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Concept bikes abound at Tokyo Mobility Show The Tokyo Mobility Show – previously known as the Tokyo Motor Show – has for decades been the spiritual home of the concept bike with Japan’s Big Four often unveiling wild visions of the future at the event. This year Yamaha has stepped up first by revealing its planned concepts ahead of the event and they include several bikes with a focus on electric and hybrid drive. The craziest machine on display is the MOTOROiD:Λ, the latest in a line of MOTOROiD concepts dating back to 2017 when the first version was unveiled. The running theme has been the ability to balance unaided and a chassis that can change its geometry, and with the MOTOROiD:Λ, it’s the same again but Yamaha appears to have deleted the rider element entirely – there’s no seat or bars to be seen – and is leaning heavily into the on-trend idea of AI, suggesting the bike has independent decision making abilities and an AI learning model. We’re still not quite sure what it’s for, though. Yamaha’s second new concept is more car than bike. The three-wheeled TRICERA looks like a much more viable machine, though, with an appearance not unlike a Polaris Slingshot. Unusually, all three wheels can steer, something Yamaha says brings ‘a new steering sensation’. It’s electric, of course, with a sound control system that ‘tunes the electric motor’s sound to amplify the excitement.” Jumping a bit closer to the realms of reality, Yamaha’s third machine is simply called ‘Proto BEV’ – prototype battery electric vehicle – and looks like a member of the brand’s ‘R’ range of sports bikes, just with an electric motor instead of a combustion engine. Yamaha again promises a ‘sound device’ to ‘communicate the bike’s status both visually and audibly’ but the basics here look like a relatively real-world electric sports bike, something Yamaha has been working on for a while, going by the company’s record of patent applications. There’s no word yet on important details like performance, range or whether a production model will follow, but the fact it looks so much like a normal motorcycle suggests it’s got a better chance of reaching showrooms than some of Yamaha’s other concept machines. Next comes the H2 Buddy Porter Concept, a roofed scooter developed with the help of Toyota that features a very real-looking combustion engine powered by hydrogen rather than gasoline. Yamaha and Toyota, along with Kawasaki, Honda and Suzuki, are part of the HySE project to develop small, hydrogen-fuelled combustion engine vehicles, and this is likely to be the result of that tie-in. Toyota developed the high-pressure hydrogen tank, and the engine looks like it’s the 125cc unit from the XMAX 125 and Tricity 125. Notably, it complies with Euro5 emissions rules – CO2 isn’t a problem, of course, since hydrogen emissions are largely water, but poisonous NOx can be a problem for hydrogen combustion engines as nitrogen from the air can get oxidised in the combustion process. Yamaha’s Proto HEV was previewed earlier this year in videos demonstrating it in action, but appears in public for the first time at the show. It’s a ‘series-parallel’ hybrid scooter, able to switch between battery and combustion engine power so it can run in all-electric mode in cities but on petrol for longer runs, promising a 35% improvement in overall efficiency. It’s joined by the larger Proto PHEV, a full-size bike that pairs the three-cylinder engine from an MT-09 to a plug-in hybrid electric system, similarly allowing it to run in either electric or combustion modes. Both the hybrid machines are well within the scope of current technology when it comes to potential for production, but given the weak sales of Kawasaki’s Ninja 7 Hybrid and Z7 Hybrid models, which take a similar approach, Yamaha might not be rushing to get them into showrooms in the immediate future. The post Yamaha reveals EVs and hybrids in Japan appeared first on Australian Motorcycle News. View full article

British retro-electric roadster gets dual-seat variant While other electric bikes try to look like a vision of the future, Britain’s Maeving brand opts for a retro approach and following the success of the original RM1 and the more powerful RM1S it’s added a new two-seat version – the RM2 – to its lineup. Based on the 11.1kW motor and dual 2.73kWh battery packs of the RM1S, offering 110km/h potential, the RM2 adds a new chassis including a substantial, welded-on rear subframe to replace the tractor-style seat of the RM1 and RM1S with a bench-style dual-seat setup. It’s a change that also means modifying the rear suspension mounts, both at the chassis end and on the swingarm, and substantially increases the bike’s potential payload. Where the RM1S is rated to carry up to 129kg of rider and luggage, the RM2 can manage 215kg. Surprisingly, the additional metalwork and larger seat adds just 4kg to the bike’s weight, which remains a relatively svelte 145kg, so performance is largely unaltered compared to the RM1S. As on that