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Bajaj Director says overheads can be cut by half as EU green-lights Indian takeover of KTM parent company It’s been a year since the depth of KTM’s financial problems came to light sparking months of uncertainty for the Austrian brand before an insolvency court approved a rescue deal that involved creditors accepting a 70% loss on what they were owed. Under that arrangement, KTM had a strict deadline to pay the remaining 30% of its debts, and needed a financial injection that came in the form of €800 million in the form of a loan from existing minority shareholder Bajaj. The understanding was that, given approval by the relevant government oversight bodies, that loan would be converted to a shareholding, giving Bajaj a controlling stake in KTM, and now that approval has arrived. KTM is part of a complex corporate structure. It’s wholly owned by Pierer Mobility AG, which itself is owned by Pierer Bajaj AG, a company that’s until now was split so 50.1% of the shares were owned by Pierer Industrie AG and the remaining 49.9% by Bajaj Auto International Holdings BV, the European arm of Indian brand Bajaj Auto. Under the bailout, that €800 financial package came from Bajaj International Holdings, and both Austrian merger authorities and the European Commission have now green-lit the conversion of that loan into an acquisition of all 50,100 shares in Pierer Bajaj AG that were previously owned by Pierer Industrie AG, giving Bajaj complete ownership of Pierer Bajaj AG. In turn that means Bajaj owns Pierer Mobility AG – which it has already announced will be renamed Bajaj Mobility AG – and, in turn, KTM, Husqvarna and GasGas. It’s expected to spark a set of in-depth measures to slash KTM’s costs, with changes to staffing, R&D, racing and production as Bajaj takes action to turn around the company’s fortunes. In an interview with India’s CNBC-TV18 financial TV channel in October, Bajaj managing director Rajiv Bajaj explained both the root of KTM’s problems and his intentions to fix the issue. Rajiv Bajaj – Managing Director of Bajaj Auto He blamed the company’s issues on corporate greed: expanding too fast and into the wrong segments on the heels of the brief upturn that followed the COVID-19 pandemic. Under his analysis, that resulted in overproduction, with unsold bikes equivalent to more than a year’s worth of inventory languishing in dealers and the supply chain, and strategic missteps including the expansion into the electric bicycle business. KTM’s costs are also too high. He said: “From the outside, so far what we observe is that there is an opportunity to reduce the overheads by more than 50%. That covers R&D, that covers all marketing areas including racing. That covers all the operational areas.” Staff levels are also in the spotlight, despite KTM slashing its numbers from 6,000 to 4,000 over the last year. In his interview, Bajaj said: “In this 4000 people, only about 1000 people are blue-collar. 3000 people are white-collar and that’s really perplexing, because it’s the blue-collar that make the motorcycles…” He continued: “The issue is going to be with the white-collar headcount, which is very expensive.” In terms of manufacturing, Bajaj has previously expressed an interest in shifting more production to India, where KTM’s smaller single-cylinder bikes like the 125, 250 and 390 Duke models are already made. The company also makes parallel twin in China under its joint venture with CFMoto. In future, KTM’s two-cylinder machines could also be made in India. Rajiv Bajaj pointed to Triumph’s successful strategy, which has seen UK manufacturing largely shifted abroad with the vast majority of modern Triumphs made in its three Thai factories or, in the case of the 400cc singles, in India under its own partnership with Bajaj. The post Bajaj Flags Huge Cost Cuts For KTM appeared first on Australian Motorcycle News. View full article

Race-influenced variants adopt Öhlins hardware, revised ergonomics and distinctive finishes Triumph has doubled down on its middleweight performance line-up, unveiling the Street Triple 765 RX and the limited-run Moto2 Edition — two models aimed squarely at riders who like their naked bikes with a bit more track intent. Both machines build on the highly regarded Street Triple RS platform, bringing premium suspension, race-style ergonomics and a healthy dose of Triumph’s Moto2 know-how. For Aussie riders who enjoy a fast road blast or the occasional track day, these two new options slot neatly into the sharper end of the middleweight segment. Central to the upgrade is the move to fully adjustable Öhlins NIX30 forks, matched with an Öhlins STX40 rear shock. The set-up mirrors what many riders fit aftermarket, but now it’s straight off the showroom floor. Combined with new clip-on bars that shift the rider into a more aggressive stance, the RX and Moto2 Edition lean further toward track ergonomics than any previous Street Triple. Braking is handled by Brembo Stylema calipers and an MCS adjustable lever, while Pirelli Diablo Supercorsa SP V3s provide the grip. Wet weight remains at 188kg, keeping the bike light and nimble. Under the tank sits the familiar 765cc triple making 130PS and 80Nm — figures unchanged from the RS. 765 RX returns The RX badge has history with Triumph fans, and it’s back for 2026 after a long break. Sitting above the Street Triple RS, the new RX picks up a machined top yoke, an RX-branded seat, a laser-etched silencer, and a colour scheme designed to stand out: Matt Aluminium Silver with Diablo Red wheels and subframe. The look nods to the original Street Triple 675 RX, a bike many riders still think of fondly. Moto2 Edition: strictly limited For collectors — or anyone chasing something a bit more exclusive — Triumph will offer the Moto2 Edition, capped at 1000 units globally. It features carbon-fibre panels, a Moto2-branded seat, clear-lens taillight, a carbon silencer end cap and a numbered billet-machined top yoke. Colour options run Mineral Grey or Crystal White, each paired with a Triumph Performance Yellow rear subframe and matching wheel striping. Even the TFT dash gets a Moto2 start-up sequence to drive home the connection to Triumph’s race program. Triumph’s involvement in Moto2 since 2019 continues to shape its road bikes. The 765 triple used in the championship has now clocked more than 1.7 million kilometres in race conditions and helped set dozens of lap records. The data gathered feeds directly into the production engine, and Triumph is keen to highlight how much of that development ends up in the Street Triple family. Tech and equipment Both models run a 5-inch TFT display with an intuitive layout, plus rider aids including Optimised Cornering ABS, Cornering Traction Control, Track ABS mode and Triumph Shift Assist. These systems aim to make the bikes confidence-inspiring without overwhelming riders who prefer a more direct feel. Australian availability Street Triple 765 RX – $22,990 rideaway, available now Street Triple Moto2 Edition – $25,990 rideaway, arriving January 2026 in limited numbers Triumph also lists 35 genuine accessories for both models, with many protection, styling and performance options available. The post Triumph reveals high-spec 2026 Street Triple RX and Moto2 Edition appeared first on Australian Motorcycle News. View full article

Australia’s ultimate desert race is joining forces with the nation’s leading dirt bike magazine in 2026 to celebrate five decades of Finke, uniting more than a century of combined legacy The Tatts Finke Desert Race has today announced it is teaming up with the longest running dirt bike magazine in the country, with Australasian Dirt Bike Magazine (ADB) coming on board as the official media partner for the 2026 event. Both born in the mid 1970’s – Finke in 1976 and ADB in 1975, the partnership is set to elevate the coverage of the event to unprecedented heights, with 2026 set to be the biggest event in Finke Desert Race history as it celebrates its 50th edition. The partnership will ensure consistent coverage of the event throughout 2026, starting with exclusive Finke features, race preview stories and form guides. Closer to the event ADB will then have regular updates on ADB digital and print channels, before a live show with Dirtbike Burrito Podcast at the event. ADB will also be helping to create a jam-packed, collectors edition 2026 event program for fans to relive the full 50 years of Finke, while all bike competitors will also receive a free three-month subscription to ADB magazine as a result of the new partnership, giving them the June, July and August 2026 issues. Australasian Dirt Bike Magazine Owner and Editor, Mitch Lees, said: “ADB Magazine is honoured to become the official media partner of the Tatts Finke Desert Race, especially in a year where both organisations celebrate 50 years. As