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Japan enters the electric era Honda’s all-electric WN7 has already had a soft launch – appearing as a concept bike last year and with photos and basic specs announced earlier in 2025 – but the full details were revealed at EICMA including the all-important range and power figures. It’s the first full-size, full-performance electric production bike from any of the Japanese brands, and since Honda’s name is on the tank, it can lay a claim to be the most significant battery-powered production model that the world has yet seen. Honda’s record, remember, includes mobilising the globe with the Cub and revolutionising the superbike with the CB750 and later the Fireblade. Can the WN7 be another CB750 moment? Or is it destined to be one of Honda’s bold failures like the DN-01? Only time will tell, but we now know the hand Honda is playing. On the face of it, the WN7 isn’t holding a royal flush. In full-power form, the electric motor puts out 50kW, while the bike weighs 217kg, putting it more into the realm of some low-powered cruisers than a comparable ICE roadster. It’s a performance level not a million miles from the old Harley Sportster 1200, for example, but even so it’s impressive that we are able to compare an electric bike at all to a combustion-engined machine, and an indication that the technology has improved vastly over the years. The peak torque, 100Nm, is more impressive, and allows the WN7 to use a single gear ratio, helical-cut to keep the noise down and eliminate lash, paired to a belt final drive that, again, is quieter than a chain. Top speed? 129km/h is the outright peak, with the bike capable of sustaining a continuous maximum of 127km/h. Again, not amazing, but enough to keep up with traffic. The liquid-cooled motor is fed by an air-cooled, 349.44-volt, 9.3kWh battery pack, giving a range of 140km under WMTC test conditions. More importantly, perhaps, it’s unusual among electric motorcycles in using a CCS-2 connector that allows both AC and DC charging. At home, you’d use AC – the battery will charge in around 2.4 hours from a car-style 6kVA home charger, or in 5.5 hours simply plugged into a conventional mains electricity socket – but on the go it can use the sort of DC rapid chargers used by most electric cars, which can take the battery from 20% to 80% full in just 30 minutes, giving another 89km of range. It’s typical to use the 20% to 80% figures because you’re unlikely to leave charging until the battery is completely empty, and the last 20% of charge takes a disproportionately long time – again, a feature of Li-ion batteries, not the WN7 alone – so it makes more sense to stop at around 80% than to try to reach 100% at a roadside charger. The WN7 has four drive modes – Standard, Sport, Rain and Econ – and you can alter deceleration through three levels using a finger/thumb paddle on the left bar, using it like a downshift to increase the regenerative ‘engine-braking’ effect when required. The instruments are a 5-inch TFT, albeit with some unfamiliar readouts, and there’s all the normal phone connectivity for music, calls and nav. The chassis is, essentially, the battery case – a cast aluminium monocoque – fitted with non-adjustable 43mm Showa forks and a preload-adjustable rear monoshock, plus Nissin brakes with cornering ABS. The 1480mm wheelbase is relatively long, but the 25-degree rake is borrowed from the CB1000 Hornet, which is something of a template for the bike’s dimensions. The seat is 800mm high, with low-ish pegs and an upright riding position that reflects the fact that the WN7 is intended more for use in cities than on highways. The pricing, where it’s been announced, significantly undercuts existing electric bikes like the Zero S and LiveWire S2 models, putting it closer to the likes of the Can-Am Pulse. The post EICMA 2025 | Honda WN7 appeared first on Australian Motorcycle News. View full article

Automated clutch system spreads to more models for 2026 Honda’s E-Clutch system debuted a couple of years ago on the CBR650R and CB650R before being adopted by the company’s CL300 and Rebel 300 and for 2026 it’s going more mainstream – appearing as an option across the CB500 range as well as on the CB750 Hornet and Transalp. Five new bikes get the E-Clutch option in 2026: the CB500 Hornet, NX500 and CBR500R, as well as the larger CB750 Hornet and Transalp parallel twins. For the bigger bikes, the adoption of E-Clutch means the system – which retains a conventional clutch lever, but adds a servo mechanism so you can start, stop and shift gears without using it – is paired with ride-by-wire for the first time. That means the CB750 Hornet and Transalp E-Clutch models can auto-blip on downshifts, while automatically modulating the clutch, to perfectly rev match. The smaller, 500cc twins don’t get the ride-by-wire, but as on the CB650 