model, there are three riding modes – Ride, Sport and Eco – each altering the range and performance. In the ‘Ride’ mode, top speed is restricted to around 70km/h but the bike will take you about 145km per charge, while the maximum Sport mode gives full performance but means you’re only expected to get about 90km on a charge. It’s clear that, like other Maeving models, the RM2 will be most at home in city use, offering a stylish alternative to a scooter or a 125cc bike, as well as the simple ease-of-use that comes with electric power. It sticks to Maeving’s principles of using two swappable batteries, which can either be charged in situ by plugging the bike into a normal mains socket, or by removing them to charge separately. That has two benefits: first, it means riders who can’t park near a power supply can still charge their batteries by taking them indoors to do it. Second, it means there’s the option of buying additional batteries to make sure you can always access a fully-charged set. It means commuters can charge their batteries at the office, or delivery riders can keep a spare set on charge at their base to swap out when they need to refresh the range. In Europe and the UK, the RM2’s power means it can be ridden by learner riders on L-plates, but they’ll need a full licence to carry a passenger. For many, then, it will be the extra load capacity that’s more useful, and Maeving has options of luggage racks and a top case to make the most of that. You can even replace the pillion pad with a load space to increase that potential. As on the RM1S, there’s also space inside the ‘tank’ area for more luggage. On the technical side, the motor is a hub-mounted design, keeping the main chassis area clear for those batteries, stored inside the silver box that sits where an engine would normally be found. The side of that box opens to reveal the two batteries, one stacked above the other, and a braided steel hose contains the electrical cables taking power to the control electronics behind the battery case, giving a pleasingly mechanical look that echoes the exhaust of a combustion engine. The suspension is fairly basic, with non-adjustable forks and preload adjustment only on the dual rear shocks, while 19-inch wire wheels give the bike the right retro proportions. Given Maeving’s UK origins – the bikes are made in Coventry, at the heart of the country’s traditional bike-building region – it’s no surprise that many of the engineers and designers have come from Triumph, and the result is a machine that’s a notch above the average when it comes to construction and quality. Even the battery packs look good, with metallic silver cases inlaid with a strip of wood seared with the Maeving name: if they’re going to be on charge in your house when you’re at home, the firm reasons, they shouldn’t be ugly plastic boxes. In the UK, the RM2 starts at £7995, equivalent to around $16,200 AUD and only £500 (about $1000 AUD) more than the RM1S. The post Maeving RM2: New Two-Seater for 2026 appeared first on Australian Motorcycle News. View full article

New 110kW four-cylinder adventure tourer for 2026 Honda has already unveiled the CB1000F as a spin-off from the CB1000 Hornet but it has another related machine waiting in the wings for 2026 in the form of the CB1000GT. Leaked via an Australian type-approval application, the CB1000GT is essentially a rival to the likes of Kawasaki’s Versys 1100, Suzuki’s GSX-S1000GX or Yamaha’s Tracer 9, but with the underpinnings of the CB1000 Hornet packed into a high-rise, high-performance tourer. The engine is straight from the Hornet, with the documents showing a peak power of 110kW at 11,000rpm, within a couple of kW of the naked bike, and the chassis also appears to be closely related, albeit with a taller look thanks to longer forks and a jacked-up rear end. Even the exhaust is straight from the Hornet, as are the wheels and Nissin brakes. New elements include all the bodywork, with a new tank, a fairing wrapped around the same lights used in the CB1000 Hornet and featuring what appears to be an adjustable screen, plus handguards and a new tail that incorporates the existing Hornet taillight. The footpegs are the lower versions from the CB1000F, giving a more relaxed riding position than the Hornet. The revised suspension means the wheelbase is a fraction longer than the CB1000 Hornet’s, coming in at 1465mm instead of 1455mm, and at 930mm the bars are substantially wider. Despite the taller suspension and the extra bodywork, the CB1000GT is barely heavier than the CB1000 Hornet; at 213kg, the GT is only 2kg more than the naked bike. Other details that can be seen in the images include a quickshifter, while the bar controls are again borrowed from the Hornet. The tail also appears to be designed to fit hard luggage, which makes sense given the bike’s sport touring intentions. Given it’s already been type-approved as a 2026 model, a full launch of the CB1000GT is likely to be imminent, so we’ll bring full information as soon as it’s available. The post Honda CB1000GT Leaked appeared first on Australian Motorcycle News. View full article