two long-standing pillars of Australia’s off-road motorcycle community, this partnership is a natural alignment. In 2026, ADB will provide the most comprehensive Finke coverage in our history — from expert technical features and in-depth rider analysis to on-the-ground reporting throughout race week. Our goal is simple: to be the definitive hub for all things Finke and to give this iconic event the expansive, high-quality coverage it deserves.” The announcement follows the opening of entries for the event, which is being rolled out in four phases over two weeks. This process will see 2025 bike competitors, EOI holders, and general entrants secure their place in the race. Finke Desert Race President Antony Yoffa, said: “This partnership takes the Finke experience to the next level. With ADB on board, fans and competitors can expect unparalleled access, exclusive content and a celebration worthy of 50 years of Australia’s ultimate desert race.” FULL WEEK OF CELEBRATIONS PLANNED 2026 Golden Anniversary Program: • Wednesday 3rd June: 50th Finke Celebration Dinner • Thursday 4th June: Alice Springs Town Council Finke Street Party and Night Markets • Friday 5th June: AJP Motos Australia Scrutineering • Saturday 6th June: Method Race Wheels Prologue • Sunday 7th June: Race Day 1 • Monday 8th June: Race Day 2 & Presentation Night presented by TAB The extended program reflects the event’s growth from a single day in 1976 to a week-long celebration that has become central Australia’s premier motorsport spectacle. First held in 1976 with 56 motorcycle competitors, the Tatts Finke Desert Race has grown to become Australia’s premier off-road motorsport event, attracting hundreds of competitors across bike, buggies, trophy trucks and side-by-sides and thousands of spectators annually to Alice Springs for the 450-kilometre return journey through some of the country’s most challenging desert terrain. The post Australasian Dirt Bike Magazine Becomes Finke Desert Race Partner appeared first on Australian Motorcycle News. View full article

Rino and Eqvvs prototypes on display at EICMA Chinese bikes were out in full force at EICMA in Milan – a sure sign of the ongoing invasion of the European market from a host of new brands – and QJMotor’s display was among the largest including two intriguing prototypes in the form of the Rino and Eqvvs. QJMotor Eqvvs The Rino is a 900cc, three-cylinder adventure bike, debuting a new engine from the company and its first triple. Promising around 120hp, the engine was mated to a conventional transmission in the show bike but patents published earlier this year showed it’s also set to be offered with an automated manual setup, with electromechanical actuators for the clutch and shifter, similar to Yamaha’s Y-AMT system. The styling comes from C-Creative, the Italian studio formed by ex-MV boss Giovanni Castiglioni and former MV and Benelli styling chief Adrian Morton. A 19-inch front wheel and 17-inch rear put the bike into the road-oriented end of the adventure bike spectrum, and bolt to Marzocchi suspension and Brembo brakes, while the chassis is a combination of cast alloy and tubular steel elements, not unlike an MV Agusta’s frame. QJMoto Rino The Eqvvs is a 600cc café racer built around QJMotor’s existing, 68hp V4 engine, which already appears in the company’s SRV600V cruiser. Here it’s bolted to an unconventional frame that combines front and rear cast alloy sections bolted to a separate middle part that extends forward and up to the steering head. Like the Rino, it looks like a bike that’s heading for production in the not-too-distant future. QJMotor Eqvvs The post QJMotor Teases More New Models appeared first on Australian Motorcycle News. View full article

Triumph has announced two new additions to its middleweight naked lineup – the Street Triple 765 RX and the Street Triple Moto2 Edition, both featuring significant hardware upgrades over the existing RS variant. The Triumph Street Triple 765 RX is available now from $22,990 rideaway, while the Moto2 will arrive in January (very limited numbers) priced from $25,990. Available for one model-year only, the RX represents Triumph’s most track-focused Street Triple to date, while the Moto2 Edition is limited to 1000 units globally as a celebration of the British brand’s partnership with the Moto2 World Championship. Both machines receive substantial suspension and ergonomic updates, headlined by fully adjustable Ohlins NIX30 upside-down forks. The premium front suspension features adjustable compression and rebound damping, preload adjustment, and 115mm of wheel travel. The new models also adopt clip-on handlebars in place of the standard bike’s upright bars, creating a more aggressive, forward-leaning riding position. The setup is completed by the existing Ohlins STX40 piggyback rear shock, twin Brembo Stylema four-piston calipers with Brembo MCS radial master cylinder, and Pirelli Diablo Supercorsa SP V3 tyres. The RX features Matt Aluminium Silver bodywork with a Diablo Red rear subframe and matching wheels – a colour scheme that references the original Street Triple 675 RX. Specific details include a billet-machined top yoke, laser-etched RX branding on the silencer, and an RX-branded seat. The Moto2 Edition adds carbon fibre side panels, front mudguard, belly pan, and silencer end cap. It wears a Mineral Grey and Crystal White colour scheme with a Triumph Performance Yellow rear subframe and rear wheel stripe. Moto2 branding appears throughout the bike, including on the TFT start-up screen and an individually numbered billet top yoke. Both variants use the same 765cc triple engine as the RS, producing 96kW at 12,000rpm and 80Nm at 9500rpm. The powerplant is based on the race-tuned units supplied to Moto2, which have covered over 1.7 million kilometres in competition since 2019, setting 76 race lap records and achieving a top speed of 300km/h. “The success of the Speed Triple 1200 RX has demonstrated the appeal of a sports-focused naked motorcycle,” said Triumph Motorcycles chief product officer Steve Sargent. “That’s why we are now applying the same ethos to the Street Triple family. The new Street Triple 765 RX delivers sharper geometry, premium components, and a specification that makes it equally at home on fast road rides and dedicated track sessions.” Sargent added that the Moto2 Edition “gives fans and collectors a rare opportunity to own a slice of Moto2 action.” Electronics include optimised cornering ABS and traction control, a dedicated ABS Track mode, and an up/down quickshifter. The 5.0-inch TFT display features Triumph’s standard interface, with the Moto2 Edition adding a bespoke start-up screen. Triumph Street Triple 765 RX and Moto2. 1 of 16 765 RX Moto2 Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. He also knows how to operate the big computery thing in the office. By night, Spencer plays guitar with Melbourne punk outfit LOUTS. The post 2026 Triumph Street Triple 765 RX, Moto2 pricing and specs confirmed appeared first on INFO MOTO. View full article

New frame, new engine and big updates set for full debut in 2026 Although not revealed in full, Ducati used EICMA to preview the upcoming DesertX V2 that will get its full unveiling in February 2026 and reach dealers towards the middle of next year. Under bodywork that’s clearly similar in style to the current, Dakar-inspired DesertX, there’s a completely new bike with a different chassis and engine to the current model. At the moment, the DesertX is the last man standing in Ducati’s lineup with the Testastretta engine, a descendant of the original Desmoquattro V-twin, and sharing its combination of double overhead camshafts, driven by belts and giving desmodromic operation to four valves per cylinder. That engine has been superseded in other models including the Monster, Multistrada V2 and Hypermotard by Ducati’s new 890cc ‘V2’ motor, with conventional valve springs and chain-driven camshafts, as well as variable valve timing. In the DesertX V2, the 890cc engine will be in a 110hp tune, and as on other models with the motor it acts as a structural chassis component, helping reduce weight. With a 21-inch front and 18-inch rear wheel, the DesertX V2 retains some genuine offroad potential. Will the demise the traditional Desmo V-twin put Ducati buyers off? It’s unlikely: Ducati has already weathered the shift to V4 engines in many of its models – despite the protestations of traditionalists – and few noticed when the Gran Turismo V4 in the Diavel and Multistrada V4 dropped desmodromic valve operation, or when the 890cc V2 superseded the Desmo-valved Testastretta and Superquadro V-twins in other models. The post Ducati DesertX V2 Previewed appeared first on Australian Motorcycle News. View full article