models the E-Clutch still allows clutchless up and downshifts as well as letting you stop or pull away without touching the lever. As on the original version, you can override the E-Clutch at any time by pulling the lever as normal, or you can switch the system off to operate the bikes in fully manual form. The E-Clutch adds only around 2kg to each model, although the CB750 Hornet E-Clutch is 4kg heavier than the base version and the Transalp E-Clutch’s weight rises by 6kg, because those machines get additional bodywork, a bellypan for the Hornet and a new aluminium skid plate for the Transalp, when the E-Clutch is fitted. The 2026 Transalp, in both standard and E-Clutch form, also gets revised suspension adding compression and rebound damping adjustment to both ends. The post Honda E-Clutch range expands appeared first on Australian Motorcycle News. View full article

Ducati has revealed the fourth-generation Hypermotard at EICMA 2025, marking 20 years since the original prototype debuted at the 2005 Milan show. The Hypermotard V2 and Hypermotard V2 SP represent a complete redesign of the iconic fun bike, built around an entirely new technical platform featuring the 890cc Ducati V2 engine and a unique monocoque frame. The standard V2 weighs 180kg (kerb weight without fuel), 13kg less than the outgoing 950 model, while the SP variant sheds a further 3kg to tip the scales at just 177kg. Both versions deliver 89kW (120hp) at 10,750rpm and 94Nm of torque at 8,250rpm from the new V2 engine, which features variable valve timing (IVT) for strong performance across the rev range. Key technical features include the segment-unique monocoque frame that integrates the engine as a structural element while also serving as the airbox. The rear subframe returns to tubular steel construction, echoing the original Hypermotard, while a new aluminium double-sided swingarm draws inspiration from the Panigale V4’s hollow symmetrical design. The Hypermotard V2 features fully adjustable 46mm Kayaba suspension and cast alloy wheels wearing Pirelli Diablo Rosso IV tyres. Braking comes courtesy of dual 320mm discs gripped by Brembo M4.32 monobloc calipers. The SP version receives premium Ohlins NIX30 48mm forks and an STX46 rear shock, both fully adjustable. Forged aluminium wheels save 1.56kg while reducing rotational inertia, paired with sportier Pirelli Diablo Rosso IV Corsa rubber. The upgraded Brembo M50 calipers further enhance braking performance. Electronics include a six-axis IMU managing cornering ABS with four intervention levels, Ducati Traction Control, Wheelie Control, Engine Brake Control, and the second-generation Quick Shift system. A new 5.0-inch TFT display offers three viewing modes, with the SP adding Ducati Power Launch and Pit Limiter as standard. The design draws heavily from the 2005 prototype while incorporating modern Ducati styling cues. The double-wing fuel tank, streamlined front end, dual under-seat exhausts and floating rear light all reference the original Hypermotard 1100. The SP’s distinctive livery celebrates the model’s 20th anniversary with an oversized logo extending across the front fairing, contrasting with white forged wheels and gold Ohlins suspension. Australian pricing has not been announced. The Hypermotard V2 arrives in European dealerships in April 2026, with North American delivery following in May. Australian availability is scheduled for October 2026. Ducati’s EICMA presence Ducati displayed an extensive 2026 lineup at EICMA 2025, with the Italian manufacturer presenting its most comprehensive range ahead of the company’s 100th anniversary. The fifth-generation Monster, revealed digitally days earlier, made its first public appearance at the Milan show. The completely redesigned naked bike features the new V2 IVT engine in a lighter, more compact package while retaining the iconic design elements that have defined the Monster since 1992. Ducati also previewed the 2026 DesertX, featuring the new V2 engine and progressive rear linkage suspension. The updated adventure bike weighs 206kg (kerb weight without fuel) and produces 110hp at 9,000rpm with 92Nm of torque at 7,000rpm. Full details will be revealed in February 2026, with European deliveries beginning in May. The off-road range expanded with two world premieres: the Desmo250 MX and Desmo450 Enduro, both arriving through Ducati’s specialist off-road dealer network in July 2026. Two limited-edition Panigale V2 models honour Ducati Lenovo Team riders Marc Marquez and Francesco Bagnaia. The MM93 and FB63 versions feature forged wheels, Ohlins steering dampers, lowered clip-ons and racing screens, finished in liveries celebrating each rider. New Corse liveries inspired by Ducati’s 2025 MotoGP bikes are available for the Panigale V4 S and Streetfighter V4 S, while traditional Giallo Ducati yellow returns as a colour option for the Panigale V2 and Streetfighter V2. The display also included the championship-winning Desmosedici GP ridden by Márquez to the 2025 MotoGP title, the Panigale V4 R that secured Ducati’s 21st Superbike Manufacturers’ Title, and the Desmo450 MX campaigned at the Motocross of Nations. 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 Ducati unveils all-new Hypermotard V2 at EICMA appeared first on INFO MOTO. View full article