Adelaide Harley-Davidson Bike Works has been named Harley-Davidson’s inaugural International Dealer of the Year CXI Champion. The South Australian dealership claimed top honours in the customer experience category of Harley-Davidson’s new recognition program, which celebrates exceptional performance across the manufacturer’s international dealer network spanning Asia Pacific, Europe, Middle East, Africa and Latin America. Adelaide Harley-Davidson Bike Works achieved the highest customer recommendation scores in the CXI (Customer Experience Index) segment among international dealers, marking it as a benchmark for service excellence. The awards program evaluates dealers using both quantitative and qualitative criteria across key areas including motorcycle sales, parts and accessories, apparel sales, and customer experience. “It’s a real honour to be recognised on the international stage for the passion and care our team brings to every customer interaction,” said owner at Adelaide Harley-Davidson Bike Works Blair Freeth. “For more than a decade, we’ve been proud to serve Adelaide’s Harley-Davidson community, and this award is a testament to the loyalty of our riders and the dedication of our entire dealership team.” The post Adelaide Harley-Davidson dealership takes out global award appeared first on INFO MOTO. View full article

Revamped Modern Classics range heads an onslaught of new models Triumph says it’s planning an unprecedented 29 new or updated models for its 2026 lineup and the first have been unveiled in the form of the company’s Modern Classics range of Bonneville-based machines. The Scrambler 900 is the headline model when it comes to revisions, with new styling, updated suspension, a tweaked chassis and improved technology for the coming year. Starting with the changes we can see, the big news is the suspension. The retro-throwback look of the previous Scrambler 900, with its gaiter-clad right-way-up forks and axial-mount front brake caliper, has gone, replaced with a style more akin to the larger Scrambler 1200. That means new, 43mm Showa upside-down forks, with matching piggyback twin shocks from the same brand at the back. Those rear shocks now bolt to a fabricated aluminium swingarm instead of the old steel design, further updating the look and the performance, while their upper ends attach to a slimmer, reshaped rear subframe. Aluminium-rimmed wire wheels replace the old steel versions, and the styling is updated with a more modern interpretation of the classic Scrambler look. A revised tank has a more forward-leaning, dynamic shape, retaining the same 12-litre capacity as before, and ahead of it there’s a new LED headlight and running lights that are shared across the 2026 Modern Classics models. New throttle body covers and side panels feature a more angular appearance than before, notably losing the oval number board on the left-hand side and replacing it with a vestigial version that’s essentially just a silver-coloured section on the side panel. On the right-hand-side, the two stacked, high-mounted exhausts maintain a classic Scrambler styling cue, but again they’re new with a less traditional look than before. A redesigned seat, rear mudguard, and a more neatly integrated taillight complete the visual changes. The brakes are uprated with a new 320mm disc and radial four-piston caliper at the front, and like the rest of the 2026 Modern Classics models the Scrambler 900 gets an IMU to enable lean-sensitive cornering ABS. There’s cornering traction control, too, along with three riding modes, but the engine is unchanged with the same 65PS at 7.250rpm and 80Nm at 3.250rpm. As well as the IMU-assisted rider aids, the 2026 Scrambler 900 gains a new instrument panel combining LCD and TFT displays that can be upgraded to include phone connectivity with an optional Bluetooth module. Turning to the rest of the Modern Classics lineup, the mainstay Bonneville T100, T120 and T120 Black models all get the new IMU-based rider assists, with cornering ABS and traction control, a USB-C socket and the new LED lighting, claimed to be significantly brighter than the previous design. The base T100 gets two riding modes – Road and Rain – to match its larger siblings, and the option of cruise control, which becomes standard on the T120 versions. The Bonneville Bobber and Speedmaster are both subtly restyled with a larger, 14-litre fuel tank for 2026 as well as redesigned seats – wider for more comfort – and new side panels. The Speedmaster’s riding position is tweaked further with straighter bars for a more natural posture, and like the Scrambler 900 both models switch from steel to aluminium wheel rims. Finally, the Scrambler 1200 XE gets an unusual update for 2026, reverting back to the 47mm Showa forks and dual Ohlins piggyback shocks of the pre-2024 model. Two years ago the bike was updated, getting Marzocchi suspension at both ends, but customers preferred the high-end Showa-and-Ohlins combo, hence Triumph’s decision to switch back to that setup. The post Improved Triumph Scrambler 900 leads 2026 Triumph updates appeared first on Australian Motorcycle News. View full article

