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Iconic Australian retailer faces uncertain future, with up to 400 jobs hanging in the balance In a major disruption to the Australian motorcycle industry, retail trailblazer Peter Stevens Motorcycles has entered voluntary administration today, casting serious doubt over the future of one of the country’s most storied and recognised motorcycle dealership groups. Founded in 1970 by brothers Vince, Steve, and Peter Chiodo, Peter Stevens Motorcycles has been a fixture of the Australian riding community for more than five decades. What began as a small family-run dealership evolved into a powerhouse in motorcycle sales, servicing, apparel, and accessories, representing some of the world’s most iconic brands including Harley-Davidson, Ducati, Yamaha, Honda, Suzuki, Kawasaki, KTM, and Triumph. The group also owns and operates Harley-Heaven, a chain of dedicated Harley-Davidson dealerships. The business underwent a significant structural overhaul in recent years as part of a generational succession plan. In January 2023, Vince Chiodo’s daughter, Jessica Chiodo-Reidy, acquired 100 per cent ownership of the Peter Stevens retail operation, completing the family’s internal transition. In doing so, she acquired the full shareholding of the Peter Stevens Motorcycles and Harley-Heaven retail businesses from her uncle, Steve Chiodo. This milestone marked the formal split between the retail and wholesale arms of the broader Peter Stevens Motorcycle Group. Other family members retained control of separate wholesale businesses, including Monza Imports, PSI, Fox Racing Australia, and PSI Cycling, which were divided between John Chiodo and Steve Chiodo’s son, Paul. Jessica, meanwhile, took the reins of the retail organisation and its associated property portfolio, expressing deep pride in continuing the legacy built by her father and uncles. Jess Chiodo-Reidy In announcing the transition last year, Chiodo-Reidy said, “I am really proud of what Dad [Vince] and his siblings achieved, and I’m excited to be stepping into their very big shoes… Darren [Munro], Scott [Ryan], and Jason [McKenzie], together with myself, are completely dedicated to keeping this fantastic culture alive.” Following the restructure, key retail appointments were made at board level. Darren Munro, a long-time director and senior figure in the business for nearly 30 years, assumed the role of CEO of the Peter Stevens Retail Group. He was joined by Scott Ryan as director of Peter Stevens Motorcycles, Jason McKenzie as director of Harley-Heaven, Geoff Mortimer at Motorcycle Dealership Group, and Ariane Hubay at Riders Finance Group. Despite the careful planning and leadership reshuffle, the company has in recent times faced significant headwinds, including declining motorcycle sales across parts of the Australian market, shifting consumer spending habits, and strong competition from national retail chains such as BikeBiz, AMX Superstores, Team Moto, and Motorcycle Accessories Supermarket (MCAS), which have all expanded their physical and online presence in recent years. With up to 400 staff across Peter Stevens’ retail dealerships, service centres, finance division, and online operations, the announcement of voluntary administration represents a big shock for employees and customers alike. At present, it is not confirmed whether the group will be able to find a buyer, or continue operations in any form. The post Peter Stevens Motorcycles Enters Voluntary Administration appeared first on Australian Motorcycle News. View full article

Moto Guzzi Australia has today announced that its premium adventure tourer has received a price reduction of $3500 to $29,390 rideaway for MY24 units, while gaining radar-based Forward Cruise Control (FCC) fitted as standard. INFO MOTO pointed out in its written review and video launch report that despite coming equipped with a front radar from its initial release, the bike did not offer active cruise control functionality – arguably the largest benefit provided by radar technology. At launch, Moto Guzzi indicated that such features would arrive in due course, and this week it has been delivered alongside a significant price cut. Moto Guzzi’s new Stelvio adventure tourer distinguishes itself from the V100 Mandello sports tourer that launched in 2023 with long-distance ergonomics and light-off-road credentials. The Moto Guzzi Stelvio builds upon the V100 Mandello with touring comforts like longer travel suspension, a taller windscreen, revised handlebars and riding position, a 19-inch front wheel (up 2-in) and a 21-litre fuel tank (up 4L). While in keeping with the new platform’s design language, the Stelvio sees revised bodywork and much larger rider and pillion seats, also aiding its long-distance credentials. Other key specifications include Michelin Anakee dual-sport tyres, expansive luggage options and revised rider mode settings. The Moto Guzzi Stelvio is motivated by the same 1042cc twin-cylinder engine with shaft drive as the Mandello, outputting 85kW and 104Nm. The post Major price cut, tech upgrade for Moto Guzzi Stelvio appeared first on INFO MOTO. View full article

Australian motorcycle retailing giant Peter Stevens Motorcycles is to enter voluntary administration amid financial woes, a source has told INFO MOTO. Peter Stevens Motorcycles, including Harley-Davidson dealership chain Harley-Heaven, are under threat of liquidation if the company cannot rectify its position. The company is expected to announce it is entering voluntary administration today, with one insider telling INFO MOTO that employees will be told if the business will sell or liquidate within a four-week period. Peter Stevens Motorcycles owns dealerships across Australia with brands Triumph, KTM, GASGAS, Yamaha, Kawasaki, Honda, Suzuki, Aprilia, Moto Guzzi, Can-am, with Vespa and Sea-doo. The company also offers a comprehensive catalogue of riding gear and accessories from brands including Fox, Alpinestars, REV’IT!, Dri-rider, RST, Johnny Reb, O’neal , Garmin, and Helmet brands like Shoei, Bell, AGV, Arai, Bitwell, LS2, Nolan, and parts from Moto-cred, Mo-tow, KTM powerparts, MotionPro, DID, Motorex, Motul and techmate, among many others. In 2023, Jessica Chiodo-Reidy took control and 100 per cent ownership of Peter Stevens Motorcycles retail businesses. More to come. The post Breaking: Peter Stevens Motorcycles to enter voluntary administration appeared first on INFO MOTO. View full article

Four new models busted that cover major market segments Documents filed by Ducati have revealed the first details of no fewer than four new models that we can look forward to for 2026, including radically revamped Monster and Desert X ranges as well as a new range-topping superbike. All the information comes from a VIN decoding document filed with the National Highway Traffic Safety Administration in the US, which demands that all manufacturers selling bikes in the States reveal exactly how to make sense of the 17-digit VIN that’s stamped on every chassis. By comparing the latest VIN decoder with the same document published last year for the 2025 model range, we can glean vital information about all these new machines. Here’s how the key new models in Ducati’s 2026 range are expected to pan out. 1: New Monster and Monster+ These shouldn’t come as a huge surprise. The current Monster range, launched for the 2021 model year, was the first in a long time to eliminate a variety of different specs and engine sizes in favour of a single model in two trim levels – standard and “+” – powered by the same liquid-cooled, 937cc Testastretta 11° engine that was used in a host of bikes from the Multistrada V2 to the Supersport 950 and Hypermotard. Four years on, that Testastretta 11° engine is being axed, with the models that used it either getting revamped or being eliminated from the line-up. For the Supersport 950, it was a death sentence, but for the Monster it means a new model is on the way. It’s confirmed in the new VIN decoding document. It reveals that bikes with the letter ‘U’ in the sixth position of the VIN, which relates to which model line the bike is part of, will include the Panigale V2, Multistrada V2, Streetfighter V2 and – in a change from the previous edition – the Monster and Monster+. That indicates not only that the Monster will be getting the same 890cc, variable-valve timing V-twin engine that debuted in the other ‘V2’ models last year, complete with conventional sprung valves instead of Ducati’s signature desmodromic system, but that its chassis is also likely to be borrowed from the other models listed alongside it. Despite their very different appearances, the Multistrada V2, Panigale V2 and Streetfighter V2 all use a modular, semi-monocoque half-chassis, with the 890cc, 89.5kW (120hp) engine as a fully structural component. A bolt-on steering head and seat subframe, as well as different suspension, allows for a variety of geometries and styles from a set of shared components. The fact that Ducati simply calls its 890cc engine the “V2” rather than using an exotic-sounding title like Testastretta, Superquadro or Desmoquattro indicates that in the future the company expects it to be the only V-twin engine in its range. 