Litre-class MT-X takes on the big-bore adventure segment The V4 SR wasn’t the only CFMoto novelty at EICMA, which also saw the launch of the new 1000MT-X adventure bike. Looking identical to the existing 800MT-X and sharing similar chassis specs, the 1000MT-X adopts the latest-generation KTM LC8c parallel twin engine in 947cc form, as used in the 990 Duke, instead of the first-gen 799cc variant used in the 800MT-X. KTM completely redesigned the LC8c for the ‘990’ version, with all-new castings, but ensured its mounting points matched the previous motor to make it easy to update existing bikes – and that’s exactly what CFMoto has done. It’s likely that, without its well-publicised financial problems, KTM would have already launched multiple additional ‘990’ models, including a 990 Adventure, by now. CFMoto’s existing partnership with KTM means the two companies operate a joint manufacturing venture in China where the engines, and some complete KTM bikes, are made, and CFMoto has access to the engines for its own bikes. The 1000MT-X makes 83kW at 8,500rpm, 13kW more than the 800MT-X, and 107Nm of torque at 6,250rpm compared to the older bike’s 87Nm, while weight is up by just 2kg to 222kg ready-to-ride. The post CFMoto 1000MT-X unveiled appeared first on Australian Motorcycle News. View full article

Manx R superbike leads four new models More than five years after India’s TVS took control of Norton and after more than £200 million ($400 million AUD) of investment the storied British brand has unveiled its completely new lineup – one that sees the old Commando consigned to the history books as Norton adopts a forward-looking strategy and styling language. Norton currently plans a six-model range, and showed four of them at EICMA, albeit with limited details on some of the models. The headliner is the Manx R, a 1200cc V4 superbike that uses a development of the engine from the previous V4 models, but with substantially improved performance, a new chassis, new styling and – at last – the emissions performance needed to go on sale internationally. In the Manx R, as well as the mechanically-identical Manx café racer that was presented alongside it, the new engine puts out a claimed 206hp at 11,500rpm and 130Nm of torque at 9,000rpm, reflecting an ethos of maximising midrange grunt rather than chasing headline peak figures. The power might be a little less than the 216hp claimed for a Ducati Panigale V4, for example, but it arrives 2000rpm lower in the rev range and is paired to 9Nm more torque, also available 2000rpm lower than the Ducati’s peak. The engine is tamed by a suite of rider-assist technology with cornering traction control, slide control, launch control and wheelie control systems, plus a cornering cruise control that compensates for the change in effective tyre diameter as the bike leans into corners. It sits in a new chassis that dispenses with the handmade, TIG-welded aluminium tubing of the old V4 models in favour of modern cast-alloy design, with Marzocchi semi-active suspension, tied to the bike’s IMU, that gives electronic control over the pitching movement and, according to Norton, eliminates the need for the winglets adopted by rival machines. High-end components continue with the Brembo Hypure brakes and BST carbon-fibre wheels, while luxury elements include an 8-inch touchscreen dashboard and aluminium switch blocks on the bars. As well as phone connectivity, the bike has smartwatch connectivity. The Manx is a naked version of the Manx R, sharing similar specs and technologies, but Norton has revealed less detail about that model at this stage. Even less information is available about the other two machines in the range, the Atlas adventure bike and Atlas GT tourer. Both share the same chassis and styling, but with different wheels to suit their purposes, and display the clearest indication of Norton’s TVS ownership in their technical makeup, with some clear ties to the new BMW F450GS that’s also manufactured by, and developed with, TVS. The Atlas engine is a parallel twin, like the F450GS, and on close inspection the engine cases and covers share similarities, with the same layout and even an identical bolt pattern around the engine covers and components like the water pump. However, the Norton motor is a 585cc unit while the BMW’s capacity is 420cc, and the internal changes include a different firing interval, with the Norton adopting a conventional 270-degree crank to mimic a 90-degree V-twin’s throb, while the F450GS has a unique 135-degree crank. It’s not just the engine that’s related to the BMW, either, as the Atlas has a tubular steel frame that looks to be near-identical to the F450GS’s chassis. The swingarm, the under-engine exhaust collector, and even details like the adjustable rear brake and gear shift pedals appear to be the same components used on the BMW, too. Like the Manx models, the two Atlas bikes have a six-axis IMU for cornering rider-assist tech, plus an 8-inch touchscreen dash, but there are indications that the Atlas will be a much more affordable machine than the Manx, with components like ByBre brakes hinting that cost has been kept in mind during its development. More details will come soon. The post Norton reinvents itself with new range appeared first on Australian Motorcycle News. View full article

Electric-supercharged triple shown in running prototype form When Honda showed the V3 E-Compressor engine last year – mounted in a makeshift trellis frame but lacking any bodywork – it stole the EICMA show by proving there’s still life in the internal combustion engine. Now Honda has unveiled a close-to-production spec prototype machine using the same motor and carrying the name V3R E-Compressor. While there are still huge gaps in the details that have been provided, we’ve also gained some insight into what to expect from the bike when it reaches showrooms, including the fact that the engine measures 900cc and thanks to its electric supercharger offers performance akin to a 1200cc bike. That’s still a pretty vague proposition: 1200cc bikes on the market today range from sub-100hp to over-200hp in performance terms, but the Honda looks likely to be nearer the upper end of that scale thanks to the DOHC V3 engine format that’s never appeared in a motorcycle before. While we’ve seen plenty of four-stroke triples of around 900cc, they’re invariably inline engines rather than vees, and on the few occasions that the V3 layout has appeared in a bike, it’s been in a two-stroke machine like Honda’s own NS400R and a variety of racers over the years. We know the new Honda engine uses a 75-degree V-angle, but we don’t know the crankshaft design so it’s impossible to guess at the firing interval or how it will feel in use. The EICMA show bike gained a new chassis, using the engine as a stressed member and quite different to the trellis design that the engine debuted in a year ago. It also gets radial Nissin brakes, adjustable suspension and a three-exit exhaust system that looks bulky enough to comply with current emissions and noise regulations. The single-sided swingarm is retained, and the whole thing is wrapped in naked styling that’s dominated by an asymmetrical layout, with a huge air intake on the righthand side of the tank to feed the electric supercharger sitting above the engine. That e-compressor can build boost at any rpm, eliminating the problems like lag and promising to maximise performance throughout the rev range while also improving emissions performance. There’s no official word on when the production bike will be ready, but given the bike’s development so far we’d expect to see a showroom-ready machine at next year’s EICMA. The post Honda V3R E-Compressor Nears Production appeared first on Australian Motorcycle News. View full article