Triumph Motorcycles has unveiled a comprehensive update to its Bonneville line-up for 2026, bringing more technology and enhanced performance to the brand’s Modern Classics range. The updates span the entire Bonneville family, with the most significant changes reserved for three standout models: the Scrambler 900, Bonneville Bobber, and Bonneville Speedmaster. Headlining the update is the Scrambler 900, which receives a thoroughly refined chassis complemented by upgraded Showa suspension and radial brakes. The addition of lightweight aluminium wheels promises sharper handling both on tarmac and the dirt. All Bonneville models now come with a six-axis IMU for lean-sensitive cornering ABS and advanced traction control. An updated instrument cluster, full LED lighting, and improved connectivity bring the Scrambler into the present. The Bonneville Bobber and Speedmaster both benefit from a larger 14-litre fuel tank and updated bodywork, creating a more muscular silhouette. The Bobber now features a wider, more generously padded floating seat, while the Speedmaster gains wider seats for both rider and pillion, plus straighter handlebars for improved ergonomics on longer rides. Standard cruise control and new lightweight aluminium wheels enhance both models’ touring credentials and handling dynamics. Also standard is USB-C charging, cruise control, and full LED lighting with signature daytime running lights are also fitted across the range. The T100, T120, and T120 Black receive new hand-finished paint schemes with coachline detailing and a fresh circular graphic on the side panels that frames the Bonneville logo in silver or gold. Pricing starts at $18,990 rideaway for the Bonneville T100, with the range-topping Scrambler 1200 XE priced at $26,190. Models begin arriving at Australian dealers from December 2025, with the updated Scrambler 900 landing in March 2026. 2026 Triumph Bonneville range. 1 of 21 Model Rideaway Price Arrival Scrambler 900 (standard colour) $20,450 From March Scrambler 900 (twin-colour) $21,350 From March Scrambler 1200 XE (standard colour) $26,190 From January Scrambler 1200 XE (twin-colour) $27,090 From January Bonneville T100 (standard colour) $18,990 From January Bonneville T100 (twin-colour) $19,890 From January Bonneville T120 (standard colour) $22,450 From January Bonneville T120 (twin-colour) $23,350 From January Bonneville T120 Black (standard colour) $22,450 From January Bonneville T120 Black (twin-colour) $23,350 From January Speedmaster (standard colour) $24,650 From December Bobber (standard colour) $24,650 From December Bobber (twin-colour) $25,550 From December 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 refreshes Bonneville range for 2026 appeared first on INFO MOTO. View full article

Yamaha has revealed its new Tenere 700 World Raid which will gain a six-axis IMU, among other advanced electronics and enhanced suspension, when it launches in 2026. The six-axis IMU (Inertial Measurement Unit) that enables lean-sensitive electronic rider aids, should bring the World Raid in line with other premium mid-sized adventure bikes. The tech, may also find its way onto lower-grade variants including the standard T7, in due course. This sophisticated system, not available on the standard Tenere 700, monitors the motorcycle’s lean angle to modulate power delivery and braking force accordingly. The IMU feeds data to a comprehensive suite of electronics including traction control, slide control, and cornering ABS. Riders can select ‘Street’ or ‘Off Road’ modes for both the traction control (TCS) and slide control (SCS) systems, or disable them completely depending on conditions and preference. The ABS system offers three configurations: both wheels, front only, or completely off. New steel braided brake lines work in conjunction with Brembo front calipers gripping 282mm discs for improved stopping power. Suspension has been completely overhauled with new fully-adjustable KYB components. Ground clearance remains unchanged at 255mm. A new 16-stage steering damper has also been fitted. While maintaining the dual aluminium tank setup with a combined 23-litre capacity, engineers have shaved 1.5kg from the weight and reshaped the outer profiles for improved ergonomics. The manufacturer claims a touring range of approximately 500 kilometres. The revised tank shape works together with a new one-piece rally-style seat to facilitate easier transitions between sitting and standing positions. The cockpit receives a new 6.3-inch vertical TFT colour display offering three display themes: ‘Street’, ‘Explorer’, and ‘Raid’, each presenting information tailored to different riding scenarios. The screen connects to smartphones via Bluetooth, complemented by a USB-C charging port and redesigned switchgear for improved usability. The 2026 Tenere 700 World Raid is expected to be available in Redline White or Midnight Black colour schemes, however, Australian timing and pricing information has yet to be announced. 2026 Yamaha Tenere 700 World Raid. 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 Tenere 700 World Raid debuts six-axis IMU appeared first on INFO MOTO. View full article