2: New Desert X Another current model powered by the Testastretta 11°, the Desert X is also going to change for 2026. Unlike the next-gen Monster, the Desert X has its own ‘model line’ designation in the sixth VIN position (the letter ‘N’ denotes Desert X), so it won’t be sharing the same chassis as other bikes with the 890cc V2 engine, but we know it’s getting the new engine from another entry in the VIN decoding document. It’s the seventh character in the VIN that counts, as it denotes which engine each bike uses. From 2026 an “A” in the seventh spot will mean an 890cc twin with – in the words of the official document – a “gearbox dedicated for Desert X”. Previously, the VIN decoder listed two versions of the 890cc V2 engine – one shown by the number ‘8’ in the seventh VIN spot, the other by a number ‘9’ – with the latter differentiated by a “gearbox dedicated for Multistrada”. Having used all the letters in the alphabet and all the numbers from 1 to 9 for previous engines, the new 2026 Desert X engine recycles the letter ‘A’ as its designation, previously used for the long-discontinued Monster 400. Like the existing Desert X, we’d expect an off-road-spec chassis. 3: Diavel V4 RS A slam-dunk reveal in the new VIN decoding document is the Diavel V4 RS – named alongside the existing Diavel V4 and Diavel for Bentley models for bikes getting the letter ‘R’ in the sixth position of their chassis number. What that doesn’t tell us, though, is how the RS version will differ from the standard bike. For a clue, we have to look to the only other bike in Ducati’s range to wear an ‘RS’ badge, the Multistrada V4 RS. On the Multistrada, that RS designation is an important one, as it means the bike gets the superbike-spec, 1103cc Desmosedici Stradale V4 engine from the Panigale V4 instead of the 1158cc Granturismo V4 engine that’s used in all the other Multistrada V4 models. It’s a big change, as the Granturismo engine is a lower-revving design with conventional valve springs, while the Desmosedici Stradale is a more powerful, higher-revving design with desmodromic valve actuation. It’s logical to expect the Diavel V4 RS will get the Desmosedici Stradale, like the Multistrada V4 RS. It’s also possible that Ducati could use any variant of this engine, even creating a a 200hp-plus muscle cruiser. 4: Panigale V4 R For years Ducati has offered homologation-special ‘R’ versions of its superbikes to help get an edge in WorldSBK competition, so the introduction of an all-new Panigale V4 for 2025 meant that a new Panigale V4 R couldn’t be far behind. The new VIN decoding document certainly points in that direction, but it also hints that the next-gen R might be substantially different from the mass-production Panigale V4 than its predecessor was. Why? Because in the past the Panigale V4 R has carried the same model line designation as the standard bike, a ‘G’ in the sixth VIN position, but from 2026 it will be denoted by a ‘P’ in that spot instead. Under WorldSBK rules it will still have to use a 1000cc engine rather than the 1103cc V4 that the normal Panigale runs, but the addition of a Panigale V4 R-specific VIN designation indicates that the rest of it could stray from the stock Panigale as well. That could mean a new chassis, perhaps even a carbon fibre one, like the old Superleggera? We’ll have to wait and see. 5: What about the Hypermotard? With the Desert X and Monster set to make the shift to the 890cc V2 engine, a question mark hangs over the only other model to use the Testastretta 11° V-twin – the Hypermotard 950. The new VIN decoding document doesn’t reveal what’s happening to that bike. It’s doesn’t show a dedicated version of the engine for the Hypermotard, as it does with the Desert X, or add it to the same model line as the Panigale V2 and Streetfighter V2, as it does with the next-gen Monster. It’s possible that there will be a new Hypermotard as well, potentially combining the chassis of the next-gen Desert X with the 890 V2 engine in Multistrada or Panigale/Streetfighter spec, but if that was the case we’d expect the bike’s name – presumably ‘Hypermotard V2’ – to show up in the ‘model line’ section of the VIN decoder. It doesn’t. The old Hypermotard 950 name is shown (which is no guarantee that production will continue, as names remain on the decoder even after bikes are discontinued) but doesn’t fit with the 890cc engine. As a result, it’s possible that the only Hypermotard in the range, at least for a while, might be the single-cylinder Hypermotard 698 Mono. The post Ducati’s 2026 Red Riot! appeared first on Australian Motorcycle News. View full article

We haven’t seen AMCN tester and professional delinquent David Watt this excited about a ride in a very long time A Supermotard by definition is an off-road motorcycle adapted for racing with road wheels, brakes and suspension. So, when Ducati rolled out the Hypermotard many years ago with an 1100cc air cooled V-twin, 17-inch wheels, brakes off a superbike, motorcross ‘bars and a plank for a seat, it was no surprise that they went and won the famous dirt and bitumen Pikes Peak Hill Climb with it. That engine is a huge step forward in single-cylinder performance for the street Over the years, the Hypermotard has evolved, and the current version is a 950cc water-cooled V-twin beast with similar off-road DNA. While not putting out superbike horsepower, it will dominate a tight and twisty backroad in the right hands. But it’s still a bit big compared to a proper racing Supermotard. Enter the single-cylinder Hypermotard 698 Mono. Now even the smallest racetracks and the tightest twisties can be dominated with a Hypermotard. LOVES TO REV As far as Ducatis go, this one is special. Not in the usual, limited numbers, dripping in unobtanium and carbon kind of special. It’s more like the delinquent stepchild kind of special. It’s a bit wild. I’m not sure what came first, the chicken or the egg, but the Hypermotard Mono was born to carry the newly developed 659cc Superquadro Mono. It’s the most sophisticated high-performance single-cylinder road engine ever created. This engine was derived from the 1299 Panigale superbike, where it essentially borrowed one of the two cylinders complete with four-valve desmodromic valve actuation, steel exhaust and titanium intake valves, allowing the single cylinder to rev to a massive 10,250rpm – thanks to the help of two balancer shafts and a short 62.4mm stroke. You end up doing this just riding down to the shops for a litre of milk The alternator, clutch and cylinder head covers are magnesium and the cylinder is alloy rather than steel, just like the 1299 Superleggera, to keep weight to a minimum. It cranks out 57kW (76.5hp) and 63Nm, which might seem boring to most Ducati fans, but the 698 Mono weighs only 151kg without fuel. The power and torque are delivered higher in the rev range than other single-cylinder engines, which makes the power delivery progressive and the powerband wide. For a single cylinder, it loves to rev and performs best when doing so. Cast alloy wheels save weight and the single 330mm floating front disc runs a Brembo M4.32 caliper The chassis is a tubular steel trellis which uses the engine as a stressed member. The swingarm bolts straight to the engine rather than to the frame, which keeps overall weight down and keeps the bike nice and slim. The chassis weighs just 7.2kg. The swingarm will make diehard Ducati fans a bit sad; there is no single-sided arm here. Just a functional, symmetric and lightweight alloy dual-sided item. Function over form on this weapon. The lightweight wheels aren’t what you normally see on a proper motard, but these cast alloy wheels are 0.5kg lighter than the equivalent spoked items. Unsprung weight is the devil on small bikes, so any saving is a welcome one. If you ride it like the maker intended, it doesn’t take long to empty the 12L fuel tank Suspension is by Marzocchi, with a lightweight fully adjustable 45mm