you’d expect. The 350 slows you down and celebrates back-to-basics motorcycling. It’s a physically big bike that lets you soak up your surroundings – it’s easygoing, isn’t intimidating and delightfully analogue. The 650 is all of those things, but it’s bigger in every way and nearly 50kg heavier, which is a lot when you consider you’re only gaining 20kW (26hp) and 25Nm. The Classic 650 gets higher-quality Showa suspension, it benefits from both the much-loved 649cc parallel twin and the refined chassis from the Shotgun 650, but if I’m 100 per cent honest, the Classic 350 has a stronger sense of Royal Enfield’s ‘pure motorcycling’ DNA. The 650 is an excellent motorcycle but it’s more polished and achievement-oriented than it is character-driven. It’s better at most things – longer rides, quicker overtakes, carrying a pillion – but, to my mind, riding it doesn’t quite hit that same emotional note the 350 does. KEL BUCKLEY One million and counting Royal Enfield probably would have hit its one-million-in-a-year sales target earlier if Covid hadn’t intervened. In 2013 it was selling 20,000 bikes a month, mainly in India. Since then a whole new range of models, which included entering the adventure market, saw strong sales achieved domestically, while overseas markets have expanded year on year in spectacular fashion. Royal Enfield now has 60 dealers across Australia and New Zealand. The brand is also leveraging itself further through linking with such apparel manufacturers as Alpinestars and Revit, along with Bell helmets to produce a range of clothing and helmets to suit its various models. SPECIFICATIONS ENGINE Capacity 647.95cc Type Parallel-twin, SOHC, four valves per cylinder Bore & stroke 78mm x 67.8mm Compression ratio 9.5:1 Cooling Air/oil Fueling EFI, with dual throttle bodies Transmission Six-speed Clutch Wet, multi-plate Final drive Chain PERFORMANCE Power 34.6kW (46hp) @ 7250rpm (claimed) Torque 52.3Nm @ 5650rpm (claimed) Top speed 160km/h (est) Fuel consumption Not measured ELECTRONICS Type Bosch Rider aids ABS (dual channel) Rider modes Not applicable CHASSIS Frame material Tubular steel Frame type Spine Rake Not given Trail Not given Wheelbase 1386mm SUSPENSION Type Showa Front: 43mm conventional fork, separate function, non-adjustable Rear: Twin shocks, preload adjustable, 90mm travel WHEELS & BRAKES Wheels Wire-spoked aluminium Front: 19 x 2.5 Rear: 17 x 3.5 Tyres Nylohigh-FN Front: 100/90R19 (57H) Rear: 140/80R17 (69H) Brakes RE branded, ABS Front: Single 320mm disc, twin-piston caliper Rear: Single 270mm disc, single-piston caliper DIMENSIONS Weight 243kg (kerb, claimed) Seat height 800mm Width 892mm Height 1137mm Length 2318mm Ground clearance 154mm Fuel capacity 14.8L SERVICING & WARRANTY Servicing 1000km Minor: 12,000km Major: 24,000km Warranty Three years, unlimited km, roadside assist BUSINESS END Price From $11,190 (ride away) Colour options Vallen Red, Teal Green and Black Chrome CONTACT royalenfield.com.au The post FIRST RIDE | Royal Enfield Classic 650 appeared first on Australian Motorcycle News.