Kawasaki has revealed the 2026 Z650 S, a refined take on its popular middleweight naked that brings improved ergonomics, updated electronics, and a more muscular appearance to the platform. The ‘S’ designation, which Kawasaki says stands for Stunning, Style, Stage, or Spotlight, represents a fresh interpretation of the Z character from the Japanese manufacturer, with changes said to be focused on both form and function. Ergonomically, the Z650 S receives several key updates aimed at improving comfort and control. Repositioned footpegs work in concert with a new “fat-type” handlebar to deliver a more natural riding position, while both seats have been completely redesigned. The front perch is now wider and more generously padded, while the pillion seat gains 20mm in width and 10mm of additional padding for improved passenger comfort. Two optional seat variants will also be available: a Style seat and an Ergo-Fit option that sits 20mm lower for riders seeking easier ground reach. The mechanical package remains centred around Kawasaki’s proven 649cc parallel-twin engine, but the S model now comes standard with advanced traction control. A new 4.3-inch TFT colour display replaces the previous instrumentation, while a quickshifter has been added to the options list for clutchless upshifts. Three colour schemes will be offered: Ebony/Metallic Carbon Gray, Candy Lime Green/Metallic Carbon Gray, and Metallic Matte Graphene Steel Gray/Metallic Flat Spark Black. The 2026 Kawasaki Z650 S will make its public debut at this year’s EICMA event in Milan, with Australian availability and pricing to be confirmed. Follow here for rolling EICMA updates. 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 EICMA: 2026 Kawasaki Z650 S revealed appeared first on INFO MOTO. View full article

KTM has pulled the covers off its new 990 RC R supersport, marking the Austrian manufacturer’s long-awaited return to the middleweight sportbike segment with a 95kW/103Nm parallel-twin aimed squarely at street riders and track day enthusiasts. The 2026 KTM 990 RC R represents KTM’s most serious supersport offering to date, leveraging MotoGP-derived aerodynamics and years of R&D work to create what the company calls a “refined RC temptation” for performance-focused riders. At the heart of the package sits KTM’s 57kg LC8c parallel-twin engine generating 128hp and 103Nm, cradled in a purpose-built steel chassis with a diecast aluminium subframe, assembled at KTM’s Austrian factory. Brembo supplies 320mm discs gripped by four-piston calipers, while WP APEX suspension handles damping duties. An 8.8-inch TFT dash displays ride modes including Rain, Street, Sport and Custom as standard, with optional Track mode and two additional Custom modes available. The electronics package also includes four ABS modes: Street, Sport, Supermoto+ and Supermoto. The riding position balances aggressive track geometry with longer-distance comfort with adjustable footpegs to suit different rider heights. A 16-litre fuel tank should provide decent range between fills. “At KTM we like the fast-paced life and the KTM 990 RC R is a bike that we’ve been impatient to show for some time now,” said KTM global marketing manager Riaan Neveling. “Through all our model segments and strong technology, we know we’ve been missing that motorcycle that gets a certain type of rider excited.” Neveling pointed to KTM’s Red Bull MotoGP program as a key influence: “It’s our link to all the efforts to the Red Bull KTM Factory Racing MotoGP project and our outlet for the sea of information and data that has come the way of our Mattighofen R&D experts.” The standard 990 RC R will arrive at Australian and New Zealand KTM dealers in the first quarter of 2026, with production starting in October 2025. Buyers can choose between orange and black colour schemes. For dedicated circuit riders, KTM will launch the 990 RC R TRACK in early February 2026. This track-only machine strips away street-legal components and adds race-focused kit including a simplified dashboard, dedicated electronics, removed ABS modulator, direct brake lines and a track-optimized gearbox. Australian pricing and final specifications will be confirmed closer to the local launch date. 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 KTM 990 RC R confirmed for Australia appeared first on INFO MOTO. View full article

