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

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

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

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

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

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

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

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

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

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

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

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

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