aluminium fork with DLC coating. The rear shock is also fully adjustable, although you will need tools to adjust pre-load. ADVANCED ELECTRONICS Now for the kicker, the electronics package. Developed on the Panigale V4 superbike, the electronics on this hoon machine are more advanced than the competition. There’s ride modes, power modes, cornering ABS, traction control, wheelie control, engine brake control and launch control all as standard. The RVE model gets an up/down quickshifter also. You might need bifocal glasses to read the minimalist dashboard The ABS has four levels, from front wheel only without lean angle measuring, to full wet mode lean angle sensitive ABS. Traction control has four modes, as well as completely off, ranging from track riding and doing power slides, to full wet mode for maximum safety. A separate wheelie control has four levels also. Mode 1 allows smooth and controlled wheelies, whereas the higher modes restrict wheelies and focus on acceleration and safety. I prefered to just have it switched off. How else will I achieve the 698 Mono goal Ducati wrote on the seat? Launch control is a bit of a gimmick I think, but it works perfectly well; you engage it while wheelie control and traction control are active and hold the throttle flat out and just release the clutch smoothly. It controls the wheelie for you and gets you away as fast as possible. Fun to try, but unless you are racing, you would never really use it. Look closely and you’ll see how it’s been crafted by workers proud of their new product There are three power modes, the highest offering full power and an aggressive throttle map. The second still has full power but with a softer throttle map. Then there’s a wet mode with reduced power. Engine brake control has three levels also. The four ride modes are Sport, Road, Urban and Wet. These modes are all individually customisable for each parameter through the menu. Failsafe protection of the control levers in case of a bingle ENDURO FEEL So, how does all this translate to the ride experience? The Hypermotard is very minimalistic for track and urban use, so comfort isn’t high on the needs list. It feels to me quite like a 450cc enduro bike to sit on. The seat is flat and quite firm so you can shift your weight around on the bike. The ‘bars are wide and you sit upright and on the bike rather than in it. As it is so light, small movements make a big difference to the bike’s behaviour. The seat is quite tall at 904mm but being light and skinny, it’s very easy to manage with one foot down. The dash unit is neatly tucked in behind the small front fairing; it’s black and white and quite small, but displays all the vitals including a tacho, shift light, modes and trip meters etc. The rest of the bike looks radical but the swingarm is a conventional dual-sided unit, not single-sided SOUNDING OFF When you fire up the Superquadro Mono, it sounds unlike any Ducati – well, maybe the new Ducati Desmo450 MX racer. It is no V-twin orchestra, that’s for sure. The engine is free revving and the flywheel effect is low. It’s obviously a super modern engine rather than a big old thumper found in an adventure bike. First gear is pretty long for racetrack performance, so you need a few revs to get it rolling. Negotiating traffic is a breeze; the high riding position is commanding and vision is great. I’m carving up in no time. It soon becomes apparent that the 698 Mono doesn’t do its best work with small throttle openings and maintaining a constant speed. Even running it in a lower gear doesn’t seem to fix the feeling; there’s a bit of surging while holding a constant light throttle. Seat is more like a plank but at least the rider can move back and forth quickly while hooning Once up to freeway speeds, it’s smoother and will roll along at 120km/h without any issues. It’s much happier with more aggressive throttle inputs and who am I to argue? Especially once I worked out how to disengage that wheelie control. The 698 has plenty of poke. Those coming from larger bikes will feel the power is a bit dull, but once you learn to use all the available revs, it’s very rapid. It also shines brightest in tight, twisty roads. I didn’t get the opportunity to ride it on a track, I had to make do with all my dodgy squirrel roads around the place to see how it performs. Wattie used to get into trouble at school doing this at lunchtime on his chromed-up BMX. He’s all grown up now! The feeling from the suspension and chassis is simply amazing. Initially I felt as though the damping was way too soft, especially on the rear. When tipping into corners rapidly, it felt as though it would squat too much and then unload again. While refuelling, I wound a few turns of rebound and compression onto the rear and some up front as well. I grossly under-estimated the effect it would have on the Marzocchi/Sachs equipment; it completely transformed the bike into a stiff race-spec weapon. Rear shock is by Sachs and fully adjustable. It’s worth the effort to play with settings as it can transform the riding experience The roads I ride are far from racetrack quality, so I softened it up slightly and found my happy place. I could feel every imperfection on the road and every twitch of the tyre slipping or skidding. It’s a refreshing feeling to be so connected to the tarmac. Direction changes are rapid and the wide MX ‘bars help keep thing very precise. Although it does take a bit to get your head around how fast it turns. The steep front rake keeps plenty of weight on the front wheel when cornering. There is no feeling of the front end pushing even when forcing the bike right down and scraping a footpeg. I could push it deep into corners, trail braking right to the apex and feel safe every time, even if the back was sliding or off the ground. The brakes are sweet. The big single front disc only requires one finger to operate and has excellent feel. Stoppies are quite common if you have the ABS in the track focused modes. The ABS is unbelievable, Mode 2 and 3 will let you drift the rear end into corners until it gets too wide or as you start really leaning into the corner it brings the bike back into line and safe again. It blows my mind that all this is on essentially a dirt bike with road tyres. The Pirelli Diablo Rossi 4 tyres really compliment the 698. Even when caught in the rain they did a bang-up job. In the dry they are simply amazing. They are pretty soft, but with a light bike and low power output, you can ride the wheels off it and they aren’t going to wear terribly. The front will almost last forever, 698 Monos remember. VERDICT Let’s talk turkey. The Hypermotard 689 Mono costs $24,100 in standard guise or $25,400 rideaway for the RVE (as tested) This is a large pill to swallow, but when you consider all the tech that has been loaded (uploaded) into it, plus the weapon of a Superquadro Mono engine that sees 15,000km between oil changes and 30,000km between valve services, it doesn’t seem as hard to swallow. The only real competitor on the scene is the KTM/Husqvarna/GasGas 690/701/700 (depending on your favourite colour). The Orange one retails for $20,695 rideaway, has a more basic electronics package and similar power and weight. Fuel consumption, if it even matters when you’re having this much fun, averages about 5L/100km. The fuel tank is only 12L, so I soon got on a first-name basis with the local 7-Eleven, which is handy as now I didn’t need to remove my helmet. There is no fuel gauge on the 698, just a light that comes on and tests how big my balls are by counting the kilometres travelled since it came on rather than the distance until I need to start walking. I give in after 12km and a splutter as I launch from the lights. It takes 10.5L after getting me 200km in total. To me, motards are the rawest form of motorcycling and this one is the duck’s guts! Yes, there is less outright power and top speed than a V-twin powered Hypermotard or Superbike, but the things you can do and the feelings are unmatched. It’s what go-karting is to car drivers. There is a reason so many MotoGP riders use motarding as training. It’s not everyone’s cup of tea, but if you’re into testing your limits and being a bit of a delinquent, take one for a spin. PROS – Outstanding tech with advanced electronics galore. Handling is simply amazing. Hoonability is off the charts. CONS – Initial outlay may be off-putting. The corners of the seat kept popping out. There aren’t enough racetracks near me. School sports KTM 690 SMC R $20,695 ride away Husqvarna 701 Supermoto $20,795 ride away Gas Gas SM 700 $19,995 ride away Make it