In a significant restructuring move, Polaris has announced the sale of a majority stake in Indian Motorcycle to private equity firm Carolwood LP, with the American motorcycle marque set to operate as an independent company from early 2026. The transaction will see Indian Motorcycle transition from being part of the Polaris portfolio to a standalone entity, fourteen years after the powersports giant acquired and revived the historic brand in 2011. Under the agreement, approximately 900 employees will transfer to the new Indian Motorcycle Company when the deal closes in early 2026. The sale includes manufacturing facilities in Spirit Lake, Iowa and Monticello, Minnesota, as well as the brand’s industrial design and technology center in Burgdorf, Switzerland. Polaris will retain a minority equity position in the standalone company, signaling confidence in the brand’s future despite the decision to divest majority control. The company has confirmed that operations will continue unchanged until the deal completion. Customer warranties will remain valid and unaffected throughout and after the transition period. The brand will continue operating as part of Polaris until the transaction is finalized in early 2026. Since acquiring Indian Motorcycle in 2011, Polaris has overseen a remarkable resurrection of America’s first motorcycle brand. The parent company invested heavily in new model development, expanded the dealer network, and pushed the brand into new market segments with models like the FTR and Scout platforms. However, the decision to sell suggests Polaris is refocusing its business strategy, potentially to concentrate on its core brands and product categories. 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 Indian Motorcycle sold to private equity firm appeared first on INFO MOTO. View full article

A purring triple-cylinder engine and sharp handling have this big cat gunning for a spot among the all-time great all-rounders It’s all too easy to assume the 2025 Tiger Sport 800 is a Tiger 660 with a current engine plucked from stock and shoehorned into the smaller bike’s chassis. It is, in fact, a new model and concept from Triumph with an entirely new 800cc triple engine – which I’m sure we will see in other models to come. The chassis is similar to the 660’s and shares the same swingarm, but the frame has been modified to accommodate a larger airbox and three separate intakes rather than the single intake of the 660. The brakes are shared with the new Speed Twin 1200, and I’m sure other cycle parts hail from other models, but the blend of a sporty 17-inch front rim – not the 19-incher found on the 850 Sport and 900 GT Sport – and adventure styling gives the 800 a new and subtly sporting attitude. No mistaking that familiar Triumph ‘face ON THE ROAD In the early morning sunlight, on smaller rims and in optional Cosmic Yellow, the Tiger looked purposeful; for under $20k it’s a great-looking bike. Even if you remove the badges, it’s clearly a Triumph. The TFT dash and three riding modes may feel basic in 2025, but for many riders they’ll be just right. At 835mm, the non-adjustable seat height makes the bike unintimidating, and the compact cockpit is easy to navigate. The standard quick-shifter works smoothly, and fuelling is precise across Rain and Road maps. All-day comfort with enough power, torque and handling to keep up with the big boys. How good is that? Cold, damp roads made me opt for Rain mode, but as the fuelling was so smooth and the torque curve so flat, I’m not sure it was even needed. The standard Michelin Road 5 rubber worked well in poor weather, and I could only provoke the traction control by deliberately accelerating hard over white lines or slippery manhole covers. It was easy to change modes on the move, but it’s not actually clear which mode you’re in once selected as there’s no obvious indication on the dash. Triumph branded brakes are the same as those used on the standard Speed Twin 1200 In town there was a lovely burble and rasp from the exhaust that’s complemented by an induction roar from the airbox. The bike felt up for some fun and certainly processed traffic with a smile on its face. Like the Tiger Sport 660, the 17-inch front wheel and road-biased geometry allowed it to steer quickly and easily and there was none of the slightly top-heavy feel of some older Tigers. Don’t be fooled by looks. This is a totally new triple that will surely power other models to come A brief stretch of fast motorway revealed that the 800 isn’t as revvy as the 660 and is noticeably more relaxed (and relaxing) as speeds push past 130km/h. The riding position is adventure style – upright but balanced – and the largish, manually adjustable screen was effective at diverting a wintry blast from my upper body and head. Triumph makes some fine-handling bikes and the new Tiger adds to that tradition. On twisty roads, its 214kg seemed to disappear, making it effortless to ride and hustle. It’s flickable and fun like the smaller 660 but the chassis has more refinement and control. Standard muffler still emitted a healthy growl when flogged high in the rev range Despite the 800’s adventure bike looks, its unambiguous road focus means the suspension doesn’t need to be long-travel to cope with any off-road work. With less travel than a typical 19-inch adventure machine, the chassis and suspension work well together; there’s enough weight transfer under