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Electric bicycles are getting all the publicity (most of it bad) while Honda quietly sells a $2499 machine that can do so much more than anything that has pedals… It’s Honda red (or one of several other colours), it isn’t a scooter – no step-through here – and it’s ridiculously easy to ride thanks to its automatic transmission. It even has luggage storage, and a lockable box is under the tank, where the engine is located on most motorcycles – the NAVi’s is further back, where a scooter usually locates its motor. And yes, it really is $2499 ride away. Let that sink in for a moment… $2499. That’s roughly what a big city commuter will spend on public transport in a year – except after 12 months you’ll still own a Honda NAVi. With public transport, you just keep paying. And it’s a Honda, so reliability should be better than Sydney trains, too. The name is a mash-up of “navigate” and “individual” – NAVi. Honda probably dodged a call from Apple by not calling it iNAV, although that publicity might have been worth the legal bill. While it isn’t a scooter in the traditional sense, the NAVi is very much a scooter/motorcycle hybrid. The chassis and engine are derived from Honda scooter platforms, but the floorboards are gone, replaced by footpegs. The step-through frame is replaced with bodywork housing a storage box and fuel filler, and you get a proper handlebar rather than a modern scooter’s plastic-shrouded cockpit. The downside of the combined engine/swingarm layout is predictably scooter-like handling. Weight bias is rearward, the wheels are small, and both suspension and brakes are very much built to a price. If you’re expecting a modern Monkey or Grom-style experience, this isn’t it – but that also means it makes perfect sense for its intended audience. The Navi is aimed at those who want a small powered bike which is easy to ride, economic to buy and run while being super convenient – and not looking like a scooter. It’s built in India for a world market, but those of us who are tall or heavy… yeah, it’s not for everyone. For anyone wanting to learn to ride, it’s perfect-ish… you have to not mind it’s an automatic, because if you get your licence riding a NAVi it won’t let you ride a manual bike… and its performance is low, which makes keeping up with bigger bikes, well, difficult. Other than that, it’s a great little learner machine – very easy to complete the requirements of a licence test. Built to a strict budget, the NAVi doesn’t come loaded with mod cons, but there’s more going on beneath the plastics than you might expect. Honda has put real effort into efficiency and durability, driven by emissions requirements and fuel-cost sensitivity in its primary markets. Rear shock looks the business but is underwhelming The engine is a 110cc air-cooled four-stroke, another evolution of the simple Honda singles that have been carrying people to work, school and markets since the 1970s. It’s an SOHC, two-valve design built for longevity, easy maintenance and tolerance of poor fuel – not outright performance like the engines used in the Grom or modern Monkey. With a long-stroke layout (50.0mm x 55.6mm), a plain-bearing crank, roller rockers and low valve spring pressures, everything about the engine prioritises torque delivery and durability over revs. That suits the CVT transmission, which needs torque rather than top-end power, and it suits the markets Honda built this bike for. Postie-bike-level switchgear but there’s nothing wrong with that Compared to earlier versions of this engine, there are meaningful updates, including Honda Eco Technology (HET) changes to reduce internal friction, a revised combustion chamber for cleaner fuel burning, and other emissions-driven refinements. The scooter-style layout places the engine just ahead of the rear wheel, mounted on the swingarm. This means the CVT and final drive are fully enclosed in a single-sided unit – no chain to adjust or lube. Rear suspension is via a single shock mounted centrally but visually reminiscent of one side of a twin-shock set-up. Footpegs replace floorboards on the scooter-derived frame The suspension is basic. The rear shock is poor, and the fork is worse. The fork looks promising – upside-down legs with gaiters – but there’s no adjustment at either end and performance is rudimentary. That’s where Honda has saved money. But let’s be realistic: expecting quality suspension on a $2499 bike is missing the point. For the rider the NAVi is designed for, it’s adequate, if not impressive. One genuine surprise is the carburettor. There’s a manual choke lever under the left switchblock – something I haven’t encountered on a test bike in years. Fuel injection