Royal Enfield has revealed a striking new version of its adventure motorcycle, the Himalayan Mana Black, alongside a significant product lineup celebrating the brand’s 125th anniversary at EICMA 2025 in Milan. The Himalayan Mana Black Edition takes inspiration from the formidable Mana Pass region, one of the world’s most challenging high-altitude routes. Finished in Stealth Black with matte detailing, the special edition brings increased specification for off-road riding to the familiar Himalayan 450 platform. The Mana Black is equipped with Black Rally hand guards, a Rally seat for enhanced grip and long-distance comfort, a Rally mud guard for rugged trails, and tubeless spoked wheels combining durability with modern convenience. The anniversary showcase was headlined by the new Royal Enfield Bullet 650, which brings the 650cc parallel twin engine to the brand’s longest-running nameplate. The Bullet has been in continuous production since 1932 and retains its iconic steel tubular spine frame, hand-painted pinstripes, tiger lamps and vintage-inspired 3D winged badge in this latest iteration. Royal Enfield also unveiled the Classic 650 125th Anniversary Special Edition, featuring a distinctive ‘hypershift’ paint application in red and gold that creates a dynamic visual effect. The finish shifts between bright and dark tones depending on viewing angle. The limited-edition Shotgun 650 x Rough Crafts Drop was introduced as a collaboration with custom builder Rough Crafts. Limited to 100 individually numbered units globally, the special edition features real gold leaf striping, a hand-cast solid brass tank badge, quilted leather seats, gold fork inner tubes and contrast cut alloy rims. Royal Enfield’s electric mobility brand Flying Flea debuted the scrambler-styled FF.S6, designed for urban exploration with off-road capability. The lightweight electric motorcycle features USD front forks, chain drive, and a staggered wheel setup with 19-inch front and 18-inch rear wheels. Australian pricing and availability for the new models has not yet been announced. 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 Royal Enfield unveils Himalayan Mana Black and celebrates 125 years at EICMA appeared first on INFO MOTO. View full article

Honda has taken the wraps off its groundbreaking V3R 900 E-Compressor Prototype at EICMA 2025 in Milan, showcasing what could be a significant leap forward in motorcycle technology with the world’s first electronically controlled compressor system fitted to a production motorcycle. The prototype builds on last year’s V3 concept, now confirmed with a 900cc displacement housed in Honda’s distinctive water-cooled 75-degree V3 configuration. The headline feature is the electronically controlled compressor, which Honda claims delivers precise boost control and high-response torque from low in the rev range. According to Honda, the forced-induction system enables the 900cc engine to match the performance of a 1200cc naturally aspirated unit while improving environmental efficiency. The prototype’s design features asymmetrical side fairings and debuts Honda’s new “Flagship WING” tank emblem, which will be gradually introduced across the manufacturer’s top-tier models from next year. The engine layout maintains a focus on slim, compact packaging despite the addition of the compressor system. Honda positions the V3R 900 E-Compressor Prototype as a milestone in its ongoing development program, though the company has not yet confirmed production timing or pricing for the Australian market. The forced-induction approach represents a departure from traditional naturally aspirated sportbikes, potentially signalling a new direction for high-performance motorcycle engines as manufacturers balance power output with efficiency requirements. 1 of 6 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 Honda unveils revolutionary V3R 900 E-Compressor prototype at EICMA appeared first on INFO MOTO. View full article