With the rev of engines and a toast to community, Royal Enfield’s newest dealership at Burleigh Heads officially opened its doors, blending old-school craftsmanship with a modern, ride-together spirit. This week saw an industry event to celebrate the opening of the latest Royal Enfield dealership, at Central Drive, Burleigh Heads on the Gold Coast. The opening is the culmination of the substantial efforts of proprietors Tobin Page and Alex Goldenstein (under the brand GRID Motorcycles), and creates the latest distributor for Indian-manufactured Royal Enfield bikes, part of the Urban Moto Imports (UMI) stable of import brands. It was a night short on formalities, but in a very brief speech, Page highlighted the importance of building a community around ownership of these bikes rather than just a dealership. This is something UMI was willing to support, given the success of the concept in Sydney with the 2024 opening of the flagship Moto Machine dealership. In addition to a showroom of beautiful bikes, the premises will incorporate a member’s lounge as the community concept is to have owners ride together and gather back at the premises to chat about the bikes and their rides. Obviously there is a full service capability on the premises, and experienced on-site fabricators are able to modify bikes prior to delivery. It’s amazing to see the success of this Indian brand, which has produced bikes for well over a century. For anyone travelling in India 20+ years ago, the 350 bikes could be seen everywhere, but the thought was that these were more of a domestic bike. This is clearly no longer the case, as UMI reports in excess of 15,000 owners in Australia and over 50 affiliated dealerships. The Indian company also reported 1 million annual sales for the first time ever in the year ending 31 March 2025, so clearly it is a behemoth in the global motorcycle industry. With LAMS approval, the full Royal Enfield range is suitable for learners right up to experienced riders, and the brand is taking a key place in the intermediate-size bike market. UMI reports a strong order book for the Himalayan 450 and Classic 650 bikes, and they also see strong demand for the smaller 350 range. Of the 650 range, the Cafe Racer was the standout in terms of looks, and the Shotgun (more of a bobber-style bike) is a real head-turner. The single piston 450 Guerrilla aims at the younger audience, and is delivered in brighter colours to stand out more to the youth. The bikes look heavy, partly reflecting the styling and use of heavy steel, but this gives them a tough durability, and apparently adds to their stability. The simplicity of the setup lends itself well to modification, in addition to a full range of after-market accessories allowing the customer to access a highly-personalised end product. Purpose Built Moto were also on hand with their modified Meteor 650 at the dealership, which provided the centre of attention for the evening, with its hand lever-operated gear shift, stunning front forks and the chrome exhaust setup. In 2026, Royal Enfield has plans to distribute its Electric Bike, the Flying Flea, which will eventually slot in at the Burleigh dealership well, given Tobin and Alex’s previous ownership of an EV-bike seller just behind the new premises. Expect to see a lot more of these great looking Indian-manufactured bikes around the Gold Coast in coming months, along with a thriving community of owners. The post Royal Enfield opens new Burleigh Heads dealership appeared first on Australian Motorcycle News. View full article

Honda Motorcycles has built 500 million units since the company began mass production of combustion-powered bikes in 1949. The Japanese automotive giant has reached this significant milestone 76 years after it built its first motorcycle, the Honda Dream D-Type. Since its beginnings, Honda has developed and offered two-wheeled vehicles to meet the needs of many types of customers, in many countries and regions, with the brand’s ethos that “the purpose of technology is to make people’s lives easier,” according to Honda. 1949 Dream D-Type (Honda’s first production motorcycle). Honda began mass-production of motorcycles at its first overseas production facility in Belgium in 1963, and since then, has expanded its production globally in accordance with its fundamental principle of “producing locally where there is demand.” As a result, Honda achieved its 100 million-unit milestone in 1997, its 200 million-unit milestone in 2008, and its 300 million-unit milestone in 2014. In 2018, Honda’s annual production exceeded 20 million units for the first time in its history, and cumulative global production reached 400 million units in 2019. Although the annual production of motorcycles temporarily declined due to COVID-19 in 2020, demand has steadily recovered worldwide to pre pandemic levels since then. In addition to internal combustion engine (ICE) models, Honda positioned year 2024 as its first year of global expansion for electric powered motorcycles. “We are delighted to support this global milestone that no other motorcycle brand in the world has achieved.” said Chris Schultz, General Manager, Powersports and Products at Honda Australia powersports general manager Chris Schultz. “Honda has a huge history in Australia that has generated a large following of loyal Honda owners. We are proud to be a part of this incredible story.” 1 of 8 The post Honda celebrates 500 million motorcycle milestone appeared first on INFO MOTO. View full article

