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KTM comes out kicking with a bike that could redefine the supersport class Sportsbike fans have been sitting on the edge of their seats for what seems like an eternity waiting for the eagerly anticipated KTM 990 RC R. We first saw its MotoGP-inspired 947cc prototype in early 2024 but, due to KTM’s recent financial upheavals, it has taken until now to officially launch the dramatically styled 990 RC R. KTM needs its first new model since the Mattighofen factory resumed production to come out punching from the bell, and on first impressions it appears to have done so. New TFT screen is impressive Don’t be fooled, the RC R is not a 990 Duke in a fancy aero suit. It has a completely new steel tube frame and aluminium subframe, swingarm and linkage, while its wheelbase and steering geometry are completely different to its naked stablemate. The only major component shared between the two models is its eight-valve parallel twin powerplant, albeit with a different exhaust and fuelling. KTM is clearly confident in its first pure road-going sportsbike since the RC 8R and treated us to two full days of testing: one on Spanish roads on a standard bike fitted with Michelin Power Cup 2 rubber, followed by one on track with Michelin track day slicks fitted. Can the new 990 RC R go as quick as it looks on track, while also being a versatile and useable road bike? We headed to a very hot southern Spain to find out. First impressions In the flesh, it looks like a mini MotoGP bike. I love the fact that KTM hasn’t held back, and where possible tried to mimic their Moto GP RC16s, even adding little shark gills on the side of the fuel tank. Look at that seat; pillions are going to have to be brave. The wings, of course, only work at high speed (13kg of downforce at 239km/h according to KTM), and on the road are mainly for show. But there’s no arguing the RC R’s intent or purpose. Remove the badges and even its trademark Electronic Orange paint (black is the option), and it would still clearly be a KTM. Move in closer and you start to understand how much KTM has put into their new flagship sportsbike. That 8.8-inch widescreen dash has built-in sat-nav – there are no apps to download – and is navigated by switchgear we’ve not seen on a KTM previously. While you might have guessed at WP suspension, fully adjustable APEX items front and rear are a notch up from the norm, ditto the latest Hypure Brembo calipers, paired with an MSC lever and radial master cylinder. Winglets add to the design intent of an all-new supersport While the components ooze high-end quality, the base bike’s price starts at a competitive £13,450 on sale in the UK (it is expected to arrive Down Under in the first quarter of 2026 with local pricing named closer to the Australian official launch). That said, after 1500km of using Demo Mode, owners have to decide which electronic goodies they want to keep. The additional Track Pack will be £452 and the full Tech Pack (with Track Pack included) £896, meaning the actual price of our test bike rose to £14,346 (around $A29k). Screen looks small, works well The obvious competition comes from Ducati and Yamaha, with the Ducati Panigale V2 priced at $24,500 and V2 S at $26,800 whereas the less powerful Yamaha R9 starts at $23,299. On the road With a leg thrown over the rather tall pillion perch, the flat race-like 845mm seat is good and roomy. The screen is generously tall and the ‘bars are nice and wide. The standard footpegs are also adjustable in two settings, race and road, and, in the standard road position, compound that sense of space. Adjustable MSC lever and radial master cylinder finish off the brake package The standout feature, though, is the touchscreen, all 8.8 inches of it. It’s a little awkward to operate in race gloves but you don’t really need to as the new switchgear is intuitive and straightforward to navigate. The screen is clear and can be customised easily. That integrated sat-nav, for example, can be shown on a split screen using only a small percentage of the dash, or as the dominant feature displayed. Wide touchscreen can be split to view multiple functions On the standard bike there are four riding modes: Rain, Street, Sport and Custom. Should you opt to keep the Demo Mode, there is an additional Track mode and two further Custom modes. You can easily change modes on the fly, from the right ‘bar, as well as turn up or down or switch off that traction control via a paddle shift on the left ‘bar. The RC R remembers and saves your last setting when the ignition is switched off. I opted for the Street mode to start as we went in search of some mountain roads. First impressions were of super-clean fuelling at low speed, a smooth-action (optional) quickshifter at both low and high rpm and, despite those MotoGP looks, suspension that didn’t rattle my bones as we rode over speed humps and potholes. The steering