Wild winged superbike is a clear indication that China is targeting every echelon of biking CFMoto’s development of a V4 superbike has been public knowledge for over a year but the bike broke cover at EICMA in near-production form and proved to be more impressive than we could have imagined from a Chinese manufacturer until very recently – with strong performance claims, high levels of technology and styling that avoids the trap of aping established European or Japanese machines. The company’s V4 project was exposed a couple of years ago when patents for the new engine emerged, and was confirmed at EICMA in 2024 when the engine was presented alongside a sculpture that represented the new bike. The finished machine, dubbed V4 SR-RR, appears to have all the ingredients for success, including that 1000cc four-cylinder engine, claimed to make 210hp, paired to a kerb weight below 200kg to give the potential for a 300km/h-plus top speed. The engine is said to be Euro5+ emissions compliant, complete with its titanium Akrapovic exhaust, and as a V4 it enters a select group of exotic machines including the Ducati Panigale V4 and Aprilia RSV4 that take inspiration from the near-universal V4 configuration used in MotoGP. It’s a structural part of the bike, too, working alongside a partial chassis to provide strength and keep weight to a minimum. But the engine isn’t the bike’s most impressive tech. The really jaw-dropping element is the active aerodynamics, with huge front winglets that can independently alter their angle of attack on the move. That means they can modulate the drag-to-downforce ratio by changing pitch together when going in a straight line, likely adopting a steep angle during initial acceleration to hold the front wheel on the ground, and levelling out at higher speed to reduce drag and boost top speed. But they can also move in opposite directions, like the ailerons of an aeroplane, to help pitch the bike into corners and give downforce when leant over. Although moving aero is not legal in MotoGP, existing WSBK rules permit such devices provided they’re fitted to the standard, homologated production bike. Also electronically controlled is the semi-active suspension, while the brakes are from Brembo, with CFMoto’s show bike using MotoGP-spec calipers while a running prototype revealed in the company’s press literature – and probably closer to production spec – features Brembo Hypure stoppers. CFMoto hasn’t confirmed full technical details yet or announced when the finished production version of the bike will be displayed, but going by the current development progress it looks likely to be in dealers in time for the 2027 season. The post CFMoto V4 SR-RR is a warning shot to established manufacturers appeared first on Australian Motorcycle News. View full article

Finally – proof that you don’t need bulk or big dollars to chase big horizons When I was a kid in the 80s, an adventure bike was the bike you had. You strapped on your luggage and off you went. Over the decades since, we’ve had a steady trickle of specialised choices for adventure but they seemed to get bigger, heavier and crazy expensive. Finally, we are getting choices in the smaller, lighter and more affordable category. And with the introduction of KTM’s all-new 390 range, high performance has been added to the mix. I tested two of the 390s during the official launch of the Adventure R and Enduro R on the NSW South Coast, changing my mind several times on which one could be my ultimate adventure bike. RHYTHM IN THE RAIN We began our three-day ride in typical adventure style – in rain, fog and on a long stretch of asphalt. But before heading off astride an Enduro R, I did my usual warm-up of riding half-a-dozen full-lock standing figure-eights. It felt great. A bit soft in the suspension, but the left-right transition wasn’t scary like some bikes; the steering was smooth and the front didn’t feel like it wanted to tuck. The Adventure model has a 320mm front disc, the Enduro a 285mm rotor We had a few hundred kilometres to get to our accommodation, and 70 per cent was on road. I didn’t mind. It gave me time to play with the electronics and suss out cruising speeds; 100km/h felt good at 6000rpm; 120km/h at 7000rpm felt like I was revving it a bit hard for long stretches, especially with a redline of 9000rpm. It was also very stable, even when I was provoking it to twitch and carry on, and it continued tracking straight and rock solid on the tight and epic windy roads up and down the mountains either side of Kangaroo Valley. The bike and quickshifter combined well with the Mitas XT Plus tyres and could comfortably double the speed sign recommendations. Thankfully, the electronics options are few, straightforward, and can be worked out while riding. If you want to go seriously off-road, choose the more minimalist Enduro version The Enduro R has simplified options compared to the Adventure R, and while I usually skip deep dives into the electronics (they can be very complicated), I was playing around with them to distract from how cold I was without the Adventure R’s windscreen. Turns out Street mode has less power down low and more up top, which is the exact opposite of what happens on the big KTMs. It makes sense as the bike is kinda underpowered, and less power down low in Offroad mode wouldn’t make sense. My favourite electronic setting was the Reduced mode on the TFT screen, which made the gear and speed info huge, so a quick glance down revealed the essential data in the shortest possible time. A dedicated Traction Control button would be nice. It’s a simple menu, but when you’re in third gear tapped up a gravel mountain road and hit erosion damage and get no drive at all, you want to hit a button rather than menu-dive. I think the only use for TC on a low-powered bike is uphill in slick mud, where it works very well. DIALLING IT IN At 105kg, I’m too heavy for the stock suspension, so I was the first to get mine adjusted; others soon followed. Marketing manager Rosie Lalonde even commented the bike felt better with the preload wound up. But while no one was saying the upgrade to Xplor Pro was necessary, all were keen to try it because expensive suspension is like a magic carpet when set up right. TFT dash can be configured for easier reading at speed I had no issues riding it after I maxed out the preload. Riding around the limitations was fine, but I’m very keen to try the up-spec Xplor Pro fork cartridge kit and shock. At 187cm, I would love a taller seat, mainly for the road sections. THE TORTURE TEST The older and more skilled I get, the more I prefer more difficult terrain, smaller bikes and lighter luggage. I recently sold my heavily adventure-ised Yamaha WR250R as the options for out-of-the-box ready smaller adventure-ised bikes were opening up with the Royal Enfield Himalayan and CFMoto 450MT. They’re both excellent bikes, but not quite high-performance. Was this bike going to be my unicorn? Our tester found the sidestand easy to kick down but thought it looks a bit ugly We had the luxury of riding without luggage, so the only thing to do was to send it and find the limits. Thankfully, we were doing the cornerman system, which is great to get a rest from this tiring sending it caper. Six journos put these two 390s through their paces, with a few remarking, “I don’t think these bikes were designed for this torture test.” You’ve got to admit that KTM knows how to keep its racer DNA alive in its road-registered models KTM didn’t actually say what they were designed for or for whom. With such a low price point, it’s easy to assume they’re for beginners or riders new to adventure bikes. Although it’s obvious where the cost compromises are, such as the cheaper WP Apex suspension and steel tanks instead of plastic, they excel where it counts: in handling, ergonomics and, dare I say, the TFT, which isn’t necessary, but when turning the key, you are confronted with “READY-TO-RACE”. I think the “R” tag is deserved. Despite the beating these bikes received in the ruts, washouts, deep bogs, single trail and long river crossings, I don’t think they were ever close to their limits, except for sending it off erosion mounds. Few adventure bikes can be launched without consequences, and these 390s weren’t close to being the exception. I saw a lot of riders scrubbing the savage pointy triangular ones and sending it off the smaller civilised mounds and always landing back-wheel first. One bike had some spokes come loose and another sucked in some water through the breather hose that caused the oil to go milky, but this can happen to any bike. Long-term longevity will be the bikes’ next test. What will they be like after being ridden like a scalded cat for 40,000km? Fuel tank capacity is 14 litres on the Adventure and 9 litres on the Enduro SPOILT FOR CHOICE At the end of Day 2, I had changed my mind so many times about my preference. The Enduro R is 159kg (dry), and the Adventure R is 6kg heavier with its bigger tank, larger dash and screen/tower contraption. I thought I would gravitate to the Enduro R because of the lighter weight, taller seat and because I love enduro bikes. But the Adventure felt better in most conditions. The extra weight over the front wheel made it feel more planted and it gave me more confidence. I started trying to pick faults with the Adventure. I accelerated, sliding it out of corners, leaning forward with my neck over the screen, hoping to prove it was too close and too tall… but it was perfect; it was even shaped to accommodate my chest as it lightly brushed against it at my full stretch. Hopefully this is not a view you get too often What about wheelies or braking? I couldn’t really notice a difference. I went off the track and started crawling over logs and big granite rocks. This is where the Enduro R outshone the Adventure R. That extra bit of top-heavy weight made a noticeable difference at very slow speeds, and the screen became distracting, especially up steep embankments when you need to get your body forward, and that screen comes for your neck