Efforts underway to sell or recapitalise iconic Aussie motorcycle retailer as business operations continue The administrators handling the collapse of long-standing motorcycle retail chain Peter Stevens remain confident that the business can be salvaged, as efforts to find a buyer or investor move forward. Administration firm KordaMentha, which took control of the company earlier this week, confirmed that operations will continue while they seek expressions of interest for either a sale or recapitalisation of the business. In a statement, KordaMentha said, “The administrators intend to continue to operate the companies on a business-as-usual basis while they seek immediate expressions of interest for the sale or recapitalisation of the businesses.” Peter Stevens Motorcycles, operating for over five decades, entered voluntary administration on Monday—putting up to 400 jobs across its national network at risk. The retailer has long held a dominant presence in the Australian motorcycle market through a network of dealerships across multiple states. Administrator Craig Shepard believes a buyer is likely to emerge given the company’s strong foundations. “With more than 50 years of brand recognition, an established dealer footprint across the country and a significant share of the local motorcycle market, there is a genuine turnaround opportunity here,” Shepard said. “These are strong foundations for a new owner to set the business up for future success.” While administrators are hopeful, industry-wide challenges have contributed to the current retail environment. The Federal Chamber of Automotive Industries (FCAI) reports that overall motorcycle sales have declined 3.5 per cent in the first quarter of 2024, compared to the same period last year—highlighting growing pressure on discretionary spending. “Motorcycles are often a discretionary purchase, and in the current environment of high living costs and interest rates, many Australians are understandably more cautious with their spending,” said FCAI chief executive Tony Weber said in April. “While there is a slight softening across all categories in the wake of current economic conditions, we expect to see enthusiasm among Australian riders to return as conditions stabilise and maybe ease.” Peter Stevens is the latest major name to succumb to the financial squeeze caused by rising living costs, joining other closures across Australia’s retail and building sectors. The situation now remains in the hands of administrators, who hope the company’s legacy and market position will be enough to attract a buyer and secure the future of one of the country’s best-known motorcycle retailers. The post Administrators Optimistic About Future of Peter Stevens Motorcycles appeared first on Australian Motorcycle News. View full article

Funding from major shareholder Bajaj Auto helps the Austrian motorcycle giant meet looming debt repayment deadline In a crucial development, KTM AG has confirmed it has secured the funding required to fulfil its debt obligations as part of a sweeping insolvency plan. The Austrian company has battled a severe financial crisis since late last year that forced it into self-administration and a months-long restructuring process. KTM has a huge inventory of unsold bikes That process reached a decisive juncture this week when KTM confirmed that it had secured the necessary funding to make a critical payment to its creditors, putting it back on more stable financial footing. The required sum—around €600 million ($632 million)—is to cover 30% of the company’s outstanding debts, estimated to be more than €2 billion. The amount must be delivered to the insolvency administrator by the 23rd of May 2025, a deadline that KTM now says it will meet. As reported by AMCN in April, major shareholder Bajaj Auto Ltd. is playing an instrumental role in securing KTM’s future. While KTM’s official statement remained discreet about naming names, regulatory filings in India show that Bajaj Auto’s European arm secured a €566 million unsecured loan from global financial heavyweights JP Morgan Chase & Co., DBS Bank Ltd., and Citigroup Inc. The funds, according to Bajaj’s statement to the Bombay Stock Exchange, were earmarked for investment purposes—though the filing does not explicitly name KTM as a beneficiary. A return to production has been hampered a lack of component availability Notwithstanding the coy language, there is little doubt about the loan’s intended destination. A statement from Pierer Mobility AG confirmed that “restructuring plans of KTM AG, KTM Components GmbH and KTM Forschungs & Entwicklungs GmbH can be fulfilled on time,” adding: “As announced, the creditors of KTM AG, KTM Components GmbH and KTM Forschungs & Entwicklungs GmbH approved a restructuring plan quota of 30 percent on February 25, 2025, payable by May 23, 2025. The total amount required to finance the quota under the three restructuring plans amounts to approx. EUR 600 million. Pierer Mobility AG and KTM AG have received financing commitments, subject to the execution of the requisite agreements, which will ensure that the quota payments… can be fulfilled on time by May 23, 