yours Ducati have a few select goodies ready to pimp out the Hypermotard 698. If you opt for the standard model rather than the RVE we tested, you might want to add the quickshifter. Besides the different colour scheme, the quickshifter is the only difference. This can be had for $515.77 plus labour. If you don’t want your hoon machine sounding like a Honda Postie bike, you will certainly want to take a gander at the exhaust options. The first is a beaut set of black and red Termignoni road-legal slip-on mufflers. This keeps everything street legal and above board and costs $2989 plus labour. The next option is a full titanium exhaust system with twin mufflers. You may baulk at the price tag, however let me do some explaining. The exhaust system comes with a different airbox lid and an ECU update to exploit the extra air flow. This adds 10 per cent more power (7hp). Imagine throwing an exhaust on your superbike and getting 20 horsepower! Also, as an added bonus you get an updated wheelie control setting called wheelie assist. This helps you hold sick mingas right the way through third gear. This kit is sold as “racetrack use only”, but I won’t tell anyone. It will set you back $4454 plus labour. If your credit card still works after that there is a bucketload of carbon stuff, mirrors, levers, brake and clutch fluid reservoirs, heated grips and LED blinkers. The Lowering kit will drop the seat height 40mm and the low seat a further 15mm for the vertically challenged. You can also add the multimedia receiver to run your phone calls and music through the dash. SPECIFICATIONS ENGINE Capacity 659cc Type Single cylinder, 4 valve, desmodromic, counterbalanced Bore & stroke 116mm x 62.4mm Compression ratio 13.1:1 Cooling Liquid Fueling EFI 62mm throttle body Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 57kW (76.5hp) @ 9750rpm (claimed) Torque 63Nm @ 8000rpm (claimed) Top speed 190km/h (estimated) Fuel consumption 5.0L/100km (measured) ELECTRONICS Type Magnetti Marelli, Bosch ABS Rider aids ABS, traction control, quick shift, wheelie control, launch control, engine brake control, ride modes CHASSIS Frame type Tubular steel trellis, aluminum swingarm Rake 26.1° Trail 108mm Wheelbase 1443mm SUSPENSION Type Marzocchi, Sachs Front: 45mm telescopic fork, fully adjustable, 215mm travel Rear: Monoshock with linkage, fully adjustable, 240mm travel WHEELS & BRAKES Wheels 5-spoke light alloy Front: 17 x 3.5in Rear: 17 x 5in Tyres Pirelli Diablo Rosso 4 Front: 120/70 ZR17 (M/C 58W) Rear: 160/60 ZR17 (M/C 69W) Brakes Brembo, ABS Front: Single 330mm floating disc, Brembo M4.32 caliper. Rear: Single 245mm disc, Brembo single piston floating caliper. DIMENSIONS Weight 151kg (No fuel, claimed) Seat height 904mm Width not given Height not given Length not given Ground clearance not given Fuel capacity 12L SERVICING & WARRANTY Servicing First: 1000km Minor: 15,000km Major: 30,000km Warranty Two years, unlimited km BUSINESS END Price $24,100 base, $25,400 RVE (Ride away) Colour options Ducati Red, Graffiti (RVE) CONTACT ducati.com/au The post FIRST RIDE | Ducati Hypermotard 698 Mono RVE appeared first on Australian Motorcycle News.

Ninja 1100SX-based roadster coming soon Kawasaki is coming full circle for 2026 with plans to launch a new Z1100 four-cylinder roadster that will be based on the Ninja 1100SX – a bike that itself is a descendant of the old Z1000 that was discontinued several years ago. The demand for a powerful, affordable naked roadster has been highlighted by the success of the Honda CB1000 Hornet, and while Kawasaki already has the Z900, powered by a 123hp 948cc four-cylinder, the new Z1100 will fill a gap in the range above that. The bike’s existence for 2026 has emerged from a new filing with the California Air Resources Board about its emissions equipment. It shows that the machine – which is codenamed ZR1100HT – shares the same engine as the Ninja 1100SX and the Versys 1100, both new additions to Kawasaki’s range for 2025 with an upsized, 1099cc version of the 1043cc four that powered the previous Ninja 1000SX and the Z1000SX that spawned that bike back in 2014. With the same engine as the Ninja 1100SX and Versys 1100, the Z1100 is expected to match those bikes in terms of power – 100kW – and the CARB document shows it’s also in the same ballpark when it comes to weight, listing a figure of 370kg, although that’s a number that’s intended to include the bike, fuel, luggage and a typical rider. In reality, a kerb weight close to the Ninja 1100SX’s 234kg is likely. While the name Z1100 isn’t used, the internal code ‘ZR1100HT’ can be translated to mean that. The old Z1000 was internally coded as the ZR1000H, and the final ‘T’ is simply a letter used on 2026 Kawasaki’s to denote the model year (‘S’ is used on 2025 bikes). The post Kawasaki Z1100 for 2026 appeared first on Australian Motorcycle News. View full article

Automated clutch could maximise off-the-line acceleration – could it be destined for WorldSBK? Automating the gear shifting process has been a distinct trend of 2025 as bikes from BMW, KTM and Yamaha have hit the market using semi-auto or fully-auto transmissions with computer-controlled actuators to replace rider’s clutch and shift lever inputs. Now Ducati is getting a slice of the action by developing its own automated clutch – but the company’s new patents show it’s still leaving the actual shifts to the riders. Ducati auto clutch cylinder Honda has, of course, already introduced the idea of an automatic clutch with a manual transmission in the form of the E-Clutch system on the latest CB650R and CBR650R, which is also spreading to smaller-capacity bikes like the Rebel 300 and CL300, offering a much cheaper and simpler route to partially-automated gear changing than the complex dual clutch transmission it’s championed for more than a decade. Ducati’s design is conceptually similar to the E-Clutch, retaining a conventional clutch lever to allow a manual override but adding a computer-controlled, electro-mechanical system that can do the same job. However, Ducati’s design is mechanically very different to the Honda version. The E-Clutch is used, so far, on bikes with cable-operated clutches, and uses a servo motor built into the clutch cover to engage or disengage the clutch, with the normal cable and lever as a backup. Ducati’s is designed with hydraulic clutch control in mind, and the company has filed patent applications showing two variations on the idea. Ducati auto clutch version 1 In each, there’s an electro-mechanical actuator – essentially an electric motor spinning a threaded rod that’s inserted into a ball-screw assembly, pushing or pulling on an actuating rod that’s inserted into an extra clutch master cylinder. In the first version of the Ducati system, that master cylinder is, in turn, connected to the normal bar-mounted clutch master cylinder, so both the actuator and the conventional lever can independently push fluid through to the clutch slave cylinder to disengage the clutch. The second variation of the Ducati design uses the same electro-mechanical actuator and additional master cylinder, but eliminates the bar-mounted hydraulic system. In this iteration, there’s still a normal-looking clutch lever, but it simply sends instructions to the bike’s computer, telling it to engage or disengage the clutch using the auto-clutch system. The patent says that the gear shift is still conventional, with a foot-operated lever. Ducati auto clutch version 2 The Ducati system could operate like Honda’s E-Clutch, automatically engaging and disengaging the clutch when starting or stopping, as well as during gear shifts, or it can work more like a rider-aid, relying on you to control the clutch lever but, for example, acting as an anti-stall system by overriding ill-considered clutch controls, and as a launch-control system by perfectly balancing throttle and clutch when you simply nail the twistgrip and release the clutch lever. Notably, regulations for WSBK would allow the automatic clutch to be used in competition, provided it’s fitted as standard to the homologated road bike that the racer is based on. A new Panigale R homologation-special street bike is expected to be launched later this year, so it will be intriguing to see if Ducati implements its semi-auto clutch on that model. The post Ducati developing auto clutch for sports bikes appeared first on Australian Motorcycle News. View full article