fast. I was nervously expecting it to whack me between the eyes a few times as I manoeuvred the bike across some tricky rock sections. In an effort to constantly push the bike to the edge of my ability, I was often doing dumb stuff. Riding through deep brown bog puddles for the camera and trying to mono out from the deep in the centre, how forgiving and capable is it? For one photo, I suggested a simple line across some rocks, on top of a fire trail embankment, completely forgetting I was on the Adventure R when the Enduro R was the bike to be on. Off-road journo Clubby was actually first and made it look easy; I hit the lip of the launch rock and gave it a fist-full, coz I wanted to get the hero shot by lofting the front nice and high, maybe even a bar turn for major epicness… except I ran out of ability and the top-heavy Adventure started to depart from my intended trajectory. As we went our separate ways, somehow the front tyre hit the edge of a rock on the 45-degree roadside slope, jerking the bars. At that moment my right hand slipped off the grip and I slapped my right leg, and all I could hear was all the onlookers going “OHHHHHHHH!” Somehow, the next thing I know, I was sitting comfortably in the middle of the fire trail asking photographer Wilko, “Did you get it?” Did I mention I love small bikes? ‘Trying’ things on bigger bikes leaves little room for error, aka less fun. Small bikes like this are built to handle overzealous riders without spitting you off. You can really build some confidence in yourself by surviving situations that are so much more recoverable on a small bike. Back on the fire trails or wide single trail, I’d take the Adventure R any day. Combine that with a big wind deflector for the transport sections; yeah, it’s a win for me. So, who would buy the Enduro R? It’s cheaper, so maybe it’s a budget thing. New riders may be distracted by the big tower right in front of their eyes. Although the seat is lower and wider on the Adventure R, it feels taller than the Enduro R; there’s some weird spatial psychology going on there. One thing I’m sure of is that this is a great second bike for many people who don’t ride their big 1000cc+ ADVs off-road but keep a smaller single-cylinder bike for the trickier terrain. This could be perfect. Or buy two or three and go riding with your kids. BOOTS FULL, SMILES WIDE Back to the action, I can’t help thinking that Aquaman himself chose our route. The creek crossings we did were into the many dozens. New-model launches are about photos and video as much as the riding, so creeks and river crossings require multiple passes. Once our boots were full, no one complained. At ‘Shallow Crossing’ over the Clyde River, we were instructed to cross in a group of six. Sure, no problem. It was about 80m across, tidal and flowing quite fast, but only about 30cm deep. There were tall white posts showing the edge of the concrete causeway because there was no raised edge, which was weird, but I didn’t anticipate any problems; I live for these fun moments. I was at the back, and immediately my eyes widened at the vast amount of whitewash being thrown up and swirling all around me. The other guys seemed to be trying to make adjustments to the formation, and I was counter-adjusting to their movements. All of a sudden, there were no white posts to be seen! It looked like I was being towed behind a ski boat across open water. Then, whoa! I nearly clipped a white post. These posts better be on the causeway because I struggled to get away from the edge, trying to make only subtle adjustments so I didn’t overcompensate and spear the bike next to me off the other side. We all did a U-turn on the far side and sat in formation for the return trip. I skipped ahead to the second row, hoping it would be easier. A few guys remarked how weird the first pass felt, and many were muttering about the water flow and our speed might have been too fast. Then, on the way back, I realised the problem: this causeway was the slipperiest causeway in the world! My arse-end was pointing in a very different direction from the way I was travelling. Once we all realised the reality of our situation, we started having fun with it. Second gear, point and squirt. The solo runs were hilarious. Who could hang it out the longest? I was very surprised that it was so easy. Obviously, we were all riding correctly, standing with our weight over the front; sitting down would have felt super sketchy. Credit to the bike for giving only positive vibes in such a crazy situation. At the next river crossing, I wondered how far I could take this slippery causeway hoon act and dragged the front brake and got it up to fourth gear to make my best rooster tail. The sealed airbox is a nice change from a regular enduro, which can’t go very deep before drowning. The intake is up behind the headstock, which would be easily high enough for any river crossing I’d do. I’m definitely not a fan of up-to-the-headlight crossings! SMALL BIKES, BIG LESSONS On our final day, we had one more photo spot. A perfectly winding S-shaped fire trail section with a sandy base. Easy to slide, with some elevation changes and a few bumps to help loft the front and create those epic moments that sell bikes. Jordy and Wilko were ahead, set up with perfectly framed shots, waiting for the riders to deliver our part. During my first run, I wished I was on an 890. You really need to master the first corner, keep momentum into the next uphill corner, then casually loft the front on the exit while hitting the puddle for an epic splash. All this is much harder on the 390 because the 890 can make up for a lack of skill with a quick wrist flick, while the 390 will expose your shortcomings. Sure, we could just roll through, whatever, and the shots would still turn out fine. But for me, the challenge of becoming a better rider is what motivates me to ride in the first place. Touring to see sights bores me; facing the challenge is what excites me. Here’s the ultimate test of KTM’s sealed airbox. The intake is high up behind the headstock. The crew traversed the 80m-wide crossing of the tidal part of the Clyde River. Wonder who washed the salt out of the bikes later That’s what has me sold on these lighter, smaller bikes. Ride them, and you will improve. I see myself and my kids going on adventures together on small-bore ADV bikes. Even my 80-year-old dad should be on one, as his Aprilia Tuareg is getting a bit tall and heavy for him. Three of these cost nearly the same as one big-bore adventure bike. Improving takes years, but on smaller bikes progress happens much faster because it has to. You’ll master gear selection, carry corner speed, scrutinise the terrain and actually gain skills you’ll never learn on a big bike that most are afraid or too unfit to ride properly. These bikes suit both beginners and seasoned riders. By the end of Day 3, soaked boots, dry body (thanks to the Klim gear) and grinning about the future of small adventure bikes, I realised these 390s aren’t just bikes – they’re a throwback to when adventure meant being adventurous, nothing to do with size or money. Plus, whether it’s me, my kids, or my old man, they’re the kind of machines that help create a better rider. PROS – They feel lightweight, the Adventure looks like a Dakar bike at first glance, excellent handling, sealed airbox for deep river crossings, loved the Reduced mode on TFT display. CONS – Cheaper suspension, small capacity tank on the Enduro R, low seat height for my 187cm, the sidestand is easy to kick down but it looks a bit ugly. COMPETITION CFMoto 450MT – $9990 ride away Parallel-twin, 33kW (44hp), 44Nm, 220mm travel, 175kg dry Royal Enfield Himalayan 450 – $8490 ride away Single-cylinder, 30kW (40hp), 45Nm, 230mm travel, 181kg dry SPECIFICATIONS 2025 KTM 390 ADVENTURE R Engine Single-cylinder, 4-stroke DOHC, 398.7cc, 33kW (44hp) @ 8500rpm, 39Nm @ 7000rpm Transmission 6-speed, PASC slipper clutch Frame Steel trellis with bolt-on subframe Suspension Front WP APEX 43mm adjustable preload and rebound (230mm travel). Rear WP APEX adjustable preload and rebound (230mm travel) Brakes Front single 320mm disc. Rear 240mm disc. Bosch ABS with Offroad mode Wheels/Tires 21/18in spoked; 90/90R21 front, 140/80R18 rear (stock Metzeler Karoo 4) Dimensions Wheelbase 1481mm Seat height 870mm Fuel capacity 14L Dry weight 165kg. Price $11,295 ride away. 2025 KTM 390 ENDURO R Engine, Transmission, Frame, Suspension Same as Adventure R Brakes: F ront single 285mm disc. Rear 240mm disc. Bosch ABS with Offroad mode and full-off switch Wheels/Tires: 21/18in spoked; 90/90R21 front, 140/80R18 rear (stock Metzeler Karoo 4) Wheelbase 1475mm Seat height 890mm Fuel capacity 9L Dry weight 159kg Price: $10,695 ride away Contact: ktm.com/en-au.html The post AUSSIE LAUNCH | 2025 KTM 390 Adventure R & Enduro R appeared first on Australian Motorcycle News.