Honda Australia has announced a comprehensive update to its 2026 motorcycle lineup, headlined by the all-new CB1000GT sports tourer and the expansion of its E-Clutch technology across multiple models. The CB1000GT will arrive in Australia in early 2026, marking Honda’s entry into the high-performance sports touring segment. Built on the CB1000 Hornet platform, the new model combines the engine from the CBR1000RR Fireblade with increased comfort and range for long-distance touring. Australian deliveries will be available in Grand Prix Red, with pricing and full specifications to be confirmed closer to launch. “The CB1000GT brings incredible power from the CBR1000RR Fireblade, mixed with increased comfort and range,” said Chris Schultz, General Manager, Powersports and Products at Honda Australia. “We believe that this nails the brief of the ultimate High Performance Tourer that’s truly fitting for some of the most amazing roads that Australia has to offer.” Honda’s E-Clutch technology will expand significantly across the 2026 range, with the NX500, CB750 Hornet and XL750 Transalp all gaining the semi-automatic system. The CB750 Hornet and XL750 Transalp will also receive throttle-by-wire technology for the first time. Currently available on the CB650R and CBR650R, the E-Clutch option has been chosen by almost two-thirds of buyers, demonstrating strong market appeal. The system allows gear changes without using the clutch lever, offering both simplified operation for learners and performance benefits for experienced riders. Honda Australia is also evaluating two additional models for the local market. The WN7, Honda’s first full-size electric motorcycle based on the EV FUN concept, is under consideration along with the CB1000F, a retro-styled naked bike based on the CB1000 Hornet platform. The 2026 range will also see colour updates across multiple models including the CB500 Hornet, CBR500R, CBR650R, CB650R, XL750 Transalp, NT1100 and GL1800 Goldwing range. The NT1100 will gain electronic suspension alongside its existing DCT transmission option. Further pricing, specification and colour details will be released as each model approaches its Australian launch date. 1 of 14 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 Honda Australia Confirms CB1000GT sports tourer, E-Clutch expansion for 2026 appeared first on INFO MOTO. View full article

BMW Motorrad Australia will launch the all-new F 450 GS adventure bike in mid-2026, with pricing starting from $10,600 rideaway. The F 450 GS marks BMW’s re-entry into the learner-approved adventure segment, powered by a newly developed 420cc parallel-twin engine producing 35kW (48hp) at 8,750rpm and 43Nm of torque at 6,750rpm. The engine features a 135-degree crankpin offset and balance shaft for smooth running and characterful power delivery while meeting Euro5+ emissions standards. With a ready-to-ride weight of just 178kg, the F 450 GS achieves a strong power-to-weight ratio for both on-road and off-road performance. Fuel consumption is rated at 3.8 litres per 100km, providing a range of over 350km from the 14-litre tank. The motorcycle features a six-speed transmission with an up/down quickshifter as standard across all variants. The Trophy model introduces Easy Ride Clutch (ERC), a centrifugal clutch system that automatically engages based on engine speed, allowing clutchless operation for starting, gear changes and manoeuvring while retaining the clutch lever for manual intervention. Standard equipment includes three riding modes (Rain, Road and Enduro), ABS Pro, Dynamic Brake Control, Dynamic Traction Control and engine drag torque control. The front brake uses a Brembo four-piston fixed calliper with 310mm disc, while the rear features a two-piston floating calliper with 240mm disc. Suspension comprises a 43mm KYB upside-down fork with 180mm travel at the front and a KYB central spring strut with travel-dependent damping at the rear. The Sport variant adds adjustable fork compression and rebound damping. The F 450 GS features cast aluminium wheels wearing tubeless tyres, a tubular steel frame, 845mm seat height, 6.5-inch TFT display with connectivity, LED lighting including the signature X daytime running light, and USB-C charging port. BMW Motorrad Australia will offer three variants at launch: the F 450 GS Exclusive in Cosmic Black ($10,600), F 450 GS Sport in Racing Red ($10,850) and F 450 GS Trophy in Racing Blue Metallic ($11,390). An additional model with enhanced off-road focus is under development, with details to be announced in Q1 2026. Steven Dunn, General Manager of BMW Motorrad Australia, said GS models represent 45 per cent of all BMW Motorrad sales in Australia. “We very much look forward to providing a new entry point to the range with the F 450 GS,” Dunn said. “This new model brings all the typical qualities of GS – robust performance, superior balance and smooth running – in a highly appealing, accessible package.” Ed note: Images provided by BMW Motorrad have been AI generated. 1 of 10 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 BMW F 450 GS set for Australian launch in mid-2026 appeared first on INFO MOTO. View full article

