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Limited to just 100 units worldwide, the latest collaboration between German luxury automotive specialist BRABUS and Austrian motorcycle manufacturer KTM pushes the boundaries of two-wheeled performance and design. BRABUS has announced the BRABUS 1400 R Signature Edition, marking the next evolution in its partnership with KTM and succeeding the previous BRABUS 1300 R model. Based on the current KTM 1390 Super Duke R EVO platform, this limited-edition machine represents the most powerful motorcycle in BRABUS’s exclusive lineup to date. At the heart of the BRABUS 1400 R SIGNATURE EDITION lies a 1350cc LC8 V-Twin engine delivering an impressive 140kW (190hp) and 145Nm of torque. The powerplant is complemented by a bespoke underseat dual-pipe exhaust system that not only enhances the bike’s striking appearance but also produces what BRABUS describes as a “thrilling soundscape.” The motorcycle features advanced WP APEX Semi-Active Technology (SAT) suspension with electronically controlled magnetic valves, allowing riders to adjust damping from maximum comfort to track-ready settings at the touch of a button. Stopping power comes from Brembo’s latest HYPURE four-piston monoblock brake system, with 320mm wave discs at the front and a 240mm disc at the rear. True to BRABUS’s “Black and Bold” design philosophy, the 1400 R Signature Edition showcases extensive use of exposed-structure carbon fiber components, finished in the exclusive “Midnight Veil” color scheme. The WIDESTAR bodywork package includes a carbon front fender, LED-equipped mask featuring a daytime running light design inspired by BRABUS signature stripes, side spoilers, fuel tank fairing, and belly pan. Rolling on 17-inch BRABUS Monoblock II EVO “PLATINUM EDITION” forged wheels, the motorcycle pays homage to one of BRABUS’s most iconic wheel designs. Additional carbon fiber touches include the rear wheel cover, single-sided swingarm cover, and chain guard. The interior workshop at BRABUS has handcrafted a bespoke seat combining BRABUS Masterpiece leather with Dinamica microfiber, featuring embossed BRABUS logos. The attention to detail extends to form-optimized side winglets that enhance aerodynamics at the rear. Riders can select from five dedicated rider modes, STREET, SPORT, RAIN, PERFORMANCE, and TRACK, each offering tailored power delivery, traction control, and suspension settings. All information is displayed on a large TFT color screen that greets riders with a special BRABUS animation on startup. Each of the 100 numbered units comes with an exclusive accessories package, including a premium tailored indoor cover, high-grade BRABUS exhibition carpet, a leather cover, and a carbon fiber key box. The BRABUS 1400 R Signature Edition is priced at €41,933 ($AUD74,146), positioning it firmly in the ultra-luxury motorcycle segment. 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 BRABUS and KTM unveil ultra-exclusive 1400 R Signature Edition hyper-naked appeared first on INFO MOTO. View full article

Aero updates and a new face headline changes to Kawasaki’s meanest, greenest beast – with just 10 RR variants coming to Australia Kawasaki has outlined a comprehensive update for the 2026 Ninja ZX-10R, led by a new aero package with larger, externally mounted winglets, a redesigned “family face” with hybrid projector/reflector headlights and repositioned Ram Air intake, chassis geometry and suspension revisions, an Öhlins mechanical steering damper, a larger 5-inch TFT with new display logic, and expanded smartphone connectivity. The ZX-10RR returns for 2026 with its track-focused specification and distinct suspension and engine componentry. Aero and styling: larger winglets, new family face The 2026 ZX-10R replaces the previous cowl-integrated winglets with larger units that project from the fairing sides. Kawasaki specifies a 25% gain in downforce with a 0.3% increase in drag, the latter attributed to the larger frontal area. Wing angle of attack was set to manage the lift/drag trade-off, while the structure is designed not to overreact to rapid attitude changes (acceleration, braking, banking). The aim is reduced air resistance, more stable load transfer and lighter, more natural steering, with a particular benefit on corner entry where added downforce increases front-tyre loading and feel. The winglets are ABS resin, with the upper elements blending into chin spoilers below the headlights to form a continuous visual and aerodynamic theme. The new “face” is something many Kawasaki devotees have been asking for for some time, and pairs compact mono-focus LED projector low-beams with reflector-type high-beams and position lamps. Deep-set reflectors create a darker, more compact visual when unlit, and black extensions between beams contribute to a cleaner finish. The central Ram Air intake moves above the headlights, with ABS fins directing flow into the duct. Gloss-black accents around the intake highlight the feature and tie into the new graphics package. Bodywork adopts a wedge-like silhouette from front to rear: a near-horizontal screen-to-pillion line contrasts with an upswept lower-body line that begins beneath the front tyre, flows