lock is a little restricted, which is possibly down to the stroke of the (standard) steering damper but, overall, the RC R functions extremely well in town for a sportsbike. It even sounds great with the odd burble on the overrun. Wide touchscreen can be split to view multiple functions On fast main roads ridden at freeway speeds, the 990 RC R’s practical side continued to shine as its screen and bodywork deflected much of the windblast as a I sat in a normal, upright position. Tuck in – there’s plenty of room to do this – and the screen is very effective. There is optional cruise control if you want it and, with the footpegs in the lower position, you could churn out some serious kays. Like most bikes in this class, its only failing is the poor mirror view. At speed, I couldn’t tell if it was the police following or just a BMW with roof bars… The Black paint option looks pretty cool as well It only takes a second or two to flick between Street and Sport mode, making it easy to explore the potential – and it’s all about the torque and the midrange. On a few occasions I went down a couple of gears for an extra kick of acceleration, but there was really no need. Maximum torque arrives comparatively early in the rev range at 6750rpm, delivering midrange drive that’s far stronger than that of traditional inline four-cylinder 600s. We soon hit some lovely open corners, which we took at speed and with lean. The WP APEX suspension worked without fuss on their uneven surfaces, soaking up road imperfections and undulations. The ride isn’t soft, plush would be a better description, and certainly not like that of the radical sportsbike the RC R’s image portrays. Instead, the feel is of a chassis tuned to match the road. The more miles I covered, the clearer it became that the 990 RC R is not a race bike that’s been pressed into road riding duty. It is, instead, a sweetly focused and rapid road bike. Before our first stop, we hit some tight and twisty switchback mountain roads with excellent grip and no traffic, and it was knee-down left to right as one corner fed blissfully into another. Despite my aggressive riding, the suspension, hitherto so compliant and easy going, gave enough support and feedback to encourage me to attack an unfamiliar road at speed. You can see the attention to detail here, right down to colour-matched bolts The steering is excellent; not razor sharp but relaxed as well as accurate. Race-spec Hypure Brembo calipers (and 320mm front discs) are not as brutal as they look and at road speeds have enough feel to allow you to trail brake a little to the apex. There are four ABS strategies: Street ABS, Sport ABS, Supermoto+ABS and Supermoto ABS, the last two having no cornering function. By now, I’d selected my own custom mode featuring Supermoto ABS and no wheelie control, and played with the TC (on the move), sometimes increasing its intervention through dusty sections of road and removing it once clear – again all easily done on the fly. In my custom mode the RC R became playful, popping the odd wheelie and having fun, but still there were rider aids in the background just in case. The RC R is not as playful as the naked 990 Duke, probably due to its 5mm longer wheelbase and 5kg heavier overall weight, but it’s still fun in the true KTM tradition. Use the LC8c’s torque, put your faith in the rider aids, and just enjoy the road, scraping the odd kneeslider from time to time. It sure looks like a racer with lights added After lunch, we were invited to ride free by following the sat-nav and I managed to find the bumpiest road in Spain. But it was amazing how well the standard WP APEX suspension coped. It was brilliant. In fact, on unfamiliar and imperfect roads ridden at speed, the KTM was in its element. The riding position was commanding and comfortable, the ride of the highest quality, and all that torque kept the pace high without effort or drama. We even had a short freeway stint where the KTM proved thoroughly competent (apart from those mirrors). My only concern after day one was whether KTM has produced an excellent road bike at the expense of track ability. Can it deliver on track? The prospect of heading into Turn One on the Seville track on cold Michelin trackday slicks didn’t give me huge confidence, which is why I opted for the standard Sports mode, with Sport ABS, and a nice safety net just in case. As it did on the road, the RC R proved easy going and manageable. I’ve ridden this track often, but this time it was easier than ever with so much torque to hand. Adjust away here to your heart’s content until you can get your elbow down By session two, I had Track mode in play, and with only 95.6kW (128hp) peak power, predicted only a small jump in performance between it and Sport mode. The throttle, however, is noticeably more responsive (without being sharp), and the RC R surges even harder on that fabulous spread of torque. Again, it’s about the