Triumph Motorcycles will next month release its Speed Triple 1200 RX, a high-spec limited-edition version of its flagship hypernaked motorcycle of which just 1200 will be sold worldwide. The Triumph Speed Triple 1200 RX is available to order from Australian Triumph dealerships now, before it arrives in June in ‘very limited numbers’, priced from $34,490 rideaway. This translates to a $3000 premium compared to the standard full-time Speed Triple RS. Unique to the RX is a more focussed riding position, with sportier ergonomics. The bike also features top-end Ohlins Smart EC3 semi-active suspension and an Ohlins SD EC steering damper. Also distinguishing the RX is an Akrapovic titanium exhaust system, new carbon-fibre bodywork and exclusive Triumph Performance Yellow graphics. The bike carries over the brand’s latest 1160cc triple-cylinder engine generating 134kW and 128Nm. 2025 Triumph Speed Triple RX. 1 of 9 The post Limited-edition Triumph Speed Triple 1200 RX price revealed appeared first on INFO MOTO. View full article

Limited-edition shows the potential of a sportier Speed Triple With the launch of the 2025 Speed Triple 1200 RS, Triumph introduced its most powerful production bike yet (see full review on page 70)– and the new RX version capitalises on that with a sportier riding position and sharper style. To be made in strict limited-edition of 1200 examples, the Speed Triple 1200 RX doesn’t gain any additional performance, sticking to the same 183PS and 128Nm of the standard bike from its unchanged 1160cc three-cylinder, but it gets a more aggressive stance thanks to clip-ons instead of a one-piece bar and repositioned pegs that push the rider’s weight further over the front wheel. Those bars are 69mm lower and 52mm further forward than the stock Speed Triple, paired to pegs that are 14.5mm higher and 25.5mm further back. With the extra weight on the front and reduced leverage from the clip-ons, Triumph has upgraded the steering damper from a passive one to an electronic Ohlins SD EC, which ties into the same electronic control system used by the Ohlins Smart EC3 semi-active suspension that’s used on both the RX and the stock Speed Triple RS. Visually, the RX’s main change is the addition of carbon fibre elements – the front mudguard and infill panels next to the fuel tank – and the yellow and black paint scheme, which includes an unusual yellow flash across the rear wheel rim. A carbon and titanium Akrapovic end can and a new aluminium top yoke complete the changes. Weighing in at the same 199kg wet as the stock Speed Triple, the straight-line performance isn’t going to be any different, but the revised riding position promises improved handling. While the RX is a limited-edition machine, it doesn’t carry the sort of ridiculous price tag that some rival brands might choose to adopt in the name of exclusivity. At $34,490 AUD it’s $3000 more than the standard RS version, and with only 1200 examples for the whole world, the few that come to Australia are likely to be snapped up pretty quickly. Will the RX’s design changes be used to inform a future Speed Triple variant, perhaps a faired version to replace the previous generation Speed Triple 1200 RR? We’ll have to wait and see. The post Triumph Speed Triple 1200 RX revealed appeared first on Australian Motorcycle News. View full article

A new Harley-Davidson one-make championship series has been announced with plans to compete at six MotoGP weekends throughout the 2026 calendar. The twelve-race series (two races per round) will take place at six Grands Prix across Europe and North America, with riders exclusively piloting race-prepared Harley-Davidson Road Glide motorcycles. Harley-Davidson Factory Racing has developed the race bike, which weighs approximately 280 kilograms and produces over 200 horsepower (149kW) and 245 Nm, capable of reaching speeds over 300 kilometers per hour. Every bike will be identical in an effort to ensure close competition. The grid is expected to comprise six to eight teams, each fielding two riders –supported by Harley-Davidson Factory Racing. “This is a bold new step for Harley-Davidson’s global racing ambitions,” explains Harley-Davidson boss Jochen Zeitz. “Harley-Davidson has been pioneering performance on and off the road since our beginnings over 120 years ago. Most recently, we’ve showcased performance through our racing at the MotoAmerica Mission King of the Baggers series and through performance differentiated product such as our new CVO RR motorcycle and our CVO Road Glide ST. We’ve seen how performance has resonated with riders and fans, and we know that they’re keen for more. “With this new series, we’re excited to bring a new form of racing to the world stage. Not only is this a bold and new chapter for our brand, celebrating our heritage while pushing into the future, but it will add an amazing spectacle to the greatest motorcycle show in the world. At a media event in Le Mans, France, MotoGP CEO Carmelo Ezpeleta said that this move will help Harley-Davidson push into new, global markets. “This collaboration with Harley-Davidson is an exciting opportunity for both parties,” said Mr Ezpeleta. “We offer a truly international platform for Harley-Davidson to expand their global reach, and Harley-Davidson is perfectly placed to join us in bringing our sport to new audiences as we team up with one of the most iconic lifestyle brands in the US. “This partnership has big potential for both our strategies and will deliver a real spectacle for fans, bringing a completely new flavour to the Grand Prix weekends where the series will compete.” The post Harley-Davidson and MotoGP announce bagger racing series for 2026 appeared first on INFO MOTO. View full article

BMW Motorrad has revealed its new R 1300 RS sports tourer and R 1300 RT luxury tourer models, which are set to hit Australian showrooms in the third quarter of this year. The BMW R 1300 RS will be available in four full-time variants, with entry to the range set at $23,090 rideaway. The base version will be joined by the Performance ($29,890), Triple Black ($30,890) and Option 719 ($34,190). Meanwhile, the more comfort-focused R 1300 RT will check in from $39,990, joined by the Triple Black ($40,690), Impulse ($40,940) and Option 719 ($44,990). Both models are powered by BMW’s 1300cc two-cylinder boxer engine, tuned to produce 107kW (145hp) and 149Nm. New to the platform, compared to the preceding R 1250 range, is a revised full LED design with, the automated shift assistant (ASA) as an option, new wheels which are 1.4kg lighter than before, as well as more advanced rider modes as standard. BMW R 1300 RS and R 1300 RT. 1 of 12 The post 2025 BMW R 1300 RS, R 1300 RT pricing confirmed appeared first on INFO MOTO. View full article

Born in NZ, this new car licence-approved 50 is swifty, nifty, and heading Down Under fast The Streetdog50 looks like it’s straight out of surf culture We’re all looking for faster, cheaper and more efficient road transport, and at the eco end of the scale is the electric scooter. Lots of purpose, not a lot of street cred. A moped/Vespa-style scooter may be good for the Disney Luca Ercole Visconti riders, but one could say they’re a touch effeminate (I wouldn’t personally suggest it, it’s 2025 after all). Enter the NZ born-and-built FTN Motion Streetdog50, with a big dose of street coolness and cred and the ultimate suburban transport bridge between walking and a car. Or simply just a fun way to get around. And it’s coming to Oz. It has a huge street presence, despite its small size FTN Motion (F*** The Norm is the literal acronym/initialism) was formed in the Kiwi capital of Wellington in 2021, launching the Streetdog50 – the 50 symbolising its maximum speed in kilometres. With the desire to dominate the hilly terrain of Wellington with something that could scale the streets with style, founders Luke Sinclair and Kendall Bristow soon discovered that bigger cities called; relocating to Hamilton in 2024, putting them more central, with easy access to the 1.8 million population of Auckland. Given its size and 50km/h performance, the Streetdog50 is classified as a scooter, and therefore ‘might’ require only a car licence… or a C Class licence. Check your state, as it’s different all over (for example, NSW, Vic, Tas and ACT require a bike licence, whereas Qld or SA a C Class licence only), but the 50 is swifty and nifty: simply jump on a Streetdog50, twist the throttle and start chasing cars, as easy as a rental E-scooter or bike. In some way it’s the ultimate oxymoron: a simple yet complex design, which falls in line with its retro-modern styling. Using just a steel tube frame chassis, but with modern, electric underpinnings, the cafe racer style also suits a wide range of rider