through the side cowl outlets and into the tail, adding visual mass at the front and converging surfaces towards the tail. The ZX-10R debuts a racing-inspired Lime Green with an accent of legacy Kawasaki blue shared across Ninja, KX and KLX models to unify the brand’s performance range. Fairings have been completely reworked to align with the new aero and styling direction. Engine and emissions updates The 998 cc inline-four maintains prior performance while meeting cleaner emissions targets. A second O2 sensor is added downstream of the catalyst to complement the upstream sensor, aiding emissions control. Catalyst quality is increased and physical size reduced to minimise any weight penalty. On the ZX-10RR, the valvetrain (including camshafts) is now common with the standard model, while the RR retains its lightweight Pankl pistons and titanium connecting rods for a quicker-revving character on track. Chassis geometry and suspension: tuning for aero load Chassis changes target traction and corner-exit drive in line with the additional front load generated by the winglets. The swingarm pivot is raised by 2 mm to improve rear-wheel traction and increase secondary cornering force, aiding “steer from the rear” technique on track. Rear suspension linkage components are revised to alter lever ratio; spring rate shifts from 95 N/mm to 92.5 N/mm and damping is retuned, making it easier to initiate pitch and improving control from mid-corner to exit. At the front, spring rate remains 10.5 N/mm, but fork height is reduced from 3 mm to 1 mm for a slightly less forward-leaning stance, with damping adjusted accordingly. The ZX-10RR adds a super-hard titanium coating to the fork inner tubes to reduce stiction and improve compliance, and it runs distinct rear spring preload and damping baseline settings compared with the ZX-10R. Öhlins mechanical steering damper A race-quality, adjustable Öhlins twin-tube mechanical steering damper is standard. The secondary tube functions as a reservoir, and the internal design targets stable damping under racing loads and strong kickback absorption. An integrated clamp and high-precision construction reduce sliding friction for smoother initial motion. 5-inch TFT instrumentation and rider interface A new 5-inch full-colour TFT sits closer to the cover glass via bonding, with IPS technology for wider viewing angles and more vivid colours. The display auto-switches between white and black backgrounds based on ambient light and offers two rider-selectable brightness levels. Two layouts are available: Type 1 features an analogue-style tachometer, core vehicle data and optional turn-by-turn cues, while Type 2 presents a bar-style tachometer along the top with a lap timer. A race-style shift lamp is built into the housing with three selectable alert modes: flashing tachometer, flashing shift lamp, or both. Display functions include speedometer, tachometer, gear position, fuel gauge, odometer, dual trip meters, current/average fuel consumption, range, average speed, total time, battery voltage (Type 1), max lean angle, intake air temperature (Type 1), coolant temperature, clock, indicators for Riding Mode, KTRC, Power Mode, KEBC, KLCM, KQS, and Electronic Cruise Control, plus service reminders, smartphone call/mail notices and battery level, headset/voice command/riding log status, app connection status, an Economical Riding Indicator (Type 1), low-battery, warnings and service messages. Type 1 supports turn-by-turn guidance; Type 2 includes a lap timer. Smartphone connectivity and app functions Rideology The App Motorcycle enables wireless connection for vehicle info (fuel, odometer, maintenance log), riding logs with GPS routes and running data, phone/mail notifications on the dash, general display tuning (including shift-up indicator timing/pattern), and Kawasaki Riding Management where Riding Modes (Road, Sport, Rain, Rider) and support features like KEBC and KQS can be pre-set and synced when near the bike. Navigation allows turn-by-turn directions on the TFT, with route creation, waypoint management and POI search on the phone. Voice Command supports hands-free control of app functions. Navigation and Voice Command require a licence and availability varies by country; owners should check the manual for market support details. For 2026, the Ninja ZX-10R will be available in Lime Green/Blue colouring while the ZX-10RR will sport a pure Lime Green colour scheme. Kawasaki’s recent results have trailed the front-running superbikes from rival manufacturers on track, a shift from the era when the ZX-10R/RR package was a consistent title contender. Whether the 2026 aero, chassis and engine updates are enough to close that competitive gap will become clear once racing gets underway. Exact specification, price and release details have yet to be released. The post Updated ZX-10R and ZX-10RR Incoming for 2026 appeared first on Australian Motorcycle News. View full article