drive, not the overrev. You could argue that the KTM lacks the excitement of supersport four-pot screamers but the KTM twin is easier to ride fast. Lazier but still quick. By session three, it was time to play with the WP APEX suspension as we were getting to the limits of the standard set-up. I needed a little more support to cope with the extra grip and speed, meaning more spring preload and rebound damping (adjustable from the fork top) to the 48mm fork with compression left standard, and more support all around on the rear shock, which is easy to do. I opted to leave the footpegs in the standard road settings as ground clearance wasn’t an issue and, like many of my years, I prefer a roomier riding position. Footpeg position is adjustable With these tweaks dialled in, the KTM felt even sharper. The steering especially was more eager, and the overall package felt lighter. The final section of track is extra tight, with maximum lean from left to right, and a true test of steering and agility. The KTM was good, but I wouldn’t say as light or fluid as the Ducati V2 I recently rode at Seville at the start of this year. Again, the highlights were the versatility of the engine thanks to its torque output, and the KTM’s overall ease of use. On corners where I would normally be in second gear, I could use third. If I wanted to forget about the lap timer, I could short shift and just have fun. The KTM doesn’t feel quick but is, which is ideal for those relatively new to riding on track. Pillion passengers are going to have to be brave, very brave, and suck it up with a smile The Brembo Hypure brakes showed no indication of fade and were strong without being overly sharp. Maybe I was expecting a little more potency, but I loved their feel, and the ABS wasn’t intrusive (ridden in Supermoto or Supermoto +). If I were to be extra critical, I would have liked to have changed the engine brake strategies because the bike occasionally ran into the corner a little too quickly, like a two-stroke, for my taste. I had this feeling on the road, but it was amplified on track. The front-end feeling on track was nine out of 10 but not perfect near the limit. This is a highly subjective area and could be down to the fact that we were using trackday tyres, not race tyres. Also, the fork offset is, at 33mm, relatively big for a sportsbike, with trail reduced compared to the 990 Duke. All this aside, I had to trust the front grip, rather than feel it when my elbow started dragging apexes. Brakes are among the best available today This is all right on the edge, though. The feeling from the rear was excellent throughout, so much so I could feel the 180-section tyre fall away, especially towards the end of the day. There’s a live connection with the chassis that instils priceless confidence, and when I had a few progressive torque-induced slides in the last session I added a little more TC just in case. It’s so easy to do even at race pace, with the simple thumb and finger toggle on the left ‘bar. It’s worth mentioning, too, that the fuel tank shape, complete with six designated contact points for the rider, and seat are supportive when you’re trying these crazy elbow-down angles of lean for the camera. Lean, mean and with the KTM ‘born to race’ attitude I’d like to try the 990 RC R with full blanket-warmed race slicks. I’d also like to play with the engine braking (which is only possible if you fit the race kit exhaust), but I’m nitpicking at an excellent bike here. Considering how well it worked on the road, it shouldn’t work this well on track. Verdict KTM needed to produce something special to regain the public’s trust in the brand and to come out of their corner fighting. After two days of testing it appears they have done so. Fuel tank gives you several points of contact for trackwork It looks dramatic, like a scaled down MotoGP bike, yet it’s usable as an everyday sportsbike on the road. Ergonomics are excellent for this type of machine; the dash is class-leading, there’s tonnes of grunt through the midrange backed up by excellent rider aids, which are easy to access. On track, it’s equally as impressive; very easy to ride fast, and again the torque really shines. The Brembo Hypure brakes are top class, so too the chassis’ excellent feedback and rider aids, which complement your riding and can be personalised to match your style and mood. You can’t say the headlight dominates the styling! KTM’s Demo Mode splits opinions, and you will have to spend extra if you want all the electronic bells and whistles, but that aside it’s hard not to like the KTM 990 RC R. It even comes with a four-year warranty and wide service intervals. I’m impressed but the big test will be against the competition from Ducati and Yamaha – we can’t wait for that showdown. PROS – Making a middleweight sportsbike work equally well on the road and track is a hard task, but KTM has pulled it off. CONS – Minor quibbles like