Triumph Motorcycles has released special edition versions of its Tiger 900 and Tiger 1200 adventure bikes with enhanced specification and competitive pricing. The Alpine and Desert editions are now available in Australia, with the Tiger 900 Alpine priced at $25,890 rideaway, Tiger 900 Desert at $26,990 rideaway, Tiger 1200 Alpine at $30,790 rideaway, and Tiger 1200 Desert at $32,490 rideaway. Both special editions feature distinctive paint schemes with new logos representing mountain peaks for Alpine versions and desert dunes for Desert versions. The Alpine editions build on the road-focused GT Pro platform, while Desert editions are based on the off-road oriented Rally Pro. The Tiger 900 Alpine comes finished in Snowdonia White and Sapphire Black with Aegean Blue accents, while the Tiger 900 Desert features Urban Grey and Sapphire Black with Baja Orange highlights. Each Tiger 1200 special edition offers a choice of two colour schemes. For the first time on Triumph adventure motorcycles, both Tiger 900 special editions come fitted with an Akrapovic silencer as standard equipment. The Alpine edition gains engine protection bars, while the Desert edition adds fuel tank protection bars for off-road durability. The Tiger 1200 special editions now include heated rider and pillion seats as standard, along with Triumph’s Blind Spot Assist and Lane Change Assist technologies developed with Continental. Suspension on the Tiger 900 Alpine comprises Marzocchi 45mm upside-down forks with 180mm travel, while the Desert edition uses Showa 45mm forks with 240mm travel. All Tiger 1200 models feature Showa semi-active suspension with 200mm travel front and rear. Standard equipment across both platforms includes Triumph Shift Assist quickshifter, a seven-inch TFT display with MyTriumph connectivity, and multiple riding modes. The Alpine editions offer five riding modes while Desert editions provide six, including an Off-Road Pro mode. Braking is handled by twin 320mm front discs with Brembo Stylema calipers on both models. The Tiger 900 Alpine runs Metzeler Tourance Next tyres while the Desert edition is fitted with Bridgestone Battlax Adventure rubber. Tiger 1200 models use Bridgestone A41 tyres on Alpine versions and Metzeler Karoo Street tyres on Desert editions. 1 of 11 Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. He also knows how to operate the big computery thing in the office. By night, Spencer plays guitar with Melbourne punk outfit LOUTS. The post Triumph unveils Alpine and Desert special edition Tigers appeared first on INFO MOTO. View full article

BMW’s updated R 1300 engine has found its way to the road-focused range as part of a ground-up redesign that packs a real punch Some people might say BMW’s boxer twin range is less exciting than the four-cylinder superbike engine in its S series models. This may be true, but those riders not bothered by mega-horsepower figures will find the R 1300 series a smarter and more comfortable proposition, while still having the grunt to let their hair down when required. The R 1300 range includes the naked, raw, yet refined R; the sleek, smooth, fully faired RS; and the uber comfortable, pillion friendly and surprisingly agile RT. Wattie got to ride the R 1300 range on a perfect cross-section of Aussie roads The R 1300 powerplant first appeared in the R 1300 GS a year or so ago and made a bit of a splash by pumping up power figures while slashing weight and physical size over the outgoing 1250. I have ridden the 1250 GS and the 1300 GS and the difference is significant in all the right places. I was super keen to throw my leg over the R 1300 R, RS and RT to fins out how this translated into the road models. Cast wheels are a class act Anyone who has had a proper look at an R 1300 GS will notice that a lot of identical or very similar parts have found their way over to the road bikes. Each of the bikes have four different spec levels to choose from: essentially a base model, one with essential options, a performance model and the top-of-the-range fully-loaded Option 719. The platform is essentially same as the GS models with some tweaks where required. The R, RS and RT have a lot in common, but at the same time feel like completely different animals. The R version is the lightest and most nimble of the three Common ground Obviously the big 1300cc boxer engine is shared across the models, pumping out 107kW (143hp) and 149Nm thanks to the shift cam set-up. The gearbox used to sit behind the engine on a 1250, but on the 1300 it sits below it and is encapsulated in the block to keep the whole unit lighter and more compact. Sports silencers are just one of the many options. You can literally build your own version of these bikes before delivery The cylinder heads are also now symmetrical when you look down from the rider’s seat and it feels a lot more modern now. There is still that sideways twist when you start the engine or rev it, so you know you’re still on a boxer. The engine feels and sounds a bit more refined than the first R 1300 GS felt, so I’m guessing there have been a few minor adjustments made within the engine to make it quieter. Easy to keep track of what’s happening with that TFT screen The pressed steel chassis does away with the old steel trellis set-up, helping again to reduce weight and physical size. The Evo-Paralever rear end, brakes and wheels are also the same across the three models. BMW’s Automatic shift assistant (ASA) is available on all of them, is standard fitment on the RT and most of the option packs for the R and RS. For the launch, all bikes were ASA equipped except one for reference. BMW is confident most bikes sold will have ASA. There are various seat options across the range, catering for sports and touring riders Having an automatic motorcycle sounds like the most bland and boring thing in the world, but it works amazingly well and soon becomes second nature. There is no clutch lever and the gear lever at your foot is connected to a switch rather than directly to the gearbox. So, in manual mode, you just click the gears like you have a quickshifter and every gearchange is buttery smooth and instant. Or just simply select auto mode and let the bike do the thinking for you. Neat cowling goes over pillion seat for a solo sports look Whatever you do, though, don’t blip the throttle while stopped at the lights in gear; it will just take off, whether you’re on it or not. The clutch is automatically operated and is almost flawless in its operation. I was doing full lock to full lock figure-eights in the carpark with my feet on the pegs on the RT by holding the revs slightly above idle and regulating speed with the rear brake. The RS has slightly more creature comforts than the R but is still sports focused The bikes share the same electronics package, which is quite extensive as you would expect (see breakout). Other than that, the bikes are like triplets separated at birth and raised by different families. Undeniably of the same DNA but adapted for different purposes. R 1300 R A wolf in sheep’s clothing comes to mind, especially on the performance variant. It vibes supernaked but smokes a cigar and wears a scarf. It’s stripped of all unnecessary weight and clutter to deliver a raw experience. Well, as raw as a sophisticated boxer twin twin can get. The engine and chassis are the stars of the show, the ‘bars are wide and the view forward is clear and uninterrupted. When you jump on the R, the seat feels low and the reach to the ‘bars is very relaxed. Being the lightest of the bunch at 239kg, it’s quick to turn and change direction. The boxer twin helps keep all the weight down very low, which makes it very easy to throw around compared to other bikes of a similar size and weight. The power delivery is highly addictive. A sharp surge of torque is available from low in the rev range, which propels the R out of corners like a SpaceX rocket. If you have the traction control off, the R can spin the rear wheel on command out of second gear corners, something