CFMOTO Australia has released the updated 2026 450SR-S with increased power, improved comfort features and enhanced build quality, while maintaining its sub-$10k ride-away price. The popular LAMS-approved sports bike receives meaningful performance gains, with the 449cc parallel-twin engine now producing 38kW and 40Nm. CFMOTO has focused on rider comfort and refinement for the update. A redesigned windscreen reduces wind pressure on the rider by 76 per cent, while throttle response has been improved through a variable-radius cable reel system that provides smoother initial inputs and more precise low-speed control. The quickshifter has received updated calibration for cleaner shifts. The 2026 model carries over its Brembo braking hardware, 37mm upside-down forks with adjustable damping, and a single-sided swingarm. The bike continues to feature aerodynamic winglets and a five-inch full-colour TFT display with smartphone connectivity. 2026 CFMOTO 450SR-S. 1 of 4 Material quality has been improved, with more durable and scratch-resistant seat material and enhanced textured body panels. Modern convenience features include a standard USB Type-C charging port and animated LED indicator sequences on startup and shutdown. The 2026 450SR-S is available in two new colour options: Gem Black and Nebula White, both featuring CFMOTO’s signature teal accents. The 449cc liquid-cooled parallel-twin features a 270-degree crankshaft configuration. The bike has a kerb weight of 171kg, seat height of 795mm and 14-litre fuel capacity. The 2026 CFMOTO 450SR-S is available now from $9590 rideaway. CFMOTO’s three-year warranty program applies. 2026 CFMOTO 450SR-S. 1 of 5 The post 2026 CFMOTO 450SR-S price and specs confirmed appeared first on INFO MOTO. View full article

Midweight 798cc Triple due in March 2026 for $16,695 ride‑away Triumph has confirmed the Trident line will grow in 2026 with the arrival of the Trident 800, slotting into the modern mid-capacity class while retaining the neo‑retro attitude that made the 660 such a hit. It brings a larger triple, more tech and a familiar, clean roadster stance, and it’s slated to land in Australian dealerships in March 2026 priced at $16,695 ride‑away. At the centre of the new bike is a 798 cc three‑cylinder engine with triple throttle bodies presented as ‘all-new’, though it closely resembles the Euro‑5‑compliant triple seen in the Tiger Sport 800 in spec, including a forged crank, forged conrods and high‑compression pistons. Claimed outputs are 113 hp at 10,750 rpm and 84 Nm at 8,500 rpm, delivered through a six‑speed gearbox featuring a slip/assist clutch and a bi‑directional quickshifter. The exhaust is a compact 3‑into‑1 feeding a side‑mounted silencer, tying in with the bike’s tidy tail and short overhangs. The chassis features a tubular steel perimeter frame and pressed‑steel swingarm, suspended with Showa 41 mm SFF‑BP upside‑down forks offering compression and rebound adjustment, and a rebound/preload adjustable Showa monoshock. Braking is taken care of via dual 310 mm front discs with radial‑mount four‑piston calipers and a single rear disc. Rider aids include performance=oriented electronics such as lean‑sensitive Optimised Cornering ABS and Traction Control along with three ride modes – Road, Sport and Rain, cruise control and smartphone-enabled navigation, calls and media integration. Cockpit tech combines an LCD multifunction interface with an integrated colour TFT element, packaged in a familiar round twin‑section display. The seat height is an approachable 810 mm, with a svelte 14‑litre tank and a quoted wet weight of 198 kg adding to the Trident’s all-round usability. Cast‑aluminium 17‑inch wheels are shod with 120/70 front and 180/55 rear Michelins. Finish and detailing follow the Trident family template, with a sculpted tank, slim tail and premium surface treatments, plus contrasting gold‑coloured wheels for some extra visual pop. Colour options at launch are Ash Grey/Diablo Red, Carnival Red/Graphite and Jet Black. The bike carries a two‑year, unlimited‑kilometre warranty and class‑leading 10,000‑mile (16,000 km) service intervals. For riders who want more attitude, the Triumph Accessories catalogue includes an Akrapovič silencer with a titanium wrap and carbon‑fibre end cap. SPECIFICATION ENGINE AND TRANSMISSION Type: Liquid-cooled, 3 cylinders, 12 valves, DOHC Capacity: 798 cc Bore: 78.0 mm Stroke: 55.7 mm Compression: 13.2:1 Max Power EC: 115 PS / 113 bhp (84.6 kW) @ 10,750 rpm Max Torque EC: 84 Nm @ 8,500 rpm System: Bosch Multipoint sequential electronic fuel injection with electronic throttle control. 3 rider modes (Rain, Road, Sport) Exhaust: Stainless steel 3 into 1 header system with side mounted stainless steel silencer Final Drive: X ring chain Clutch: Wet, multi-plate, slip & assist Gearbox: 6 speed, Triumph Shift Assist CHASSIS Frame: Tubular steel perimeter frame Swingarm: Twin-sided, fabricated pressed steel Front Wheel: Cast aluminium alloy 5 spoke, 17 x 3.5 in Rear Wheel: Cast aluminium alloy 5 spoke, 17 x 5.5 in Front Tyre: 120/70 R 17 Rear Tyre: 180/55 R 17 Front Suspension: Showa 41 mm upside down separate function big piston (SFF-BP) forks, 120 mm wheel travel, adjustable compression & rebound damping Rear Suspension: Showa monoshock RSU, with adjustable preload and rebound damping, 130 mm wheel travel Front Brakes: Twin Ø310 mm floating discs, 4-piston radial calipers, OCABS Rear Brakes: Single Ø220 mm fixed disc, single piston sliding caliper, OCABS Instrument Display and Functions: LCD Multifunction Instruments with integrated colour TFT screen DIMENSIONS & WEIGHTS Length: 2024 mm Width Handlebars: 815 mm Height Without Mirror: 1088 mm Seat Height: 810 mm Wheelbase: 1402 mm Rake: 24.5 ° Trail: 108 mm Wet Weight: 198 kg Tank Capacity: 14 litres SERVICE Service Interval: 16,000 km/12 months CONSUMPTION AND EMISSIONS Fuel Consumption: 4.7 l/100 km (60.1 mpg) Emissions: 109 g/km, EURO 5+ The post Triumph Unveil All-New Trident 800 appeared first on Australian Motorcycle News. View full article