mirrors and we have to wait yet longer for Aussie availability and pricing. HORSES FOR A COURSE In a brave, bold or, perhaps, unlucky coincidence, KTM launched their all-new 990 RC R at the same track Yamaha launched their R9 and Ducati launched their Panigale V2. Both are direct competitors to the KTM. Sadly, we can’t really compare lap times, as the R9 I rode ran treaded track day Bridgestones, the KTM Michelin track day slicks, and the Ducati I punted had WSBK Pirelli slick race tyres. On paper, the KTM has the most torque and most power, and you could argue the highest spec, complete with an impressive 8.8-inch-wide dash, fully adjustable suspension, and Hypure Brembo stoppers. The Yamaha is cheaper and the Ducati possibly more desirable and a fraction lighter. On track, it’s going to be close. I’ve ridden all three in isolation and think it might just come down to the nature of the track as the KTM has the power and torque, but the Ducati might be a little more racy and faster steering. Only time will tell. THE RIVALS Ducati Panigale V2 S Engine 890cc V-twin Power/torque 90kW/93.3Nm Weight 176kg (wet/no fuel) Price $26,800 ride away Yamaha R9 Engine 890cc triple Power/torque 87kW/93Nm Weight 195kg (wet) Price $23,299 ride away SPECIFICATIONS ENGINE Capacity 947 cc Type Liquid-cooled, 4v per cylinder, four-stroke, parallel twin Bore & stroke 92.5mm x 70.4mm Compression ratio 13.5:1 Transmission Six-speed Clutch Cable operated PASC slipper PERFORMANCE Power 95.6kW (128hp) @ 9500rpm (claimed) Torque 103Nm @ 6750 rpm (claimed) Top speed 260km/h (estimated) Fuel consumption 5.1–4.7L/100km ELECTRONICS Type Fuel injected Ride-by-Wire DKK Dellorto. Bosch EMS Rider aids Four rider modes (with three optional additional modes), traction control, and cornering ABS. Opt – Anti-wheelie, Launch Control, MTC Slip Adjuster, MSR slip regulation, Cruise Contorl, Quickshifter+, and Adjustable throttle response Rider modes Rain, Street, Sport, Custom (opt Track and 2x Custom) CHASSIS Type Chromium-molybdenum-steel frame using the engine as stressed element, powder coated Rake 24.2 Trail 98.5mm Wheelbase 1481mm SUSPENSION Type WP APEX Front 48mm, USD, fully adjustable,147mm travel Rear Single rear shock, fully adjustable 134mm travel WHEELS & BRAKES Wheels Cast aluminium Front 3.5X17 Rear 5.5X17 Tyres Michelin Power Cup 2 Front 120/70/x17 Rear 180/55/17 Brakes Cornering ABS four settings standard Front: 2 x 320mm discs, Brembo four piston radial Hypure calipers Rear 240mm disc, two-piston caliper DIMENSIONS Weight 195kg (ready to race) Seat height 845mm Ground clearance 163mm Fuel capacity 15.7l SERVICING & WARRANTY Servicing First: 1000km/ 7500km/1500km 60,000km valve check Warranty 4 years (country dependent) BUSINESS END Price TBA Colour options: Orange, Black Contact www.ktm.com The post WORLD LAUNCH | 2026 KTM 990 RC R appeared first on Australian Motorcycle News.

Radical ‘modular displacement’ donk to power a new MV platform A V5 engine will power a future MV Agusta platform across multiple segments, from Supersport to Naked and Touring. The Italian company revealed a concept engine, saying it had ‘a modular displacement range’ from 850cc to 1150cc, capable of delivering over 180kW (240hp) at more than 16,000rpm and a beefy 135Nm of torque at 8500rpm. MV’s CEO Luca Martin explained the internals to AMCN’s Alan Cathcart: “We basically have two engines coupled together – an inline three-cylinder in front, and a parallel-twin behind, to make it easier for the rider’s knees to be brought closer together. Each bank of cylinders has its own crankshaft, coupled via a central gear pinion, and are contra-rotating to cancel out the gyroscopic inertia of the rotating masses. This improves the bike’s handling, especially the steering, and also minimises vibration.” Martin pointed out the so-called Cinque Cilindri is narrower than an inline-four and shorter than a V4. “So it’s a very compact, high-performance design,” he said. “It weighs under 60kg, so it’s no heavier than the equivalent four-cylinder motor. “But on top of this, we decided to try to save weight, as well as to simplify the design, by electrifying this engine as much as possible, in order also to reduce friction and increase performance significantly. So, that means the Cinque Cilindri is a standard internal combustion engine, but as is happening increasingly often right now in the car world, several ancillary functions like the water pump and the oil pump and other vital components are electrically rather than mechanically driven, with their own electric motors.” While the project is in its early stages, with the engine not being run yet, Martin says it is a key part of MV’s future. “This is definitely an all-new future MV Agusta engine platform for a future range.” The post 180kW MV Agusta V5 Engine Incoming appeared first on Australian Motorcycle News. View full article

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.