dominates the modern market, but at the very bottom end, carbies are still alive. Our tester secretly found the NAVi so useful she racked up 7k on its anologue speedo With a carb comes a fuel tap, another old-school feature, although Honda has at least included a fuel gauge. Instruments are minimal: an analogue speedo and a handful of warning lights. The instruments live in the headlight nacelle along with a halogen headlight – no LED here. The ignition switch is also mounted here, which means the steering lock is a separate unit under the triple clamp. In an era of keyless ignitions and central locking, the NAVi has four keyholes: ignition, steering lock, seat release and luggage box. Analogue display is classy and easy to read Because the engine sits at the back, there’s usable space up front. Honda has filled it with an 18-litre lockable storage box, which is a genuinely clever feature and a big selling point for students and commuters. There’s also a small amount of under-seat storage. The seat itself is decent for short hops, and there’s room for two – provided they’re both small. Two full-size Australians won’t fit comfortably. At just over 180cm tall and carrying a few extra kilos, I looked ridiculous on it. Photographer Kirrily confirmed that assessment, so she rode the bike for the action shots (which also explains the L-plate). The NAVi has a park brake – pull the back brake on, engage the small lever above to lock it on – stops the bike rolling on a slope What you don’t get Missing is ABS, traction control, a key fob, weather protection and disc brakes. If those are deal-breakers, the NAVi isn’t for you. That doesn’t stop it being exactly right for thousands of riders looking for cheap, simple transport. Under 125cc engine capacity, Australian Design Rules allow either ABS or a combined braking system, and the NAVi uses Combi Brakes. Both levers are cable-operated, scooter-style. Pull the right lever and you’ll get mostly front brake with some rear; pull the left and you’ll get mostly rear with some front. Cable adjustment allows for basic tuning. CVT and final drive are fully enclosed for zero maintenance The 130mm drum brakes feel dated and offer limited feel rather than outright stopping power. But stronger brakes without ABS would only lead to lock-ups for inexperienced riders – and ABS would push the price up. For its intended market, the brakes are acceptable. Who’s it for? The NAVi is an urban tool. With a top speed a touch over 80km/h, it’s happiest in city traffic and suburban streets. Seat has been designed for two riders but they’d have to be small of stature or the NAVi will struggle to keep up with city traffic For nervous beginners, it’s one of the gentlest introductions to motorcycling imaginable: light, low, simple and almost impossible to stall. For short-distance commuting, it’s hard to think of a cheaper powered option. Its closest competition is probably an electric bicycle – but legal e-bikes are limited to 25km/h. The NAVi is vastly quicker, carries luggage and doesn’t require pedalling. When you are as big as our Nige, you need a bit of storage space to put your lunchbox Verdict The NAVi is great fun. It’s absurdly easy to ride – arguably easier than a pushbike for adults who never learned to ride one properly as kids. It’s small, unintimidating, easy to manoeuvre and effortless to live with. And the price still feels borderline unbelievable. A brand-new Honda for $2499 ride away in 2026? That alone makes the NAVi one of the most interesting motorcycles on sale in Australia. Forget the buzz around electric bicycles and see how the numbers add up on this. PROS – Price, size, style, ease of riding and low running costs. CONS – No ABS. Drum brakes. Slow. Very low-tech. Where’s the competition? Normally this is where we’d list rivals, but there really aren’t any. Scooters now start closer to $4000. Manual-shift 125s like the CFMoto Papio or Benelli TNT125 cost significantly more. Honda’s CB125 has a manual transmission and costs a lot more. Electric bicycles are the closest alternative, but they’re slower, often more expensive, and heavily regulated. If you want something that keeps up with traffic, carries your gear, costs less than a decent e-bike and doesn’t ask much of its rider, the Honda NAVi stands alone. SPECIFICATIONS ENGINE Type Air‑cooled, SOHC, 2-valve, single‑cylinder Bore & stroke: 50mm × 55.6mm Capacity 109 cc Compression ratio 9.5:1 Fuel system Carburetor Starter Electric & kick start Clutch/transmission CVT automatic and belt final drive PERFORMANCE (estimated/claimed) Power 6kW (8hp) @ 7500rpm Torque 8.9Nm @ 5000rpm CHASSIS & SUSPENSION Frame Steel underbone Front suspension Inverted telescopic fork, 89mm travel Rear suspension Single shock, 70mm travel BRAKES & WHEELS Front brake Drum (CBS) Rear brake Drum (CBS) Tyres Front 90/90‑12; Rear 90/100‑10 DIMENSIONS Overall length 1805mm Overall width 748mm Overall height 1039mm Wheelbase 1286mm Seat height 765mm Ground clearance 156mm Kerb weight 100kg Fuel capacity 3.5L WARRANTY 12 months standard (Australia) BUSINESS END Price: $2499 ride away Contact: motorcycles.honda.com.au The post ROAD TEST | Honda NAVi appeared first on Australian Motorcycle News.