braking to load and work the tyre, but the fork doesn’t dive like a soccer player looking for a penalty, while the rear is controlled and offers plenty of feedback – even when you start to make full use of the triple’s 84.6kW (113hp). Showa fork is tuned for road use, despite the adventure bike styling The torque curve is very flat, making for a linear power delivery that drives the 800 with satisfying urgency. Work that smooth quickshifter and you can enjoy a ride brisk enough to make you question why you’d ever want more power or torque. Should the mood take you, it will happily rev past 10,750pm to the limiter at 11,500rpm, and behave like a (comfortable) sports bike. Such is the punch of the midrange, there’s no need but rev beyond 8500rpm but, like all Triumph’s triples, its rasping exhaust sounds epic when you do. The 835mm seat height will suit most riders and there is adequate pillion accommodation In Sport mode, the throttle response is a little sharper, but not overly aggressive, and you can feel the rider aids have been turned down. The TC works as an anti-wheelie and is relatively smooth when it kicks in. In Sport the front wheel hovers and holds over crests or when accelerating hard in the first two gears, whereas in Road mode wheelies are kept on a tight leash with the front tyre firmly planted. Quickshifter is standard Unlike some sports-tourers, ground clearance is excellent for this type of bike. Only heavier riders or those riding two-up with luggage may want to add some preload to the rear. I rode reasonably hard and was impressed by the composure of the chassis at pace. This Tiger certainly has the minerals necessary to chase your (far less comfortable) mates on sportsbikes. The brakes department may lack the Brembo bling of some of the Italian competition but the 800’s twin 310mm front discs and four-piston calipers (there’s a single 265mm disc on the rear) are more than up for the job. The radial-mounted Triumph-branded items are the same as the standard Speed Twin 1200, and they work well on the modern classic too. Cornering ABS is standard and doesn’t change via the mode, which does mean when ridden aggressively it kicks in a little early and is a tad intrusive. For normal riding, though, the safety net of cornering ABS will be a bonus. The Tiger Sport 800 could be one of the best all-rounders in a couple of decades of motorcycling The combination of an excellent chassis with that 17-inch front wheel, a fun engine full of character and a roomy riding position meant I didn’t want the test day to end. It’s not often you can have so much fun in comfort. We only got a taste of the 800’s long-distance ability but after a full day in the saddle I had no complaints. Install some of the optional luggage, which incidentally is the same as the 660’s, even down to its mounting points, and you could easily kick out some big kays. VERDICT The Tiger Sport 800 is a fantastic all-round machine; versatile, as easy to manage as the Tiger 660 but classier, and a cinch around town and at slow speeds – yet attach some luggage and it can belt out a few solid weeks of touring. It will commute efficiently during the week and unsettle sportsbike riders on weekends. It sounds good, looks smart and has bags of character. It also comes with just enough gadgets and rider aids to keep you safe. When it comes to naming the great all-rounders of the last 20 years or so, many will cite Honda’s legendary VFR800 or Kawasaki’s first generation Z1000SX, which are good at almost everything – and now a new bike joins that list. PROS – Excellent chassis, a fun engine full of character and a roomy riding position. CONS – Hard to fault, except for a slightly intrusive cornering ABS system, which doesn’t change with the rider modes. COMPETITION Yamaha Tracer 9 GT from $25,599 (ride away) BMW F 900 GS from $21,770 (ride away) KMT 890 SMT from $20,495 (ride away) Ducati Multistrada V2 from $26,100 (ride away) SPECIFICATIONS ENGINE 798cc water-cooled inline triple, 4 valves per cylinder, 78mm x 55.7mm bore/stroke, 13.2:1 compression, wet multiplate clutch, six-speed quickshifter, chain final drive PERFORMANCE 84.6kW (113hp) @ 10,750rpm, 84Nm @ 8500rpm, est. top speed 250km/h, fuel consumption 4.7L/100km (claimed) ELECTRONICS Bosch IMU with riding modes (Rain, Road, Sport), lean-sensitive ABS and TC CHASSIS Tubular steel perimeter frame, rake 23.8°, trail 99mm, wheelbase 1422mm SUSPENSION Showa 41mm USD fork (comp/rebound adj, 150mm travel), single rear shock (rebound and remote preload, 150mm travel) WHEELS/TYRES 17-in cast alloy wheels, 120/70 front, 180/55 rear, Michelin Road 5 tyres BRAKES 310mm twin front discs with radial 4-piston calipers, 255mm rear disc, Bosch cornering ABS. DIMENSIONS 214kg wet (claimed), seat height 835mm, width 828mm, height 1386mm (screen up), fuel capacity 18.6L PRICE/COLOURS $20,290 ride away. Graphite, Caspian Blue, Sapphire Black, Cosmic Yellow. CONTACT triumphmotorcycles.com.au The post QUICK SPIN | Triumph Tiger Sport 800 appeared first on Australian Motorcycle News.