shapes and sizes. Battery weighs 15kg, about the same as a car battery Aside from the in-house developed electronics, ECU and touchscreen dash display, EVs are typically relatively simple: oversimplified, a battery simply powers a motor via a regulator (throttle). The Streetdog50 has a 2.9kWh, 15kg battery under the seat, about the size of a typical 12-volt car battery. The trapezoid-shaped battery feeds power to a single, 3.0kW electric motor mounted in the rear wheel hub, while power is regulated by the conventional right-hand throttle. It can be removed easily for recharging indoors Range is up to 100km, and it can be recharged by simply plugging the FTN wall socket charger into the battery in situ, or by removing the battery (a 10-second job) to either recharge or replace it with a spare one – a $2750 option that doubles the range and fits in the storage area. A recharge from 0-100 per cent takes around five hours. Brakes are conventional discs, and more than capable given its size and speed, although there is also battery regeneration to get back some volts during deceleration or riding downhill. Speed and remaining battery capacity are the only two controls you really need Rider info is communicated through a single, simple, stylish but highly functional circular touchscreen display, using either PIN or keyfob security. A thumb button on the handlebar brings it alive, while holding it for a second switches it to ride mode, with a speedometer. There are cute, functional icons, because FTN Motion is about having fun: a snail represents eco mode, a turbo symbolises boost, while a dog reminds the rider that the sidestand is down – just in case the inhibited motion isn’t enough of a clue. Hydraulic brakes work fine Eco mode is for those who need to eke out every kilometre, and is fast enough for traffic flow. Sport mode serves up the maximum amount of power – a mighty 5kW! – and maximum acceleration: 0-50km/h takes around 10 seconds, even with this lump of 120kg, 188cm rider at the controls. Normal mode is in between, and all modes result in the same top speed, just over 50km/h maxed out, differing only in the rate it gets there. Range is naturally affected but sits around 80-100km. Another button on the ‘bars releases the flip-up ‘tank’ and reveals its 30-litre storage compartment underneath, with plenty of space for bags, jackets and shopping, while under the tank is another small storage shelf for things like a wallet and phone; there’s even a handy USB port. The rear hub contains the motor Electronics are an FTN strongpoint, with in-house engineers designing and testing developments, even offering Over the Air updates to keep the Streetdog50 performing at its peak. It’s as light and agile as it looks, but still solid on the road, and super easy to ride, especially when crawling in traffic, up to red lights or roundabouts; 60km/h zones can be cause for thought, especially with ute drivers wanting to do 70km/h, as the Streetdog50 is maxed out around 50km/h; but then again, it’s very much horses for courses. And like Mac the dog, which the bike is named after, the Streetdog50 is happiest racing around the suburban streets, with a tiny footprint, no emissions and able to find a parking spot virtually anywhere. Besides the fancy in-house gadgets, EVs are basically just batteries on wheels – with a touchscreen! Even for larger riders, the Streetdog50 fits fine, has a super comfortable padded seat, and offers pillion space and footpegs. Although we rode the Kiwi version in Hamilton with fixed ‘pegs, Aussie versions will get folding ‘pegs for ADRs. Taking between two to six weeks to build, depending on customer personalisation, pricing will start at $11,260 ride away: not inexpensive, though the Streetdog50 is clearly a boutique bike. With over 200 already on NZ roads and the company having just launched its Streetdog80 and begun its expansion into Australia, there’s clearly a market for a funky, electric urban cafe racer. PROS – Very cool conveyance for the urban eco warrior who wants to stand out from the crowd CONS – Priced pretty high but sales show good demand. Top speed could be an issue in some Aussie suburban speed zones SPECIFICATIONS FTN Motion Streetdog50 MOTOR: Single motor in rear wheel hub POWER: 3-5kW BATTERY: 2.9kWh, 72 volt CHARGING: Approx 5hrs (0-100%) TOP SPEED: 50km/h RANGE: 80-100km PRICE: $11,260 Streetdog50; $12,950 Streetdog80. Rider Profile NAME Dean Evans HEIGHT 188cm WEIGHT 100kg FACT A prolific rider, race-winner and car/bike journo, Dean married a Kiwi nine years ago, hopped across the Tasman Sea from Sydney and never looked back. The post QUICK SPIN | FTN Motion Streetdog50 appeared first on Australian Motorcycle News.

If you thought the Versys 1000 was the sports tourer that topped the category, the Versys 1100 S will blow you away Are you a beer drinker? I am, and I once edited a beer magazine. Now stay with me for a moment. How do you feel about the explosion of craft brewing around the world? I used to think it was great; it opened up a whole new world of flavour. Gradually over the years, however, I have found myself returning to the products of the big breweries. Fortunately, I don’t live in the US, where the major brewers turn out mainly sugar-derived rubbish. There and in Canada I guess I would drink Molson; here in Australia I often reach for CUB’s Victoria Bitter or Tooheys New. The reason is very simple. While craft beers might be exciting, innovative and yada yada, they almost always lack the depth of quality and polish that’s offered by the good old standards. Lefthand switchblock has the vital tech controls Which brings me to the Versys 1100 S I recently collected from Kawasaki. This is a polished sports tourer in the established and highly developed form. It is not a gravel bike, although earlier and smaller Versys models did make concessions to adventure riding, it’s true. On the other hand, this bike provides just about everything we expect from a large Japanese model, plus some outstandingly effective technology. And it provides more: namely, a welcome feeling of familiarity. When I climbed aboard, I knew where everything was, I knew how it was going to work and feel and I knew that I could rely on it. As well, this bike just drips quality. The righthand switchblock is bare to allow the throttle hand to do its work The special, long-wearing Kawasaki paint is beautiful and deep, the black engine treatment looks permanent, the instruments are predictably laid out and everything (except the USB-C socket, which looks like a wobbly afterthought) looks right in a classy kinda way. The righthand switch block is totally uncluttered, while the left features only vital controls. Even the fog light switch (fog lights and luggage are standard) is on the facia, not the switch block. There’s a Bosch as well as a USB C power socket. Farther back, the panniers are convenient and easy to use, although they have an odd rear that robs space. The top box is huge but not entirely out of scale with what is, after all, a big bike. Accessories fitted to this test bike for me included the tank pad, panniers and top box with fitting kits, as well as the lowered seat. Prices of these are very reasonable. That big in-line-four engine has huge reserves of torque, perfect for sports touring As you’d expect, the 1099cc, inline four-cylinder engine, with its added capacity, fires up straight away and settles into an easy idle. The gearbox is terrific, and the wide torque range means you’re not changing gear more than necessary. Turn in is very predictable and easy, although it becomes a little too enthusiastic at very low revs. I liked the seat very much. Kawasaki had fitted the accessory low seat, which I found welcome even with my long inseam – I’m 180cm. At about 4000rpm you can feel a surprising amount of fine vibration if you touch the hand shields, but it doesn’t make it through to the hand grips. The quickshifter seems fine, but I’m not a fan of these things, so don’t take my word for it. The Bear liked the division between revs – analogue – and speed – digital – on the dashboard Range from the 21-litre tank should be more than 400km as, like many modern bikes the Versys has a fuel gauge that is seriously pessimistic, so I kept fuelling up at 300km when it showed near empty, although the tank only took 16 litres. The fairing and adjustable windscreen are outstanding and offer protection not only to head and torso but also the sides of the body, helped by the side air passages. All-LED lighting includes very clever cornering lights, which do not involve motors to