30-plus years on, Ducati’s game-changing naked icon is back and still turning heads When the invitation to ride the 2026 Ducati Monster arrived, there was a mix of both positive and negative emotions. We know the heavily updated naked will be light, agile and loads of fun to ride, so there’s excitement. But also, perhaps, it will be further removed from the essence of the 1993 original air-cooled V-twin that much of the planet fell in love with and which arguably saved Ducati from financial ruin. For those of us who owned an early Monster – I once thrashed mine from England to Italy and back again – that blend of rugged simplicity, desmo power and trellis frame can never be surpassed. Today’s new Monster carries much of the same DNA style and certainly rekindles memories of the original. But sadly, air-cooled engines have all but been banished, that classic Taglioni-inspired trellis frame has disappeared, and now there’s no desmo either. For the first time in the Monster’s history, its valves are spring operated as Ducati’s all-purpose V2 finds its way into perhaps the most-loved naked in history. We flew to southern Spain to get a flavour of Ducati’s latest Monster, but sadly the weather didn’t play ball. Spain was hit by torrential rain that flooded roads and threatened to shut down all testing. But we still managed to venture out to at least get a flavour of the 2026 Monster. Riding the poster bike Ducati has always produced beautiful and desirable bikes – and the Monster has been a design statement since day one. Alongside the Ducati 916, it was the poster bike for a generation in the 1990s and has a global following way beyond any other naked bike in this segment. How the new machine looks remains as important to Monster fans as ever. The more time you spend learning how to operate these controls, the more you will enjoy the ride as conditions change and you adapt the Monster to suit Priced at just under $21,000 in Australia, it’s between 10 and 20 percent more expensive than some other nakeds, such as Yamaha’s MT-10 and Triumph’s new Trident 800. But we have come to expect that. Even if you ignore its high-level finish, quality components and advanced rider aids, the new Monster scores highly on appeal alone. If you were to remove the badges, it would still be instantly recognisable as a Ducati Monster. It might have lost some of the simplicity of the original but the continuity and lineage remain strong. Brakes are a step down from Ducati’s top shelf but suit the Monster’s brief just fine On board you’re greeted by a cleanly laid out cockpit featuring a new 5.5-inch colour dash and the same neat and navigable switchgear shared with Ducati’s other V2 users. (That’s the Multistrada V2, Panigale V2, Streetfighter V2 and upcoming Hypermotard V2.) There are now four power modes and four riding modes to choose from: Sport, Road, Urban and Wet, with the latter two limiting peak power to 71kW. As-standard rider aids feature cornering ABS, Ducati Traction Control, Ducati Wheelie Control, Engine Brake Control and a Ducati Quick-shifter that can be deactivated. A most unlikely name for a motorcycle back in 1993, it’s a classic now The riding modes are easy to change on the move via a momentarily closed throttle, and each can be customised to suit your riding preferences. You could, for example, have the full stable of 111 horses in Wet mode rather than the prescribed 95, or remove the traction control and wheelie control in Sport mode. Furthermore, settings remain saved. Rider aids can be easily adjusted on the fly if you close the throttle briefly The roads used for our Malaga ride were, briefly, almost dry as we negotiated the early morning traffic. This gave us the ideal opportunity to assess the Monster’s all-important low speed handling and urban presence. Many a Monster will spend the majority of its life in the city, and this is an environment in which it truly excels. It’s keen, clean and so easy-going you understand why there’s no need for an entry-level Monster these days. In the dedicated Urban mode, the fuelling is all but perfect – impressive for an 890cc V-twin we would have considered an unruly superbike 30 years ago. Spring pre-load adjustment only on the rear shock Ducati has