Vastly popular SV650 spawns mid-size ‘crossover’ bike When Suzuki launched its 776cc parallel-twin engine in the GSX-8S and V-Strom 800 – and has since adopted it in the GSX-8R, GSX-8T and GSX-8TT – it looked like the company’s old 645cc V-twin would be consigned to the history books after more than 25 years of sterling service in the SV650, V-Strom 650 and other models. But instead it’s getting a new lease of life in one of the surprise packages for 2026 – the SV-7GX. Don’t be fooled by that ‘7’ in the name. The engine is still the familiar 645cc V-twin, albeit with a few tweaks to hit the latest European emissions rules and cement its place in Suzuki’s range for the foreseeable future. With 54kW at 8500rpm and 64Nm at 6800rpm, its performance is essentially unchanged, but there are modern ride-by-wire throttles and a revised exhaust with extra oxygen sensors to keep within the emissions rules. A bidirectional quickshifter is added, too, as well as multiple power modes, with A, B and C settings, the last of them limiting power to 45kW for wet riding. The chassis is still the tubular steel trellis of the most recent generation of SV650, but with a beefed-up subframe to suit the SV-7GX’s style. Like the GSX-S1000GX, the SV-7GX is classed as a ‘crossover’ by Suzuki, with a tall riding position but 17-inch wheels at both ends, combining the stance of an adventure bike with street-oriented handling and grip. Suzuki’s parts bin engineering helps keep R&D costs down, but also means that the SV-7GX’s right-way-up forks, similar to the SV650’s, look a little old-fashioned compared to some of its rivals, and feature axial-mount Tokico four-pot brakes instead of the more up-to-the-minute radial calipers that have become commonplace over the last decade or so. The riding position is taller than the SV650’s, but still sportier than the V-Strom 650’s, with a 795mm seat height. A large, 17.4-litre fuel tank is key to the new styling, along with a modern-looking nose fairing reminiscent of the larger GSX-S1000GX’s design. It’s clear that machines like Yamaha’s Tracer 7 are in its sights, along with Kawasaki’s Versys 650 and Triumph’s Tiger Sport 660, which all use the same approach of combining adventure bike proportions with 17-inch, road-oriented wheels and tyres. The post EICMA 2025 | Suzuki SV-7GX appeared first on Australian Motorcycle News. View full article

Hornet-based sports tourer targets Tracer 9 Spinning multiple models from a shared engine and chassis has long been the key to benefiting from economies of scale and achieving remarkable value for money – and that’s precisely Honda’s tactic with the new CB1000GT that takes its bones from the CB1000 Hornet and wraps them in a sport-touring skin. The result? A bike that promises a level of performance, equipment and ability of machines carrying a much higher purchase price. The CB1000GT is the third machine to arrive on the CB1000 platform, following the Hornet and the retro-style CB1000F that was launched just weeks ago, but it’s much more than just a Hornet-in-a-fairing, with some noteworthy technical improvements including Showa EERA electronic suspension to compete with bikes like Yamaha’s Tracer 9 GT+ and Suzuki’s GSX-S1000GX+. Let’s start, though, with the engine. It’s the same 1000cc four-cylinder that appears in the other CB1000 models, based on the 2017 Fireblade’s unit. For the GT, it’s in a 110kW state of tune, hitting that peak at 11,000rpm. It’s a whisker lower than the Hornet’s 111.6kW (and another notch below the Hornet SP’s 115.8kW), but a substantial step ahead of the 91kW version of the engine fitted to the CB1000F. Max torque of 102Nm arrives at 8,750rpm. For the GT, the engine’s ride-by-wire throttles are harnessed to a six-axis IMU that enables cornering traction control, as well as cornering ABS, and there’s a quintet of riding modes on offer as well as a standard up-and-down quickshifter. The chassis is the Hornet’s ‘diamond’ steel design, but with a stronger subframe to cope with the GT’s load-lugging potential. A longer swingarm is fitted, upping the wheelbase by 10mm to 1465mm, and there’s more trail to increase stability while retaining the same 25-degree rake. Showa’s EERA electronically adaptable suspension is a key element of the new bike, with three preset damping modes and a programmable ‘user’ setting. Brakes are from the Hornet, with the same Nissin calipers and 310mm discs, but the addition of that cornering ABS system. The dash is Honda’s familiar 5-inch TFT unit, with all the usual connectivity gizmos, and there’s keyless ignition as standard. Unlike some rivals, the GT’s luggage comes as standard in the form of removable side cases giving a combined 65 litres of space, and there’s an optional 50-litre top box to boost the capacity even higher. Speaking of litres, the tank holds 21 litres, promising an impressive touring range. That half-fairing features an adjustable-height screen, with five positions over an 81mm range, and there’s the option of a taller version if needed. The seat comes in at 825mm high, with more padding than the Hornet, and the pegs are the same, lower design that first appeared on the CB1000F. The post EICMA 2025 | Honda CB1000GT appeared first on Australian Motorcycle News. View full article