move the main lights but simply a panel of lights that lights your way into a corner. Adjustable windscreen combines with side fairing panels to cocoon the rider in comfort The instruments include a full colour TFT screen, the assist and slipper clutch is terrific and suspension is not really terribly long travel, but it’s fine for potholes and mild gravel. Yes, I did take the Versys out on some dry dirt and gravel back roads, and as expected the limits were set by the tyres. No complaint about the brakes on any surface though. One strange exception to the comprehensive standard equipment is a tyre monitoring system. When I mentioned this at Kawasaki, my friendly contact thought they might add it to the accessory range. Check if they have – and fit it if they do. You can see from the list of the included accessories that pricing is very reasonable. The S model has the second highest level of equipment in the range. Going down the range, the cheaper Versys 1100 lacks a few bits and pieces. While going up, one major thing the SE has over this S is Skyhook suspension, along with a bluetooth chip that offers smartphone connectivity and voice actuation for several functions. Not that it matters because we don’t get the SE here in Australia. But our S model does not lack electronic goodies. It has Electronic Cruise Control, Kawasaki Traction Control (KTRC), Kawasaki Electronic Control Suspension (KECS), Power Modes, Kawasaki Cornering Management Function (KCMF), Kawasaki Quick Shifter (KQS), IMU-Enhanced Chassis Orientation Awareness, Integrated Riding Modes, and of course ABS. If you think you know quality and value, put down that glass of VB and take a look at the Versys 1100 S. I know you won’t be disappointed. PROS – The build is dripping with quality, excellent fit and finish, long-wearing paint, well-thought-out ergonomics. CONS – Minor (but noticeable) vibration at 4000rpm, particularly on the hand shields, lacks a built-in tire pressure monitor. Versys accessories fitted to this bike Check these MSRPs! That’s excellent value for high-quality accessories, folks. And the luggage is keyed together. Tank pad: $105.10 KQR 28L pannier set: $294 KQR 28L pannier fitting kit: $205.67 KQR 47L top box base plate: $125.99 KQR 47L top box: $399.99 Ergo-fit reduced reach seat: $577.78 The Competition Yamaha Tracer 9 GT Liquid-cooled, 4-stroke, DOHC, 3-cylinder $27,599 Honda NT1100 Liquid-cooled, 4-stroke, DOHC, 2-cylinder $23,640 Suzuki V-Strom 1050DE Liquid-cooled, 4-stroke, DOHC, 2-cylinder $21,990 SPECIFICATIONS ENGINE Capacity: 1099cc Type: 4-stroke, liquid-cooled, in-line four -cylinder, DOHC, 16 valves Bore x Stroke: 77mm x 59mm Compression Ratio 11.8:1 Transmission: 6-speed, multi-disc clutch Final drive: Chain Power: 99.0kW (132.7hp) @ 9000rpm Torque: 112.0Nm @ 7600rpm ELECTRONICS Digital ignition, fuel injection: 38mm throttle bodies CHASSIS Frame: Twin tube, aluminium Rake: 27° Trail: 106mm SUSPENSION Front: 43mm inverted fork with rebound damping (right-side) and spring preload adjustability Rear: Horizontal back-link, gas-charged rear shock with rebound damping and remote spring preload adjustability WHEELS & BRAKES Wheel travel: 150mm front, 152mm rear Tyres: Front 120/70ZR17M/C (58W). Rear 180/55ZR17M/C (73W) Brakes: Front, dual semi-floating 310mm discs, radial-mount, monobloc, 4-piston calipers. Rear, 260mm disc, single-piston DIMENSIONS Wheelbase: 1520mm Ground clearance: 150mm Seat height: 840mm Curb weight: 257kg Fuel capacity: 21L BUSINESS END Price: $21,499 plus ORC CONTACT www.kawasaki.com.au The post ROAD TEST | Kawasaki Versys 1100 S appeared first on Australian Motorcycle News.

CFMoto’s 450SR S proves the brand’s renown for high-spec, low-cost sportsbikes is well earned CFMoto has earned a reputation over recent years for punching above its weight. It’s been a hard-earned reputation, mind you, and while the clumsy design once associated with Chinese brands has all but disappeared, CFMoto’s build quality, product execution and value for money have made it a major player on the global motorcycle stage. While all the headlines in 2025 have so far been about the recently launched 675cc and 800cc models – reminding us that Chinese manufacturing is becoming increasingly accomplished and ambitious – CFMoto has been perfecting its formula on smaller-capacity models, and bikes like the 450SR S are the very capable fruits of that labour. Announced this time last year as a higher-spec version of the 450SR sportsbike, it takes all the attributes which put it well ahead of the Kawasaki Ninja 500 in our comparison test (AMCN Vol 73 No.24), and adds a handful of both cosmetic and technical improvements. Attention to detail shows CFMoto has entered a new phase of product execution that is lifting standards but not prices For an extra $1000 (or $4.80 per week, if you use CFMoto’s finance option), which takes the ride-away price to $9590, you get a single-sided swingarm, Bosch traction control as standard and a more powerful rear brake in the form of a 20mm larger-diameter rear disc. Add to that a separate-function fully adjustable front fork, an underslung side-exit exhaust to make sure the benefits of the single-sided swingarm are clear for all to see, an improved ABS system, a standard quickshifter, tyre-pressure monitoring system and automatic headlights, as well as an upgraded TFT screen with more info, more adjustment and phone-mirroring capabilities. An impressive list of extras. Nothing too complicated about this… Power comes from the same 449cc parallel-twin engine that’s used across CFMoto’s 450 range and it’s hands-down one of the best in the class. I fell for it in its 450MT application and it’s equally as enchanting in the 450SR. The 270º crank means it’s full of character, twin balancer shafts make it smooth and all-day easy to use, and the 39.3Nm of peak torque at 7750rpm makes for a nice strong mid-range. Peak power is a LAMS-friendly 34.5kW (46.2hp) chiming in at 9250rpm, which may not sound particularly impressive on paper, but when the well-balanced bike tips the scales at 179kg ready to ride, it honestly makes for a fun and engaging little sportsbike. CFMoto’s decades of experience is clear in areas like the fuelling, where no amount of copying can hide an inferior connection between your right hand and your rear tyre. And not only is the fuelling faultless, but the sound emitting from the underslung exhaust is terrific for a 450cc LAMS-approved machine. Rear brake lever is neatly tucked in behind the footpeg mount for crash protection Long-time readers will know that I’ll take a subdued, standard exhaust note over an obscene aftermarket one any day of the week, but this is neither subdued nor obscene; instead it’s playful and purposeful, and sounds every bit like a Ducati V-twin thanks to that 270º crank. However cringey they are, it’s hard to argue with the stickers on the rear bodywork, which read ‘more fun’. Get on the gas early out of a second-gear turn and your throttle hand is encouraged by the sound of that exhaust. Get your timing of the quickshifter-assisted gear changes spot on and you’re rewarded with that lovely pop of unburnt fuel in the cut time. And the up-only quickshifter is dialled in beautifully. These are things I usually associate with higher-priced and higher-capacity bikes and they’re all great reminders of just how far this brand has come in its 36 years of existence. That convincing execution is carried over in the suspension, which shows little evidence of the under-damping that often comes with a sub-$10k LAMS-approved machine. Lift the bike off the sidestand and you will feel the front drop slightly as the weight settles, but none of that unexpected movement is carried over once you start rolling. Both the front and rear suspension’s base setting strike a great balance between comfort and control during spiriting riding, offering far more feedback and support than you’d expect at this price point. Clutch is cable operated, which means there are no selectable power modes The feedback from the front end via the 37mm adjustable front fork is surprisingly good, with no excessive dive under hard braking. Even just tooling along at urban speeds, there’s a clear feeling of quality from the suspension. Speaking of better than expected, not that long ago Brembo monobloc M40 radial calipers were the stoppers reserved for high-end sportsbikes. Here the four-piston unit gripping a single 320mm front disc is more than enough to bring this little parallel-twin to a hurried halt, complemented by a no-name caliper biting a 240mm-disc at the rear. For a