also striven to make the Monster as light and easy to ride as possible. At just 175kg without fuel, the 2026 Monster weighs 4kg less than the current model and feels especially light, while there’s ample steering lock for intricate manoeuvres. Seat height now stands at 815mm, which is 5mm lower than the previous Monster. According to Ducati, the inner leg curve has been reduced by 18mm, and the official accessories catalogue even offers a 20mm lower seat and a suspension lowering kit that removes another 20mm, giving a theoretical seat height of just 775mm. For reference, I’m 170kg and, at the lights, was almost flat-footed both sides on the standard seat. Smaller and less experienced riders will relish the combination of a low seat, a smooth engine (in Urban and Wet modes) and easy agility. HERE COMES THE RAIN As we headed to the mountains, their peaks covered in stormy skies, I opted for Road mode, with the TC and wheelie control removed by me before leaving (at a standstill). But as we hit the first of the heavy rain and flooded roads it was straight back to the Wet mode. One of the beauties of the new Monster is you can easily change and experiment with the modes on the move. Unlike some of the competition, you don’t have to stop to remove or add key rider aids like TC. Fuel tank is a million miles away from the original 1993 Monster in terms of shape but it sure improves the ergonomics The difference between Urban and Wet isn’t huge as both have similar power curves restricted to 71kW (95hp). In Wet mode the rider aids are at the maximum level of intervention, whereas in Urban they are reduced a fraction. In Wet, for example, the TC is 8/8 but in Urban is 6/8. The jump, however, from either of these two modes to Road and Sport is far more dramatic. The Monster becomes much more lively, with far more drive from the V2. The new engine is lighter and has longer service intervals. Can’t complain about that Sadly, we never really got an opportunity to push either engine or chassis in the mountains. The standard quickshifter is as slick as a race bike’s, and I know from riding the Monster’s V2-sharing sister bikes that the 90-degree twin delivers. It’s 5.9kg lighter than the Testastretta V-twin it replaces, while its Intake Variable Timing (IVT) adds flexibility. Its low- and mid-range grunt is especially impressive; the Monster will pull smoothly without need to dance on the quickshifter, making it easy to ride at brisk pace. Meanwhile, those two distinctive silencers sound as good as they look, and there’s a charismatic induction roar (albeit not as distinctive as the old, air-cooled bikes) to help get the heart pounding. But we will have to wait for better weather to see how the Monster’s 82kW (111hp) V2 compares to the 120bhp version of the same engine housed in Ducati’s Streetfighter. Why would you want to swap out the standard mufflers when they look this good? At times the weather eased enough to dare us to push a little harder, and the Monster’s lightweight and easy urban manners translated to nimble handling in the mountains. The Monster steers very naturally; you’re never forcing or fighting things. When we arrived at some typical Spanish roads riddled with hairpins, it lapped them up. Large radiator doesn’t overpower the styling In fact, the Monster gave great feedback in the wet, allowing me to push on despite the rain. The Pirelli Diablo Rosso IV tyres deserve praise for working well in both the wet and dry and warming up quickly. In the hills above Malaga, both bike and tyres found the grip and gave me enough confidence to ride a little harder. The Monster felt very forgiving, plush and possibly softer and not as racy as some previous models. Ducati has put a lot of effort into giving rider seat height options, so this model will appeal to a wider range of riders I suspect Ducati has softened the Monster slightly so that it doesn’t step on the showroom toes of the sporty Streetfighter V2. Taking the brakes, for example, the Monster gets Brembo calipers up front but with lower-spec M4.32 calipers and pads that give a more progressive feel, instead of the sharper M50 items on the Streetfighter. The brakes work well, but it will be interesting to see how both the stoppers and Showa suspension, which has limited suspension adjustment at the rear and none at the front, perform when the pace heats up. Despite all the rain on this test, the Monster managed to be fun. Wet roads in Malaga mimicked the conditions many riders will experience if they end up commuting on the Monster in Australian cities The rider aids are excellent and, when the TC did kick in, the intervention was smooth and the re-introduction equally on point. Most bikes in this class have TC but