Is this 2026’s most important new bike? The entire adventure bike boom of the last two decades is based almost entirely on the incredible popularity of BMW’s big R-series GS boxer models. But today there’s an increasing shift towards smaller, wieldier machines – with bikes in the 400cc to 500cc category becoming ever more popular – so BMW’s decision to create a completely new F450GS parallel twin could be a masterstroke. We’ve known about the F450GS for a year: it was shown as a concept in November 2024, so there was never any doubt that it would reach production in 2026, but there are still surprises in store including BMW’s take on an automated clutch system – dubbed ERC (Easy Ride Clutch) – that’s standard on the top version and optional on the others. Like Honda’s E-Clutch it retains the normal lever, so you can override the system, but means you can pull away and stop without manually operating the clutch at all. The F450GS appears in four variants: Basic, Exclusive, Sport, and GS Trophy. All use the same engine, a brand-new 420cc parallel twin with an unusual 135-degree crank angle that sets it apart from the more common 180-degree and 270-degree parallel twins of its rivals. With a 72mm bore and 51.6mm stroke, paired to a 13:1 compression ratio, the engine puts out 35kW at 8,750rpm and 43Nm at 6,750rpm. It’s paired to a conventional six-speed box and an optional up/down quickshifter, while the optional ERC system makes it more like a semi-auto. ERC itself works more like MV Agusta’s SCS clutch than the Honda E-Clutch. Instead of a servo-activated, computer-controlled clutch, it has a centrifugal clutch like a scooter, which disengages when the engine revs drop to idle. Unlike most scooters, though, the clutch remains firmly engaged on the overrun until revs get very low, so you still have conventional engine braking. You can also use the normal clutch lever to hold higher revs while pulling away or manoeuvring if you prefer. While the Basic model is stripped back and all-black, the Exclusive adds more riding modes, different pegs, handguards, plastic under-engine protection, the quickshifter and a screen. The Sport takes the Exclusive spec but adds red paint and adjustable sports suspension, while the range-topping GS Trophy gains metallic blue paint, an aluminium engine guard, the adjustable suspension and a tinted screen, plus the ERC transmission option as standard. The frame is a steel trellis, using the new engine – built, like BMW’s 313cc ‘310’ single, by TVS in India – as a structural component. There’s KYB suspension front and rear, with 43mm forks that gain adjustable compression and rebound damping on the Sport and Trophy. A 19-inch front wheel is paired to a 17-inch rear, both cast alloy as standard, with wire-spoked wheels as an option, while the brakes combine a Brembo radial front caliper with a ByBre rear. Weight? Just 178kg ready-to-ride. Electronics include a large, 6.5-inch TFT dash and three standard riding modes – Rain, Road and Enduro, while the Exclusive model and above all get an extra Enduro Pro mode as well. The post BMW F450GS Finally Unveiled appeared first on Australian Motorcycle News. View full article

More power, less weight for Bologna’s hyper hooligan Ducati continues to excise the last vestiges of its desmodromic-valved V-twin engine from its range by launching the Hypermotard V2 for 2026 as a replacement for the Hypermotard 950. That seemingly small name change underplays how substantial the redesign is: the Hypermotard V2 is really a completely new bike, following in the footsteps of the latest Panigale V2, Streetfighter V2, Multistrada V2 and Monster by adopting Ducati’s 890cc V-twin engine. It replaces the 937cc Testastretta that powered the Hypermotard 950, and eliminates the Desmo valvetrain that’s been a signature of V-twin Ducatis since the early 70s in favour of conventional, sprung valves. The fact that Ducati calls its latest twin-cylinder engine simply ‘V2’ is a clear signpost that it’s intended to be the sole V-twin powerplant in the company’s range. It’s already replaced the 955cc Superquadro engine in the Panigale and Streetfighter as well as the Testastretta in the Monster and Multistrada, and with the launch of the Hypermotard V2, only the DesertX is left with a liquid-cooled, desmodromic V-twin engine. While it lacks Desmo and drops a few cubic centimetres compared to the Testastretta, the V2 engine has variable intake valve timing and boasts a claimed 120hp, up from 114hp for the old bike. It’s a lighter, more compact engine, too, helping bring the bike’s kerb weight down from 193kg to 180kg without fuel, while the SP version is lighter still at 177kg. That’s