Honda Motorcycles has pulled the covers off the 2026 CB1000F, a retro-styled performance naked that draws inspiration from the iconic CB750F from the 1980s. Built on the acclaimed CB1000 Hornet platform, the new F-badged model takes a different approach with its completely retuned Fireblade-derived engine and premium specification. Motivating the bike is a familiar 999cc inline-four borrowed from the 2017 Fireblade, though it has been significantly reworked to deliver a more characterful riding experience, according to Honda. Maximum power drops to 91kW (down from the Hornet’s 111.6kW), while torque peaks at 103Nm. Honda’s engineers have deliberately shifted the power delivery lower in the rev range, creating what they describe as an “off-beat” character through revised camshafts, extended intake funnels, and a new 4-2-1 exhaust system feeding a period-correct three-chamber megaphone muffler. Gearing changes reinforce the bike’s more relaxed nature. First and second gears get shorter ratios for snappier acceleration, while third through sixth are taller for comfortable cruising. The styling is pure 1980s homage. Clean lines flow from the fuel tank through angular side covers to the tail unit, with bold graphics inspired by Freddie Spencer’s AMA championship bike. A single round LED headlight flanked by twin horns, chrome downpipes, and that megaphone exhaust complete the throwback aesthetic. Three colour schemes will be available: Wolf Silver Metallic with Blue Stripe, Wolf Silver Metallic with Grey Stripe, and Graphite Black. Suspension spec is a step up from the Hornet, with 41mm Showa SFF-BP USD forks offering preload, compression, and rebound adjustment. The rear shock uses Showa’s separate-pressurisation design with Pro-Link, tuned for a supple ride. Four-piston radial Nissin calipers grip 310mm floating front discs, with cornering ABS managed by a six-axis IMU. Electronics include ride-by-wire with three riding modes plus two user-customisable options, adjustable wheelie control, and Honda Selectable Torque Control. The 5.0-inch TFT dash uses optical bonding for improved visibility and offers Honda RoadSync smartphone connectivity for navigation, calls, and music. Honda Smart Key handles ignition duties. At 214kg kerb weight with a 795mm seat height and 2.8-metre turning circle, Honda claims the CB1000F “handles like a middleweight but with big bike feel.” The fuel tank holds 16 litres, and with consumption of 5.6L/100km, range should exceed 280 kilometres. Honda will offer three accessory packs – Sports, Comfort, and Travel – along with individual items including a quick-shifter, luggage options, and protection gear. At time of writing, it is unclear if the bike will be made available in Australia. 2026 Honda CB1000F. 1 of 9 The post Honda reveals CB1000F retro naked bike appeared first on INFO MOTO. View full article

Ducati has confirmed that its updated Multistrada V4 Rally will hit Australian showrooms in January, 2026, priced from $43,800 rideaway. For 2026, the Multistrada V4 Rally receives a host of updates aimed at making its adventure-touring flagship even more capable for long-distance travel. The Italian manufacturer announced the latest Rally at a media event last week, showcasing refinements across the chassis, electronics, and rider aids that build on the model first launched in 2023. At the heart of the updates is the evolved Adaptive Ducati Skyhook Suspension (DSS) EVO system, which has been enhanced to read road conditions and riding style in real-time. Also new is an automatic lowering device, which drops the bike’s height when speeds fall below 10km/h. The system automatically raises the bike back to normal ride height once you exceed 50km/h on-road or 20km/h off-road. Safety receives a boost with Forward Collision Warning, which alerts riders to potential frontal impacts via a dashboard pop-up. The radar-based system complements existing Adaptive Cruise Control and Blind Spot Detection technology. Ducati has also refined the combined brake system with a new rear-to-front strategy that activates the front brake when only the rear lever is used, reducing pitch and improving comfort, particularly when riding two-up. The 1158cc V4 Granturismo engine carries over unchanged, delivering 127kW and 121Nm. The counter-rotating crankshaft, said to be derived from MotoGP technology, works against wheel gyroscopic forces for sharper handling, according to Ducati. The Rally variant focusses long-distance comfort with its 30-litre fuel tank, improved windscreen (40mm wider and 20mm higher than the standard V4), and standard centre stand and heated grips. Ducati has repositioned the swingarm pivot higher to improve anti-squat characteristics under load, while the rear brake disc grows to 280mm for better stopping power when fully laden. The 6.5-inch TFT display receives updated graphics and more intuitive controls for heated grips and seats. Ducati Connect integration handles navigation, calls, and music through compatible helmet intercoms. Three variants will be offered: Radar (with all radar systems), Adventure Travel & Radar (adding aluminium panniers and heated seats), and Full Adventure (including an Akrapovic exhaust and carbon front guard). Two colour schemes are available: Ducati Red with brushed aluminium tank and black wheels, or Jade Green with brushed aluminium tank and gold wheels. 2026 Ducati Multistrada V4 Rally. 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 2026 Ducati Multistrada V4 Rally price and specs confirmed appeared first on INFO MOTO. View full article