Team green has been busy, with new lightweight adventurer, beefed up Z1100 and fresh Z650 S on the way Not your dad’s KLE Back in the 90s – long before adventure bikes hit the mainstream consciousness – Kawasaki’s KLE500 was an affordable option for customers who might have really dreamt of a Super Tenere or an Africa Twin at the time. Now the name is once again gracing a low-cost adventure option for the 2026 range. That original KLE500 laboured on until 2007, by which time it was comprehensively outgunned by newer rivals, before being replaced by the far more capable Versys 650, but the new KLE500 shares only its name with its predecessor and joins the range as an extra model, slotting between the Versys-X 300 and the Versys 650 while offering more genuine offroad ability than either of them. Kawasaki says the slim fuel tank and sleek side covers are intended to make standing easier, with ground clearance and linear power aimed at mixed-terrain use. There’s also an SE model that adds a larger windshield, hand guards, a bigger skid plate, LED lighting, and TFT instrumentation. New look and better tech for 2026 Z650 S Adding an ‘S’ to the Z650’s name for 2026 is the smallest of the changes to one of Kawasaki’s staple models – as it also gets across-the-board revisions and a new look for next year. While the basics of the bike including the 50.2kW 649cc parallel twin engine and the lightweight, tubular steel frame are carried over from the previous version, the Z650 S gets a new look that starts with a nose cowl that adopts a family resemblance to the current Z900, backed up by reshaped fuel tank covers, new side panels and a redesigned seat and tail. But it’s not just a cosmetic tweak. The seat is thicker, 20mm wider and 15mm taller than before, while both the bars and pegs are repositioned, with the latter 30mm wider than before to give a more spacious riding position. The new nose houses not only a new triple-headlight setup, with two low-beam units flanking a central high-beam light, but also a new 4.3mm TFT dash with two display options and smartphone connectivity. That unchanged engine gains an extra O2 sensor in the exhaust to meet Euro5+ emissions rules, and Kawasaki claims the radiator fan cover is a patented design that pushes hot air downwards and away from the rider. Subtle tweaks include revisions to the braking system, with new 300mm front discs – now conventional rather than the previous petal-style design – and a new ABS control unit from Continental. Kawasaki pumps up the big Z A YEAR AGO, Kawasaki replaced the Ninja 1000SX and Versys 1000 with ‘1100’ models – swapping their old 1043cc fours for a long-stroke 1099cc version – and now it’s time for a Z1100 for 2026. The basics are as expected, and essentially replicate the updates made 12 months ago to the Ninja 1100SX. The longer-stroke engine, as in the Ninja, focuses on torque rather than power. The absolute peak actually drops a fraction, from 104.5kW at 10,000rpm for the Z1000 to 100kW (134hp) at 9000rpm for the Z1100, while torque edges up fractionally from 111Nm to 113Nm, achieved at 7600rpm. Ride-by-wire throttles bring the Z1100 up-to-date in terms of rider assists and help it meet tougher emissions limits. It also gets an up-and-down quickshifter. A six-axis IMU for 2026 means it also has modern, cornering traction control, with three levels of intervention, alongside four riding modes. There’s a 5in colour TFT dashboard. The chassis and styling get less obvious updates. The Z1100 is immediately picked out by its 4-2-1 exhaust, exiting via a single silencer on the right. While the Ninja 1100SX has been one of the surprise packages of 2025, the Z1100 faces tougher rivals, including Yamaha’s MT-10, Honda’s CB1000 Hornet SP and Suzuki’s GSX-S1000. All more powerful and lighter than the 221kg Kawasaki. But the Z1100 could yet prove to be a genuine contender. The post New KLE500 heads 2026 Kawasaki Arrivals appeared first on Australian Motorcycle News. View full article