partly down to the engine itself, which is around 6kg lighter than the Testastretta, but also because the V2 is designed to be a completely structural part, doubling as the bike’s main frame. The swingarm – now a double-sider instead of the old single-sided design – mounts directly on the engine, while the steering head is fixed to a small aluminium monocoque that bolts to the cylinder heads and also houses the airbox. The seat subframe is still a tubular steel trellis to keep a visual tie to the old Hypermotard, which first debuted in concept form exactly 20 years ago in 2005 before reaching production in 2007. Suspension is via fully-adjustable 46mm Kayaba forks and a preload-and-rebound adjustable monoshock on the base model, while the SP version switches those for Ohlins components, 48mm NIX30 forks and an STX46 shock. The SP also upgrades the brakes from Brembo M4.32 radial calipers to Brembo M50s, while switching the six-spoke cast alloy wheels for five-spoke forged alloys that slice even more weight from the bike. Like virtually all new Ducatis, there’s a host of three-letter initialisms for an array of rider assists including cornering traction control, cornering ABS with four selectable modes, wheelie control, engine braking control, launch control and even a pitlane limiter. While the DesertX still currently retains the old Testastretta engine, leaked information from Ducati’s own type-approval documents shows that a version of that bike with the 890cc ‘V2’ motor is coming in 2026, eliminating the last vestige of Ducati’s desmodromic, four-valve, liquid-cooled, V-twin engine heritage from the company’s range. The Scramblers, with their air-cooled, two-valve Desmo engines look set to remain for the moment, though, and Ducati is still using desmodromic valves in its highest-powered Desmosedici Stradale V4 engine, used in the Panigale V4, Streetfighter V4 and the RS versions of the Multistrada V4 and Diavel V4. The post New Ducati Hypermotard V2 Breaks Cover at EICMA appeared first on Australian Motorcycle News. View full article

Norton Motorcycles has lifted the covers off its flagship Manx R superbike at EICMA 2025, marking the centrepiece of what the historic British marque is calling its “Resurgence” – a comprehensive rebirth backed by more than £200 million in investment from parent company TVS Motor. The Manx R represents the first of six new models planned as part of Norton’s strategic transformation since TVS acquired the struggling brand in April 2020. It’s a motorcycle that deliberately challenges superbike conventions, eschewing the aero wings and aggressive styling of rivals in favour of what Norton calls “reductive luxury” – clean surfaces, hidden fasteners, and a focus on accessible real-world performance rather than headline power figures. Real-world performance philosophy At the heart of the Manx R sits an all-new 1200cc 72-degree V4 engine producing 153kW (206hp) at 11,500rpm and 130Nm of torque at 9,000rpm. While those figures might seem modest compared to some rivals pushing beyond 220hp, Norton’s approach is deliberately different. The company analysed 18,500 miles of real-world riding telemetry to understand how riders actually use their motorcycles on public roads. The conclusion? True on-road performance lives below 11,000rpm, in the midrange where overtaking happens and corners exit. “This isn’t an upgrade, the Manx R’s V4 powerplant is all-new, a muscular and gutsy engine specifically developed with an operating range that brings any road alive,” said executive director at Norton Motorcycles Nevijo Mance. “Through a stand-out torque delivery, the V4 is engineered for the real world by delivering torque where and when it matters.” At 204kg dry, the Manx R achieves Norton’s engineering target of 1hp per kilogram, delivering explosive acceleration in the rev range where riders actually ride. Advanced Tech Without the Wings The Manx R debuts several segment-leading technologies, including semi-active Marzocchi suspension co-developed specifically for Norton, and Brembo’s new HYPURE brake calipers making their Norton debut. The semi-active suspension continuously adjusts compression and rebound damping at both ends based on throttle input, braking, cornering angle and road conditions. Five riding modes – Rain, Road, Sport, and two customisable Track profiles – allow riders to tailor the experience from comfortable touring to track-focused aggression. Perhaps most unusually for a modern superbike, Norton has included cornering cruise control – a rarity in the segment – allowing riders to maintain steady speeds through bends. An 8.0-inch TFT touchscreen provides full connectivity including GoPro integration, while the comprehensive electronics suite includes cornering ABS, traction control, wheelie control, launch control, and a quickshifter with auto-rev matching. Design philosophy: Less