the cut and re-introduction are relatively slow and unsophisticated, but this is not the case with the Monster. There’s a noticeable difference when you trim both the TC and the changeable engine braking. In the wet I prefer lots of engine braking, giving the front brakes less to do, and the opposite in the dry, so having the ability to change this characteristic is another plus point. There’s a lot going on here but the stylists somehow managed to pull it all together VERDICT In the same way that many traditionalists disapproved when the Monster lost its trellis frame and air-cooled simplicity, some will dislike the Monster’s migration away from its traditional desmo power to the new V2. But it makes business sense and brings welcome lightness and flexibility to the package, as well as wider service intervals that will make it cheaper to run. For me, the Monster is still a Monster, but it has had its claws clipped a little. It’s incredibly easy to ride, especially for new riders at everyday speeds, and is fun for more experienced riders, too. Its rider aids are class-leading and eminently useable, which is a big plus. It’s not just tech for show. The V2 is torquey, sounds great and offers just enough power, and combines sweetly with that lightweight chassis. It’s a shame we didn’t get the full 120hp V2 from the Streetfighter, but again it’s clear to see why Ducati has done it. The new Monster is still stylish, desirable and, if we ignore the entry-level Monster of old, superbly easy to ride in all sorts of environments. Our rain-lashed test leaves many questions unanswered, not least how it will perform in the dry and how it will shape up against cheaper competition from Japan and Europe. But the fact that it made me smile in the wet and cold bodes very well for when the sun comes out. It’s hard to update a classic without upsetting the purists but Ducati might just have done it PROS – Lightweight agility, torquey, flexible V2 power, rider aids intuitive and genuinely useful, still unmistakably Ducati, fun and easy to ride, even in the rain. CONS – Gone are the trellis frame, air-cooled desmo and old-school V-twin roar. Some purists will mourn the ‘clipped claws’ of this modern Monster. MONSTER HISTORY I’ve been lucky enough to have been professionally testing motorcycles for close to 30 years and have fond memories of Monsters over that time, as well as some we would rather forget. It’s generally accepted that the original Monster (shown as a prototype in 1992, going on sale in 1993) pulled Ducati back from the brink, bringing an injection of sales when cash was desperately needed. It was an instant hit with the stars. Barry Sheene had one of the very first ones in Australia while Mick Doohan was filmed riding one around Monaco. Other air-cooled models followed and have become classics today. In 2008 we got the second generation with high-exit twin exhausts, in 2014 came the third generation and in 2021 the fourth, without the trellis frame. We’ve enjoyed racy Monsters powered by 916 and 996 V-twins, and there were some lovely limited-edition runs, like the Foggy rep, which still look good today. Fast foes! Yamaha MT-09 – $18,099 (ride away) Kawasaki Z900 – $16,554 (ride away) Triumph Trident 800 – $16,695 (ride away) MV Brutale 800 – $26,995 (ride away) SPECIFICATIONS ENGINE Capacity 890cc Type Liquid-cooled, 8-valve V-twin Bore & stroke 96mm x 61.5mm Compression ratio 13.2:1 Transmission Six-speed, chain drive Clutch Wet, multi-plate slip and assist PERFORMANCE Power 82kW (111hp) @ 9000rpm Torque 91.1Nm @ 7200rpm Top speed 225km/h (est) Fuel consumption 5.2L/100km ELECTRONICS Type Bosch Rider aids Riding modes x 4. Four power modes, High, Medium, City and Low, along with Ducati Traction Control (0-8), Ducati Wheelie Control (0-4), Engine Brake Control (3 levels), Cornering ABS (3 levels) Rider modes Sport, Road, Urban, Wet FRAME Type Aluminium monocoque Rake 23.3° Trail 92mm SUSPENSION Type Showa Front 43mm, USD, no adjustment, 130mm travel Rear Single rear shock, preload adjustment,145mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 3.5X17in Rear: 5.5X17in Tyres Pirelli Diablo Rosso IV Front: 120/70/x17in Rear: 180/55/17in Brakes Cornering ABS (3 levels) Front: 2x320mm discs, four piston radial Brembo M4.32 calipers Rear: 245mm disc, two-piston caliper DIMENSIONS Weight 175kg (wet no fuel) Seat height 815mm (can go low as 775mm option) Wheelbase 1492mm Fuel capacity 14L SERVICING & WARRANTY Servicing 45,000km, oil service 15,000km or every two years Warranty 24 months BUSINESS END Price $20,700 base model Colour options Ducati Red, Iceberg white Contact www.ducati.com/au The post ROAD TEST | 2026 Ducati Monster V2 appeared first on Australian Motorcycle News.