I haven’t felt as comfortable doing on most other road bikes. Evo-Paralever shaft drive is the same as on the R 1300 GS but with a cast road wheel It is composed but deceptively fast. Revving out the big boxer is of no real benefit; just ride the low and mid-range torque and enjoy the surge. The upside-down telescopic fork with Dynamic Electronic Suspension Adjustment (ESA) is standard across the four available variants. There is no Telelever front end on the R and RS like you’ll find on the GS and RT. The ‘normal’ fork delivers better performance and feeling in road conditions. It dives like a conventional fork and allows you to load the front end deep into corners with confidence. Thanks to the ESA, the suspension is super compliant in the softer road mode and sporty once dynamic mode is selected. The performance variant features (along with a taller seat and lower ‘bars) a stiffer sports suspension that is identified by gold fork stanchions and red rear spring; this also increases ride height for achieving better lean angles. While noticeably increasing handling and cornering performance on smooth roads, it does detract from the comfort significantly on dodgy backroads. If carving corners and hunting sportbikes is your goal, the performance one is a no brainer. R 1300 RS While essentially the same bike as the R, the RS brings an air of sophistication to the table. A bit like James Bond, it’s a killer wearing a sharp suit. It’s a beautiful looking bike in my opinion (I’ve always had a soft spot for the K 1300 S). The RS carries an extra 6kg over the R but if you like a bit of comfort in between terrorising crotch rocket sportsbikes, this is the boxer for you. The full fairing offers reasonable protection from the elements and keeps the wind off your chest. The windscreen is manually adjustable; just give it a yoink and up it comes to deflect a bit more wind. The subframe on the RS is a bit different as it comes ready to accept the genuine pannier bag system so you can carve corners far from home. It may have an auto gearbox operation but you can still loft the front wheel under acceleration If you have a pillion, you will also be glad you opted for the RS over the R, as your passenger gets grab rails to hang onto. The subframe also houses the rear-facing radar for the riding assistant package. The handlebar is slightly narrower than the R, and a bit more swept back, making it a very comfortable and more upright ride. This more relaxed position gives less of a front-end aggressive feeling than the R when cornering. The RS feels like it rotates under you from side to side and it feels very light thanks to the low centre of gravity. As with the R, the performance variant of the RS has the same taller sports suspension, taller sports seat and lower handlebar to make the riding position slightly more aggressive. However, the performance version is not ready to accept pannier bags, so you can’t have your cake and it eat it too. R 1300 RT Not quite the Starship Enterprise, but the RT is the big dog of the boxer models. It is designed to cover bulk kilometres in extreme comfort with a pillion if required. It comes standard with expanding pannier bags in case you acquire things on your trip, a huge electrically adjustable windscreen, adjustable slipstream deflector to keep cold wind off your legs, stereo system, a weatherproof phone charging compartment, a screen bigger than some laptops, fog lights, central locking, ASA and heated grips. And that’s just the base model. The RT carries 24 litres of fuel, an extra 7 litres over the R and RS. It weighs 281kg wet. That sounds scary to sportsbike riders, but compared to tourers and cruisers, it’s light. The RT is set up for touring using BMW’s pannier system The RT is probably closer to a GS than the RS, as it has the Evo-Telelever front suspension. When you select the Dynamic riding mode, the Electronic Suspension Assistant (ESA) increases the rear ride height to alter the steering geometry and increase cornering clearance. This suspension, along with the low-slung boxer engine, makes it change direction and handle way better than it should; it’s kind of mind blowing. Even the RT’s passenger grabrails have heated grips It doesn’t dive under heavy braking, so you can brake late and still soak up the bumpiest of roads in crap situations, all while listening to K-Pop at full volume through the speakers. And let’s just say, that if the police start using R 1300 RTs, they will catch a lot more bikes trying to do a runner down a twisty backroad. Chasing after the R and RS bikes on the launch had me feeling like I was a cop myself. The big RT can be pushed very hard when required and then also split traffic in the city like a Vespa scooter. It will even chuck a wheelie if you so desire. The RT’s expanding pannier cases have internal lighting On the top-of-the-range Option 719 version, the pillion gets some extra niceties too. The back rest on the top box is heated, as is the seat and even the passenger grabrails. If they complain about that, just crank up the higher spec speakers and you probably won’t even hear them until you need fuel in about 500km time. Bliss. The big question to answer I went into this launch not knowing what to expect from the three models and which would be my favourite. I left possibly even more confused. When riding in the mountains on billiard table smooth mountain passes, the R 1300 R performance ticked all the boxes. I was like a rat up a drainpipe. Sticky tyres, 52-degree lean angles (I only got 57 degrees on the M 1000 RR on the racetrack) auto gearbox in manual mode so I could change gears when I wanted to, braking late and getting on the gas early had me forgetting all about the practicality I need out of a motorcycle. True key-in brain-out riding. Then the bumpy backroad sections came along and I was looking for the option 719 RS to rest my bum on and eat up all the bumps for me while enjoying the reduced wind noise. Then when the day was getting long, it was the RT that offered peace and respite while still making good time. The wind protection on the RT is so good, you can feel a tail wind from the air going over the top of you and swirling back behind the bike. One thing I do know is that I think I enjoyed the boxer twin over the higher revving S 1000 XR or S 1000 R, and it was just as fast. For the crappy roads I ride and the occasional pillion tagging along, I think the RS would be the one in my shed. But only because I’m not quite ready to give up being a ratbag and settle into an RT. PROS – 1300cc engine is the jewel in the crown, auto box smooths out gear changes, making it very capable in all situations. CONS – Colours linked to spec levels, can’t have performance model with luggage and there isn’t a blue RS in my garage. Electrical Engineering WOW, THERE is no possible way to try every single setting or option on these bikes without having one long term. But let’s have a look at the features: • Dynamic traction control (DTC). Each ride mode has a dedicated setting, and with Pro Modes (optional) you can adjust the TC level on the fly. You can also turn it off via the multi-function menu. • Dynamic Electronic Suspension adjustment (ESA). Selectable between Dynamic or Road depending on what mode you are in. In the back menu you can then also select from different stiffness settings for Dynamic and Road ride modes. This could almost make the Sports suspension to be as soft as the regular suspension and vice versa. • Dynamic Chassis Adaption (on the RT only). This increases the rear ride height to raise cornering clearance and change the chassis geometry for better handling. • Dynamic engine brake control (MSR). • Ride modes: Eco, Rain, Road, Dynamic, Dynamic PRO (optional). Only four of these can be available at a time, so choose wisely before the ride. • Integral ABS Pro. More than simply ABS, there is rear lift control, brake force distribution and cornering ABS. • Automated shift assistant (ASA) (optional). Essentially an auto gearbox