model in this price range, the 450SR S dashboard contains a heap of information Switch the ignition on using a conventional key and the daytime running lights flanking the split-style headlight dance up and down the nose of the bike, as a graphic interpretation of the 450SR S reveals itself on the TFT dash. It’s an informative dash for the money, with the default appearance showing you both ambient and coolant temperature, the pressure and the internal temperature of both tyres, there’s a gear-position indicator, a fuel gauge as well as range-until-empty, plus the usual trip meters, tacho and speedo. There’s plenty of adjustment within the menu, too, both in terms of the appearance and the information shown on the default dash and in the adaptable rider aids such as traction control, upshift alert, quickshifter activation and the emergency warning lights which you can set to flash under particularly hard braking. Exhaust strikes a balance between noise and character And don’t forget CFMoto’s notable T-Box system, which uses a wired-in Bluetooth receiver, GPS and (free) 4G data to send you notifications on the bike’s whereabouts, its maximum and average speeds, your lap times as well as any fault codes and maintenance requirements. I suppose it’s because of all this technical capability that it’s still a little surprising to see a cable-operated throttle, which of course means no selectable power maps. But, quite honestly, between the engine’s modest output and the inclusion of traction control as standard, there’s really no need to trim the performance – it’d just be tech for tech’s sake. A 795mm seat height is a good compromise The steel-tube trellis frame is well sorted, and combined with relatively skinny 17-inch tyres each end, a short 1370mm wheelbase and sportsbike-like ergonomics, the handling is light and responsive – perfect for new-ish riders and engaging enough for seasoned ones. The clip-on ‘bars sit level with the top yoke rather than below it, meaning the racer crouch isn’t extreme, and this is backed up by some rationally placed footpegs that don’t cause any cramping, despite the very accessible 795mm seat height. I did experience pins and needles and numbness in my throttle hand on rides longer than about an hour, but generally only if the roads were uninteresting. Both the clutch and brake levers are span-adjustable, again not a feature generally included at this price point. Winglets with flashes of carbon-like trim hint at Moto3 dominance The 449cc parallel-twin’s fuel consumption is hard to argue with, returning 4L/100km, and it was reflected pretty accurately on the readout via the dash, too. It’s better than what I returned on the 450MT, but unsurprising given the adventure bike’s ready-to-ride weight is about 10kg heavier than the up-spec sportsbike. In real-world terms, it means you’re good for well over 300 kays from the 14-litre tank before you’re looking for a servo. Let’s say you’re needing 12 litres to refuel, paying Melbourne’s March 2025 average of $1.95 per litre of 98 RON… that’s less than $24 per tank, or around 7c per kilometre. I don’t even think a Tesla driver can argue with that. Quickshifter works for upchanges only but is a seamless operation that adds to the overall riding experience And no one’s going to argue with the styling. A convincing blend of premium cues and sporty proportions, the 450SR S brings a race-inspired aesthetic that wouldn’t look out of place on a higher-capacity supersport machine. The winglet-equipped bodywork is well finished, has layered textures of gloss and carbon-like finishes, and the sliders and gold fork legs all combine to reflect its higher spec. It’s available in two colour schemes, Nebula White (which I tested), or Jet Black. The former has gold highlights, which I reckon look great; the latter has a red trim for that devilish look. Rear lights can be activated to flash under extreme braking In terms of where it fits in the market, it puts up a compelling argument despite having a higher recommended retail price than Kawasaki’s Ninja 500, Yamaha’s YZF-R3 and KTM’s single-cylinder RC390. It surpasses those three easily though in terms of equipment and appointments, but even compared to Honda’s 2024 CBR500R, which has a ride-away price of $9999, the CFMoto can boast a long list of tech that the Honda cannot. You might argue that the Honda has a better reputation for resale and reliability, but even that argument is getting increasingly weaker as CFMoto’s decades of experience continues to grow. Another cool little feature on a bike built to inspire young riders So, while the 450SR S might not be making the same noises at the moment as CFMoto’s larger-capacity newcomers, it remains an important cornerstone for the brand. Because it’s in this highly competitive segment where value for money is heavily scrutinised, and where it makes CFMoto’s headway abundantly clear; there’s now significant substance behind the impressive styling. And all still with change in your pocket from $10k. Brand pride abounds with logos placed around the bike PROS – Sharp styling, impressive tech and character-filled engine make the 450SR S a standout in the LAMS class CONS – Longer distances can highlight some ergonomic niggles and the cable throttle leaves room for improvement Holy Jorge! This could be the best $400 you’ve ever spent IN A NOD to its Moto3 dominance, CFMoto has unveiled the 450SR S Team Aspar Limited Edition, which mirrors the same spec as the SR S. Celebrating the brand’s 2024 Moto3 Triple Crown victory, where rider David Alonso together with Ryusei Yamanaka clinched the Rider, Constructor and Team Championships, the limited-edition livery has been made available on the 450cc road-going sportsbike for a premium of just $400, taking the ride-away price to $9990. Called Championship Blue, it mirrors the Aspar Team’s racebikes and is adorned with official branding and sponsor logos. The fuel tank displays the three championship wreaths, commemorating the team’s 2024 achievement. Four-time world champion Jorge ‘Aspar’ Martínez, the team’s namesake, had a career spanning 15 years between 1982 to 1997 where he won three 80cc titles and one in the 125cc category. Sporting choice CFMoto 450SR S Features a 449cc parallel twin with a 270° crankshaft, offering a balance of power and torque suitable for both commuting and Sunday scratching. $9590 (ride away) Kawasaki Ninja 500 Equipped with a 451cc parallel-twin engine, it provides a slightly lower power output but higher torque at lower rpm, giving it decent mid-range performance. $7544 (plus on-road costs) Yamaha YZF-R3 Powered by a 321cc parallel twin, it offers a high-revving engine character, making it agile and responsive. With fewer cubes, it has less torque compared to its rivals. $8699 (ride away) KTM RC 390 Utilises a 373cc single-cylinder engine, delivering a lightweight and nimble experience with competitive power and torque figures. $9095 (ride away) Honda CBR500R Its 471cc parallel twin produces the highest power and torque in this group, suitable for riders seeking a balance between performance and comfort. $9999 (ride away) SPECIFICATIONS ENGINE Capacity 449cc Type Parallel-twin, 270° crank, DOHC, four valves per cylinder Bore x stroke 72mm x 55.2mm Compression ratio Not given Cooling Liquid Fueling EFI, Bosch Transmission Six-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 34.5kW (46.2hp) @ 10,000rpm (claimed) Torque 39.3Nm @ 7750rpm (claimed) Top speed 190km/h (est) Fuel consumption 4.0L/100km (measured) ELECTRONICS Type Bosch Rider aids ABS, traction control, up-only quickshifter and shift light Rider modes Not applicable CHASSIS Frame material Chro-moly alloy steel Frame type Trellis Rake Not given Trail Not given Wheelbase 1370mm SUSPENSION Type CFMoto Front: 37mm upside-down fork, fully-adjustable, 120mm travel Rear: Multi-link monoshock, adjustable preload, 130mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 17 x 3.0 Rear: 17 x 4.0 Tyres CST Adreno HS AS5 Front: 110/70R17 Rear: 150/60R17 Brakes Brembo, ABS Front: Single 320mm disc, four-piston M40 monobloc caliper Rear: Single 240mm disc, single-piston caliper DIMENSIONS Weight 175kg (wet, claimed) Seat height 795mm Width 735mm Height 1130mm Length 1990mm Ground clearance 135mm Fuel capacity 14L SERVICING & WARRANTY Servicing First: 1000km Minor: 6000km Major: 24,000km Warranty Up to three years, unlimited kilometres BUSINESS END Price $9590 (ride away) Colour options Nebula White or Jet Black CONTACT www.cfmoto.com.au The post ROAD TEST | CFMoto 450SR S appeared first on Australian Motorcycle News.