Yamaha has unveiled a striking new colour scheme for its 2026 XSR900 GP, paying homage to one of motorcycle racing’s most iconic figures – three-time 500cc world champion Kenny Roberts. The new Legend Yellow livery celebrates America’s first Grand Prix world champion, who secured three consecutive 500cc titles with Yamaha and cemented his legacy as an AMA racing legend. The colour scheme draws direct inspiration from Roberts’ GP-winning YZR500 machines from the 1970s and 80s. The bold yellow and white design features iconic black Yamaha speedblocks, creating a powerful visual connection to Yamaha’s racing heritage while wrapped around thoroughly modern hardware. Mechanically, the XSR900 GP remains unchanged for 2026, retaining its comprehensive specification list. At its heart sits the sophisticated 890cc CP3 triple-cylinder engine, housed in a Deltabox-style chassis with optimised rigidity. Premium KYB suspension front and rear comes fully adjustable, while clip-on handlebars give the retro racer an authentic cafe racer stance. Modern rider aids are comprehensive, with six-axis IMU, cruise control, third-generation up/down quickshifter and a slipper clutch. A 5.0-inch TFT display provides connectivity, while Yamaha’s lightweight Spinforged wheels wear Bridgestone Battlax Hypersport S23 rubber. The 2026 XSR900 GP will be available in both the new Legend Yellow and continuing Legend Red colour options. First deliveries are expected from February 2026, with pricing set at $22,049 rideaway. 2026 Yamaha XSR900 GP. 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 2026 Yamaha XSR900 GP price and specs confirmed appeared first on INFO MOTO. View full article

Triumph has unveiled the all-new Trident 800, a middleweight naked roadster powered by a newly-developed 798cc triple engine. The bike will arrive in Australian dealerships from March 2026, priced from $16,695 rideaway. The Trident 800 slots into Triumph’s roadster lineup above the popular Trident 660, featuring an all-new engine design with triple throttle bodies delivering 85kW and 84Nm. The liquid-cooled triple revs to an 11,500rpm redline. Triumph has equipped the engine with a twist-forged crankshaft, unique camshaft and balancer, forged conrods and high-compression pistons. A redesigned airbox and intake trumpet system aims to optimise both airflow and the characteristic Triumph triple induction note. The Trident 800 tips the scales at 198kg fully fuelled and features a high-specification chassis with adjustable Showa suspension front and rear. Up front, 41mm upside-down Showa forks utilise big-piston, separate-function damping with adjustable compression and rebound, while the rear monoshock offers preload and rebound adjustment. Twin four-piston radial calipers grip 310mm discs at the front, connected via braided steel brake lines. The bike rolls on Michelin tyres fitted to lightweight cast aluminium wheels finished in gold. The 810mm seat height features a narrow standover design, with wide bars and a compact frame contributing to an assertive riding position. Rider aids include lean-sensitive cornering ABS and advanced traction control, three riding modes (Road, Sport and Rain), an up/down quickshifter, and cruise control. A 3.5-inch colour TFT dash displays key information, while My Triumph Bluetooth connectivity enables control of music, calls and turn-by-turn navigation through the left-hand switchcube. All-LED lighting includes a round headlight with DRL signature, integrated tail light and self-cancelling indicators. The naked roadster design features a 14-litre fuel tank, compact tail unit and short upswept silencer. A colour-coded bellypan and flyscreen are fitted as standard. Three colour schemes are available: Ash Grey with Diablo Red detailing, Carnival Red with Graphite accents, and Jet Black. Genuine Triumph Accessories include an Akrapovic silencer with titanium wrap and carbon-fibre end cap. The Trident 800 is available to order now through Triumph dealerships, with bikes arriving from March 2026. Pricing starts at $16,695 rideaway. Spencer LeechSpencer has a keen eye for hard news, and does some of his best living on deadline day. He loves more than anything to travel on his motorcycle, and is adamant that Melbourne Bitter is a world-class lager. He also knows how to operate the big computery thing in the office. By night, Spencer plays guitar with Melbourne punk outfit LOUTS. The post Triumph Trident 800 revealed: All-New 798cc triple roadster lands March 2026 appeared first on INFO MOTO. View full article

New look, tweaked engine and improved tech Yamaha revamped its Ténéré 700 a year ago – adding ride-by-wire throttles, revised styling and more electronic gizmos – and for 2026 the more rally-inspired Ténéré 700 World Raid gets the same improvements. The ride-by-wire is part of a set of changes introduced to meet the latest-generation European emissions rules, Euro 5+, but have the happy side effect of allowing the adoption of modern tech including multiple riding modes and, in concert with a six-axis inertial measurement unit, cornering traction control, slide control and cornering ABS. The bare numbers are unchanged, with power peaking at 54kW and 9000rpm, and torque at 68Nm and 6500rpm, but thanks to the electronic throttles and a redesigned intake there’s more low-end pull than before. Those riding modes are ‘Sport’ and ‘Explore’, each with their own throttle maps to change the feel of the bike’s responses, and the six-speed transmission has been tweaked with revised dogs to improve the shift quality, while the clutch cover is reshaped so it no longer interferes with the rider’s right leg, addressing a criticism of the previous design. The World Raid has always been the tougher, longer-distance version of the Ténéré 700, and that remains the case for 2026. The longer-travel suspension, with 230mm of movement at the