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

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

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

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