2025.” The successful securing of these funds follows a regional court decision in February that approved KTM’s restructuring proposal, which included a significant 70% haircut on its debts—a move that required creditor approval and underscored the urgency of securing new capital. Pit Beirer says KTM is committed to factory racing efforts beyond 2025 Since initiating self-administration, KTM has undergone significant internal changes. These include layoffs, a temporary suspension of motorcycle production, the restructuring of its board of directors, and the sale of investments—including shares in MV Agusta. KTM is owned by Pierer Mobility AG, which itself is 74.18% owned by Pierer Bajaj AG—a joint venture in which Bajaj Auto holds a 49.9% stake. While KTM has not confirmed Bajaj’s direct involvement in the loan, increased financial engagement may well see Bajaj taking on a more prominent role in the brand’s direction going forward. In response to the news, KTM’s share value saw a noticeable uplift—a clear sign that investors are regaining confidence in the brand. However, questions remain, especially about KTM’s factory racing operations. During the height of its financial uncertainty late last year, court documentation revealed that one of the cost-saving proposals under consideration included a withdrawal from MotoGP. That said, KTM motorsport boss Pit Beirer moved quickly in January to reassure the racing world of the company’s continued commitment to competition, even hinting at preparations for the 2027 MotoGP rule changes. Acosta has been rumoured to be exploring other options for 2026 The post KTM Secures Billion Dollar Lifeline appeared first on Australian Motorcycle News. View full article

Knockout blow to coup leader but succession concession agreed to A coup that threatened to upend Harley-Davidson’s management has been snuffed out with shareholders narrowly voting to retain all board members, including the retiring CEO and Chair Jochen Zeitz. However, H-D’s second-largest largest shareholder, H Partners, which initiated the coup attempt, has won one major concession. Zeitz’s successor will come from outside the company, rather than being one of the internal candidates the board was considering. In a statement later, H Partners said: “We are encouraged that this campaign compelled Harley’s board to commit that Mr Zeitz, Mr Linebarger and Ms Levinson will resign from the board before the 2026 annual meeting, that it will appoint a new, external CEO, and that it will eliminate any consideration of Mr Zeitz remaining on in an Executive Chair role. We call on the board to follow through on these promises.” Linebarger, H-D’s Presiding Director, said: “We appreciate the valuable perspectives and feedback our shareholders have provided, and we look forward to continuing to engage going forward.” The meeting had been expected to be a fiery encounter between the factions but it lasted barely 20 minutes. Exact details of the vote count were not revealed but insiders have told US financial journalists it was “knife-edge” close. H Partners ran a very public campaign against the retention of Zeitz, Linebarger and Levinson. It claimed their plans to retire made them dead wood as the troubled company faces huge challenges in a declining sales market. It also alleged that over the 17 years the trio had “overlapped” on Harley’s board, they had “overseen the destruction of more than $6 billion in equity value and have consistently put their own self-interests ahead of those of shareholders”. H-D responded by calling out H Partners as “an opportunistic hedge fund” running a “misleading campaign”. Zeitz was considered a potential saviour when appointed CEO in 2020. A board member since 2007, he had gained fame in the 1990s by turning sports brand Puma around with a long-term strategy that increased its share value by an incredible 4000 per cent. His five-year plan for H-D was much less spectacular but seemed to be working by 2023. Then sales began declining after the Covid pandemic ended and tempers became frayed around the Harley dealer network. Last year a group of long-term customers and dealers openly campaigned against Zeitz, citing his Diversity Equity Inclusion strategy as an example of how he was destroying the famous company’s core values. After the board crisis resolution, Harley shares closed at $US24.92, down 0.3 per cent. These are confronting times for America’s largest motorcycle manufacturer. Its share value has dropped 31 per cent over the past year to $US3 billion. In the first quarter of 2025, H-D’s global motorcycle sales slumped 21 percent compared to the same period in 2024. It was down 24 per cent in its home market and 28 per cent lower in the Asia-Pacific. It blames the decline on a “volatile macroeconomic environment” and “consumer uncertainly”. An indication of how big H-D is can be seen in these figures: A net income of $US133m in the first quarter (down 43 per cent) with the impact of the Trump tariffs described as “minimal” at $US9m but expected to hit hard going forward. One failed bet on the future is the LiveWire spin-off brand, with H-D admitting it’s sold just 33 in the first quarter while sinking $US20m into the operation over that period. The post Harley Wins Boardroom Brawl appeared first on Australian Motorcycle News. View full article