front and 220mm at the rear, is made beefier still for 2026, with 46mm KYB upside-down forks instead of the previous 43mm versions. They’re adjustable for preload, while the piggyback KYB monoshock has 5mm more stroke than its predecessor, has both preload and damping adjustment, and sits on a revised linkage. Weight is unchanged at 220kg. The Brembo brakes are the same as before, but with the addition of cornering ABS, and are switchable with three modes allowing the rear ABS to be switched off, or the ABS system to be deactivated entirely, for off road use. Like the previous World Raid, the 2026 model features dual fuel tanks with a 23-litre total capacity, 7 litres more than the standard Ténéré’s single tank can manage, providing over 500km of range. The aluminium tanks keep the weight low, and for the new model are redesigned, along with the seat, to make it easier to ride the bike seated or standing. Cruise control is standard to help take some of the strain over long distances, another beneficial side effect of that ride-by-wire system. Styling changes include a new screen and the same four-lamp headlight setup that debuted on the 2025 Ténéré 700. On board, there’s a big, 6.3-inch TFT with three modes. Street gives a conventional display similar to the standard Ténéré 700, ‘Explorer’ is aimed at offroad riding, and ‘Raid’ mimics the road books used in rallye raids, with dual trip computers controlled by the bar-mounted joystick to keep a close eye on your progress. Of course, there’s all the phone connectivity you’d expect in a bike like this, plus Google-based turn-by-turn navigation via Yamaha’s companion app. There’s no word on pricing yet, and it’s likely to be a few months before the 2026 Ténéré 700 World Raid reaches dealers. The post Yamaha Ténéré World Raid revised for 2026 appeared first on Australian Motorcycle News. View full article

Royal Enfield has announced updates to its popular Hunter 350 urban roadster, now priced from $7590 ride way. The 2025 model introduces two new colours – London Red and Dapper Grey – alongside several functional upgrades aimed at improving the everyday riding experience. Key updates include a slipper clutch for smoother gear changes, an LED headlight, and USB-C fast charging capability. Royal Enfield has also made the Tripper Navigation pod standard equipment, providing turn-by-turn directions without requiring riders to check their phones. The Hunter 350 retains its 349cc single-cylinder engine and modern-retro styling that has made it popular with urban riders and custom bike builders across Australia and the Asia-Pacific region. The updated 2025 Hunter 350 is available now through Royal Enfield dealers. 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 2025 Royal Enfield Hunter 350 updated from $7590 rideaway appeared first on INFO MOTO. View full article

First non-Desmo machine to wear the Monster name Ducati is on a mission to replace all its ageing Desmo V-twin-powered machines with new models using the company’s latest twin – simply called ‘V2’ – and the Monster is the latest to get the treatment as the old 937cc model is swapped for a new 890cc machine for 2026. The V2 engine was only launched a year ago, and it’s already found its way into the Panigale and Streetfighter V2 models, superseding the old 955cc Superquadro engine in those machines, despite being substantially less powerful. It’s also been adopted by the Multistrada V2, where it replaced the 937cc Testastretta engine, and for 2026 the Monster, also previously home to the Testastretta, goes down the same route. In all these cases, the engine being replaced is one of Ducati’s classic ‘L-twin’ units with desmodromic valvetrains, where the valves are closed, as well as opened by cam lobes acting on rockers, with no need for the valve springs that virtually every other four-stroke combustion engine relies on. The new V2 engine, which is 5.9kg lighter than the 937cc Testastretta, does away with the desmodromic complexity, adopting conventional valve springs. It’s a route also taken by the V4 Granturismo engine in the Diavel, XDiavel and Multistrada V4, leaving only the Panigale V4, Streetfighter V4 and the ‘RS’ versions of the Diavel and Multistrada with desmodromic valvetrains in the four-cylinder range. The Monster’s move to conventional valves means that the DesertX and Hypermotard 950 are – for now – the last bikes in Ducati’s lineup to use the Testastretta engine, and new versions of that machine powered by the conventionally-valved ‘V2’ motor are also believed to be waiting in the wings. When it appears, the air-cooled, two-valve-per-cylinder, 803cc Scrambler models will be the only V-twin Ducatis left with the ‘Desmo’ valvetrain that’s been a signature of the brand since the early 70s. But just as Ducati customers higher in the range have embraced four-cylinder machines despite the company’s V-twin heritage, few are concerned about the demise of Desmo in the remaining V-twin models. Heritage is, after all, something for the past. Riders could never really see or feel the effect of desmodromic valves, but the long service intervals – 45,000km between valve checks – of the new V2 engine, as well as the adoption of chain driven