but with a manual lever to change gears yourself if desired. Different shift programs for Eco, Road or Dynamic modes and they also adapt to your riding style. • Riding Assistant (optional). Active cruise control, front and rear radar for front and rear collision warning and lane change warning. • Hill start control (HSC). You can turn this on or off, but it will hold the brake on for you on a hill. • Anti theft alarm. • Tyre pressure monitor (RDC). You can set target pressures and it will warn you if they drop out of the target range. They also account for the tyre temperature to stay super accurate. • Electric windscreen (RT only). Up and down with the push of a button. It’s like having your own climate control. • Heating. Heated grips, rider’s seat and passenger seat. Pillion backrest and grab handles (optional on RT). • Central locking system. For panniers, fuel cap and top box. • Storage compartment for your phone (RT only). • Headlight Pro (Optional) to light up the sides of the road better during cornering at night. • Full phone integration for calls, messaging and music. Bluetooth to headsets to link it all together. Integrated navigation (RT). • Keyless ride, keep your key fob in your jacket pocket. THE COMPETITION Yamaha FJR1300AE – $34,949 (ride away) Honda NT1100 DCT – $24,692 (ride away) Honda Goldwing Tour Premium – $53,171 (ride away) KTM 1390 Superduke R – $31,995 (ride away) Kawasaki Ninja 1100SX SE – $22,491 (ride away) KEY SPECS ENGINE & PERFORMANCE 1300cc liquid-cooled boxer twin, DOHC, 4 valves per cylinder, 13.3:1 compression, 107kW (143hp) @ 7750rpm, 149Nm @ 6500rpm, six-speed gearbox with shaft drive and optional Auto Shift Assistant. Claimed top speed 200-240km/h CHASSIS & SUSPENSION Pressed steel main frame with cast alloy subframe; Evo-Paralever rear end and Dynamic Suspension Adjustment (DSA) across the range. R and RS run upside-down telescopic forks (140mm travel); RT uses Evo-Telelever (149mm front / 158mm rear) BRAKES & WHEELS BMW Linked ABS Pro with twin 310mm front discs and 4-piston calipers; 17in cast alloy wheels with 120/70 ZR17 (front) and 190/55 ZR17 (rear) tyres ELECTRONICS Cornering ABS, traction and engine brake control, dynamic brake control, hill-start assist, active cruise control, radar-based collision and lane-change warning, keyless ride, multiple ride modes (Eco, Rain, Road, Dynamic, Dynamic Pro). RT adds Dynamic Chassis Adaptation, electric windscreen and more comfort features DIMENSIONS & CAPACITIES R: 239kg wet, 17L tank, seat 785-840mm RS: 245kg, 17L, seat 790-845mm RT: 281kg, 24L, seat 780-860mm COLOUR OPTIONS R: Snapper Rocks Metallic, Racing Blue, Light White, Blackstorm Metallic RS: Racing Blue Metallic, Blackstorm Metallic, Light White, Brooklyn Grey Metallic RT: Alpine White, Blackstorm Metallic, Racing Blue Metallic, Blue Ridge Mountain Metallic PRICES (RIDE AWAY): R from $24,695; RS from $25,610; RT from $43,020 CONTACT bmw-motorrad.com.au The post AUSSIE LAUNCH | BMW R 1300 R, RS & RT appeared first on Australian Motorcycle News.

Yamaha Motor Australia has unveiled its 2026 Supersport motorcycle range, headlined by an extensively updated YZF-R7 that brings a comprehensive suite of advanced electronics and chassis refinements to the middleweight class. The revamped R7 represents the most significant update to the model since its introduction, with Yamaha adding IMU-enabled rider aids, a completely revised frame and swingarm, updated suspension, and aerodynamic next-generation styling that maintains the bike’s R-Series DNA while pushing performance boundaries. 1 of 5 Central to the 2026 R7’s transformation is a six-axis Inertial Measurement Unit derived from the YZF-R1 superbike. This technology enables a comprehensive electronic suite including lean-sensitive traction control with four intervention levels, slide control, lift control, brake control, engine brake management, and launch control. Each system can be individually adjusted to rider preference through the new Yamaha Ride Control interface. The third-generation Quick Shift System now handles both clutchless upshifts and downshifts, operating above 16km/h with upshifts available above 2000rpm and downshifts above 1600rpm. A new five-inch full-colour TFT display features four selectable themes plus a dedicated track mode, while smartphone connectivity through Yamaha’s Y-Connect app enables call and message notifications, music control, and full turn-by-turn navigation via the Garmin StreetCross app. Yamaha has completely revised the R7’s high-tensile steel tubular frame for enhanced rigidity in all directions while maintaining the same weight as the previous model. The asymmetrical swingarm has been redesigned to optimise stiffness, and the fully-adjustable KYB forks now feature lighter pistons and springs for more agile handling. New lightweight SpinForged aluminium wheels reduce unsprung weight and rotational inertia, improving suspension action and cornering response. The bike rolls on high-performance Bridgestone Battlax Hypersport S23 rubber. Aerodynamic updates include a compact front fairing, slim side fairings, new winglets, and LED turn signals integrated into the mirrors. The minimalist LED headlight combines with the R7’s signature M-shaped duct and tail wing to project unmistakable R-Series character. Ergonomics have been refined with handlebars positioned slightly higher and closer to the rider, a redesigned seat shape with lower height, and a new fuel tank profile that improves grip and rider movement. The proven 689cc high-output and 655cc LAMS-legal CP2 twin-cylinder engines return with tuned induction using the same intake duct shape and asymmetrical funnel lengths as the MT-07. Track enthusiasts gain Y-TRAC Rev app compatibility, enabling communication with pit crews, lap timing, virtual pitboard functionality, and ride data analysis displayed in real-time on the TFT screen. The 2026 YZF-R7 will be available in both LAMS and high-output versions from June 2026 at $16,549 rideaway. A 70th Anniversary Edition featuring iconic white and red speed block livery, gold Yamaha Tuning Fork emblems, and an Anniversary Edition badge will retail at $17,049. Yamaha celebrates seven decades since the 1955 founding of Yamaha Motor Company with special 70th Anniversary editions across the R-Series lineup. The limited-edition models feature white and red speed block livery inspired by the legendary 1999 YZF-R7 Superbike. The range-topping YZF-R1 and R1M return technically unchanged except for new colours and graphics. The R1 gains a 70th Anniversary Edition joining the Team Yamaha Blue variant, while the R1M continues with its high-specification package including Brembo brakes, KYB forks, and carbon fibre winglets. The YZF-R1 arrives in February 2026 at $33,749, with the 70th Anniversary Edition priced at $34,799 and the R1M at $42,549. Following its dominant debut season in World Supersport competition, the YZF-R9 returns for 2026 unchanged except for a new 70th Anniversary colour scheme alongside Team Yamaha Blue and Raven options. The versatile 890cc triple will be available from February at $23,699, or $24,499 for the Anniversary model. The entry-level YZF-R3 continues with fresh colours including Mint Green/Matt Black and a 70th Anniversary Edition. Priced at $9499, or $9799 for the Anniversary version, the R3 arrives in December 2025. Yamaha has repriced the track-only YZF-R6 RACE to $16,649, making the supersport weapon more accessible for track day riders and racers. The stripped-down machine features YCC-I and YCC-T technology, slipper clutch, close-ratio six-speed transmission, and Quick Shift System. The YZF-R15M remains available now at $6499. 1 of 3 Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. He also knows how to operate the big computery thing in the office. By night, Spencer plays guitar with Melbourne punk outfit LOUTS. The post 2026 Yamaha Supersport range: Heavily updated YZF-R7 leads line-up with 70th Anniversary Editions appeared first on INFO MOTO. View full article