is more Under the creative guidance of Professor Gerry McGovern, known for his work repositioning Jaguar Land Rover brands, Norton has adopted a radically different aesthetic approach for its new generation of motorcycles. “Modernity, innovation and luxury are not terms you immediately think of when considering classic motorcycle brands,” said McGovern, Norton’s Chief Creative Advisor. “Motorcycles and cars are different, yet they share fundamental values. Chief among them is the ability to stir emotion.” Simon Skinner, Norton’s Head of Design, explained the brand’s “less-is-more” philosophy: “The Manx R is a superbike model without wings, lines, decals and creases. We’ve focused on creating a technical sculpture, inspired by high-end timepieces with exposed workings to showcase their execution and surfacing sophistication.” The result is a motorcycle with hidden fasteners, carbon fibre bodywork and wheels, a single-sided swingarm, and an underslung exhaust – all contributing to a clean, purposeful aesthetic that Norton believes will appeal to riders seeking individuality over conformity. The TVS effect Norton’s transformation has been enabled by significant investment from TVS Motor Company, India’s fourth-largest motorcycle manufacturer and a global powerhouse that produces 4.7 million vehicles annually across 90 markets. Since acquiring Norton in 2020, TVS has invested over £200 million in a new state-of-the-art manufacturing facility in Solihull, West Midlands, capable of producing 8,000 motorcycles annually. The workforce has grown by 25 per cent in preparation for Manx production. “Norton is a proudly British brand with a UK base for our design, development and engineering, and through TVS Motor, it now has a platform for a global manufacturing and distribution network,” said executive director at Norton Motorcycles Richard Arnold. The company plans to expand its retail network to over 200 showrooms across the UK, USA, India and Europe by early 2026 when the Manx R launches. Four models lead the charge Beyond the flagship Manx R, Norton revealed three additional models as part of its initial product offensive: Manx – A more upright, street-focused version of the Manx R, sharing the same V4 engine and design philosophy but with ergonomics suited to everyday riding. Atlas – An adventure bike described as “The British Army Knife,” pairing a lightweight chassis with flexible power delivery for both on and off-road capability. Atlas GT – A road-focused adventure tourer designed to “Conquer Rush Hour, Chase Horizons,” with alloy wheels and road-biased setup for commuting and long-distance touring. All four models share Norton’s design principles of “modernity, integration, drama and connection” – what the company calls “Nortonness.” Heritage meets innovation Norton’s history stretches back to 1898, with legendary models including the Manx racing bikes that dominated the Isle of Man TT in the 1950s, and the innovative Commando of the 1960s and 70s. The brand’s racing pedigree includes multiple TT victories and championship wins. “The reputation of Norton is founded on innovation,” said Mance. “When Pa Norton, our founder, went racing, he did it with a bespoke chassis and a bespoke engine, where at the time, no one else did. Innovation was there from the very start. Our reputation is forged on that application of innovation – it’s our DNA.” The new Norton logo, revealed alongside the motorcycles, represents a modern interpretation of the brand’s heritage, designed to carry Norton into its next chapter. Australian market implications While Norton hasn’t yet confirmed specific details for the Australian market, the planned global expansion to 200+ showrooms suggests local representation is likely. Pricing hasn’t been announced, but the premium positioning, advanced technology, and limited production volumes suggest the Manx R will compete at the top end of the superbike segment. The Manx R is scheduled to launch in early 2026, with the other models following as part of Norton’s measured product rollout. For a British brand with such a storied history, the TVS-backed resurgence represents perhaps the most significant investment and comprehensive product plan Norton has ever seen. Whether the gamble of choosing character over outright power, and elegance over aggression, resonates with modern superbike buyers remains to be seen – but Norton is clearly betting that there’s a market for riders who want something different. The full story Last month, INFO MOTO travelled to Bangalore, India, to observe Norton Motorcycles’ new operations under TVS. Listen to the latest episode of the INFO MOTO Podcast presented by Autoglym to hear all about it. Norton’s £200M Comeback: Manx R Superbike & Inside TVS’s Hosur Factory 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. 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