camshafts instead of those regularly-replaced belts of the older Ducati V-twins, are tangible improvements that they’ll feel in their wallets. In terms of performance, the new V2-powered Monster is on a par with its Testastretta-driven predecessor: its 82kW output is identical, despite its smaller capacity, and torque is only fractionally down at 91.1Nm instead of 93Nm. The reduced weight is carried over to the entire bike, which is 4kg lighter than its predecessor at 175kg, sans fuel. Like other models using the V2 engine, the new Monster virtually does away with a ‘frame’ in the conventional sense. There’s a small, aluminium monocoque front structure that holds the steering head to the tops of the cylinders, and at the other end a couple of aluminium castings clamp the swingarm’s pivot point. That swingarm is dual-sided and follows the same design ethos as the latest Panigale V4. The Monster’s suspension comes from Showa, with 43mm USD forks and a preload-adjustable rear monoshock, while the brakes are the expected Brembo radial M4.32 calipers on 320mm discs, paired to Monster-specific pads that have a gentler initial bite than in some sportier applications. In typical Ducati style, the bike is brimming with electronic trickery, including an IMU to allow cornering ABS and traction control, wheelie control, engine brake control and a standard quickshifter, not to mention the usual array of riding modes and a TFT dash. The styling is very much ‘Monster’ – instantly recognisable, but perhaps not immediately obvious that it’s different to the previous model. If anything, the changes bring the design closer to the original Monster 900 that debuted in 1992 (and, arguably, saved Ducati from bankruptcy), with an all-black, one-piece seat instead of the stepped design of the Testastretta-powered model, putting the visual focus onto the hunched fuel tank. As before, there are two variants, with the standard Monster ($20,700 AUD) joined by a Monster+ that adds a small cowl above the headlight and a body-coloured cover over the pillion seat, with a list price of $21,400 AUD. The post Ducati Monster all new for 2026 appeared first on Australian Motorcycle News. View full article

Fifteen bikes. One crown. The fight for MOTY 2025 begins here… Every year, the motorcycle world raises the bar. More sophisticated engines that meet the toughest pollution regulations, smarter electronics, sharper styling… each new release promises to be the one that changes the game. But only a handful actually do. In 2025, AMCN’s testers flogged dozens of new models on road, track and dirt. Some impressed. Some underwhelmed. A select few stood out enough to earn a place on the shortlist for our annual Motorcycle of the Year award, presented by National Motorcycle Insurance. And now the shortlist is locked in: 15 motorcycles that represent the very best of 2025, each one judged on what it sets out to do – performance, value, design, tech and how it actually works in the real world. Of course, the job isn’t done yet. From here, our panel of riders and reviewers will take this pack of 15 and carve it down to a final Top 10 in the upcoming Motorcycle of the Year Special Issue. And when that issue lands, we’ll reveal the one machine that rises above them all – the official AMCN Motorcycle of the Year for 2025. So what’s in the mix? Let’s take a look at the class of 2025: • Honda Hornet CB1000SP All-rounder that rocks and continues Honda’s inline-four naked dynasty. • Savic C-Series Aussie-built electric dream proves that silence can scream. • Yamaha YZF-R9 Foundation for next-gen supersport racing and one to watch for the track rats. • CFMoto 450 SR S Value-packed pocket rocket that punches above its class. • Royal Enfield Classic 650 Genuine charm and usable performance in a classic reinvented for modern riders. • Ducati Hypermotard Irrepressible wild child. • Triumph Speed Triple 1200 RS Three bikes in one: naked muscle, road weapon and track tool. • Ducati Panigale V4 S Hi-tech, high-performance flagship sets the standard. • Yamaha Tenere 700 Bestseller made even better after listening to the fans. • Kawasaki Z900 Updated with rider tech but still carrying the raw edge that made it Stone’s cult hit. • Ducati Streetfighter V4 S Specced-up rocketship that’s as ferocious as it looks. • BMW M 1000 R Competition Insane performance, stripped bare on a naked chassis. • CFMoto 500SR VOOM First Chinese four-pot to hit Aussie shores in a shot across the bows of established rivals. • BMW R 12 G/S Style and substance rolled into a retro rebuild done right. • KTM 390 Adventure R Small-framed sluggard with huge potential for adventure. So that’s the field! Each with a legitimate claim to the throne. From here, things only get more intense. In the weeks ahead, our expert panel will vote, argue and debate every strength and weakness until just 10 bikes remain. And then? Only one will claim the title of AMCN Motorcycle of the Year 2025. So place your bets, start your arguments and get ready. Because if this year’s shortlist proves anything, it’s that we’re living in a golden age of two wheels. The post REVEALED: Motorcycle of the Year 2025 shortlist appeared first on Australian Motorcycle News. View full article

