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

Triumph Motorcycles Australia will this August release its Scrambler 400 XC, a higher-spec version of its off-road-capable single, priced from $11,490 rideaway. The Scrambler 400 XC will sit above the standard Scrambler 400 X ($9990) which debuted early last year, distinguished by key off-road upgrades including lightweight wire-spoked wheels shod in tubeless Metzeler Karoo Street tyres, a high-mounted front mudguard and fly-screen. Also new are three fresh colour schemes – Vanilla White, Racing Yellow and Storm Grey – with the latter two coming at a slight premium of $200. The Scrambler 400 XC is the third product to launch based on Triumph’s Indian-built single-cylinder platform, joining the Speed 400 ($8990) and Scrambler 400 X ($9990). The Triumph Speed 400 is arguably best positioned to compete with Royal Enfield’s Guerrilla 450 ($8590), while the Scrambler 400 X should take on the Indian brand’s Scram 411 ($7990), among other small-capacity retro-themed models. The new Scrambler 400 XC, may rival more off-road-focussed models like the Royal Enfield Himalayan. Compared to the Speed 400, the Scrambler 400 X and the new 400 XC are taller and feature longer-travel suspension, a 19-inch front wheel, wider handlebars and an upright seating position suitable for off-road riding. The Scrambler model also benefits from a 320mm front brake disc. Notably, both the Speed 400 and Scrambler 400 X/XC feature a ride-by-wire throttle and traction control as standard, while an LCD dash, an imobiliser and LED lighting round out the tech features. “The Triumph Scrambler 400 XC has been a huge hit with customers in India and there is clear demand for this model across the rest of the world too,” said Triumph Motorcycles chief commercial officer Paul Stroud. “With improved off-road capability and Scrambler attitude, plus three new, stylish colour schemes, we hope this model will appeal to even more riders, further enhancing and extending the appeal of the Triumph brand for the next generation.” 2025 Triumph Scrambler 400 XC. 1 of 11 Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. He also knows how to operate the big computery thing in the office. By night, Spencer plays guitar with Melbourne punk outfit LOUTS. The post 2025 Triumph Scrambler 400 XC price and specs confirmed appeared first on INFO MOTO. View full article

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

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

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

Suzuki Motorcycles has tonight revealed its new GSX-8GT and GSX-8GTT pair, the newest members to join the brand’s 776cc parallel-twin family, this time taking on a modern retro form. Both the Suzuki GSX-8GT and the GSX-8GTT are built on a familiar platform that underpins the GSX-8S naked bike, GSX-8R sportsbike and V-Strom 800 adventure bike, but bring retro design cues like a round headlight, tuck-and-roll seat, bar-end mirrors, a unique fuel tank design and side covers, as well as a stainless steal muffler cover. The ‘TT’ version plays as an up-spec variant, gaining a headlight cowl which is said to pay homage to late 70s and early 80s mini-faired bikes, among other minor touches. The GSX-8T will be available at $17,990 rideaway, while the GSX-8TT is priced at $18,990. Both models are expected to arrive at Suzuki dealerships across Australia in the fourth quarter of this year. Motivating both bikes, which tip the scales at just 201kg (wet), is a 776cc parallel-twin engine generating 61kW and 78Nm. New is a lithium-ion battery and a fast-charging USB-C port, while familiar equipment from the family include a 5.0-inch TFT dash, an up-down quickshifter and KYB suspension. 1 of 11 Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. He also knows how to operate the big computery thing in the office. By night, Spencer plays guitar with Melbourne punk outfit LOUTS. The post Suzuki GSX-8GT, GSX-8GTT pricing and specs confirmed appeared first on INFO MOTO. View full article

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

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

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

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

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

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

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