Kawasaki has unveiled its 2026 KLE500, a new mid-to-small-capacity adventure motorcycle which should play as a strong rival to the likes of the Royal Enfield Himalayan and CFMOTO 450MT. The new model centres around a fuel-injected 451cc parallel-twin engine producing what Kawasaki describes as “usable power across the rev range” with strong low-end torque for both highway cruising and dirt road exploration. The KLE500 features a 21-inch spoked front wheel paired with a 17-inch rear, long-travel suspension (210mm front, 200mm rear), and 173mm of ground clearance. Styling draws heavily from rally-raid machines, with a tall adjustable windscreen offering three height positions, a slim fuel tank to facilitate standing riding, and KX motocross-inspired ergonomics. The 858mm seat height provides what Kawasaki calls “a relaxed knee bend with reachable footing” for a wide range of rider sizes. Standard equipment includes a full-colour LCD instrument panel with smartphone connectivity via Kawasaki’s RIDEOLOGY THE APP, allowing riders to access navigation, vehicle information, and communication features. The system displays incoming calls and emails on the dash while supporting voice commands in select markets. Up front sits a 43mm KYB inverted cartridge fork, while the rear features Kawasaki’s Uni-Trak system with stepless preload adjustment. Braking duties fall to a single 300mm front disc with dual-piston caliper and a 230mm rear disc, both managed by a compact Nissin ABS unit. The ABS system can be disabled via a handlebar switch for off-road riding, automatically resetting to default when the ignition is cycled. The KLE500 SE adds a premium equipment package including a 4.3-inch TFT colour display with auto-adjusting brightness, a taller windscreen, enlarged skid plate, metal-reinforced hand guards, and LED turn signals. Kawasaki Australia has not yet confirmed local pricing or arrival dates for the KLE500. The model appears positioned to compete in the learner-approved and mid-capacity adventure segment currently dominated by bikes such as the Royal Enfield Himalayan 450 and CFMoto 450MT. 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 Kawasaki KLE500: All-new RE Himalayan, CFMOTO 450MT rival unveiled appeared first on INFO MOTO. View full article

Ducati’s iconic naked gets a complete overhaul with new engine, sharper styling and reduced weight. Ducati has taken the wraps off the fifth-generation Monster, revealing a comprehensively redesigned naked bike that pays homage to the original 1992 model while bringing modern performance and technology to the table. The headline act is the all-new Ducati V2 engine featuring variable valve timing (IVT), which delivers 82kW (111hp) at 9,000rpm while maintaining more than 80 per cent of peak torque between 4,000 and 10,000rpm. Perhaps more impressive is the maintenance schedule. Valve clearance checks are now required every 45,000km, setting a new benchmark for the class and significantly reducing running costs. Ducati has achieved a 4kg weight reduction over the outgoing model, bringing dry weight down to just 175kg. This has been achieved through the new lighter V2 engine (saving 5.9kg alone) and a revised chassis architecture using a monocoque frame with the engine as a stressed member. The styling is a modern interpretation of the original Monster’s “everything you need, nothing more” philosophy, according to Ducati. The signature bison-back tank has been redesigned to be slimmer while maintaining the muscular aesthetic, and front air intakes inspired by the second-generation Monster make a return. Up front, a new full-LED headlight with Ducati’s double-C signature gets Panigale V4-inspired side cuts, while the seat sits 5mm lower at 815mm (further reducible to 775mm with accessory seats and lowered suspension). Suspension duties are handled by 43mm Showa USD forks and a Showa monoshock, both specifically tuned for the Monster’s dual-personality brief. Brembo provides the anchors via twin 320mm discs gripped by M4.32 radial calipers, with pads developed for progressive initial bite. Pirelli Diablo Rosso IV rubber comes fitted as standard. The electronics package includes four riding modes (Sport, Road, Urban and a fourth mode), cornering ABS, Ducati Traction Control (DTC), Ducati Wheelie Control (DWC) and Engine Brake Control (EBC), all managed via a six-axis IMU. Riders interact with the system through new petal-shaped joystick controls and a 5-inch TFT display compatible with Ducati’s Multimedia System and turn-by-turn navigation. Ducati Performance will offer an extensive accessories catalogue including carbon fibre components, billet aluminium parts, Alcantara sports seats and Termignoni-developed titanium silencers that save 0.2kg. The 2026 Monster will be available in Ducati Red and Iceberg White, offered in both standard Monster and Monster+ (with passenger seat cover and cowl) configurations. Australian availability is expected around April 2026, with European deliveries beginning in February. Pricing is yet to be announced. 2026 Ducati Monster. 1 of 5 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 Ducati Monster revealed appeared first on INFO MOTO. View full article