Yesterday, the likes of Suzuki, Honda, Royal Enfield, CFMoto and Yamaha had their big reveal days at the annual EICMA motorcycle show in Milan, but there will be plenty more interesting reveals today.
Ducati
One manufacturer we didn’t include yesterday was Ducati, partly because there was so much to digest from the Italian manufacturer. Ducati is quickly cementing its position as a European motorcycling powerhouse; while overall production figures might be a fraction of those of KTM or BMW, the influence the brand from Bologna has on motorcycling globally cannot be underestimated, and that’s even before you consider its domination of the race tracks in the two biggest two-wheel race series, MotoGP and WSBK.
Ducati has always used EICMA as its most important showcase, and this year was no different, with a dedicated premiere in the centre of Milan on the eve of the EICMA show itself. And the breadth of the new model selection was breathtaking: superbikes, power cruisers, supersports, adventure and enduro.
The Panigale V4 has evolved with more power, improved aero and further improvements in the form of the V4 SP (Sports Production). In essence, it’s a V4 S with more of everything: carbon wheels, final drive and clutch (all from the WSBK project), racing foot pegs, more carbon fibre elements than you could shake a stick at and a dedicated track kit. The most eye-catching element, however, has to be the MotoGP-inspired aero package, with huge fairing wings and sidepods, giving a claimed 25% increase in downforce at high speed.
The livery is unique and, naturally, it’s a limited production model.
There’s also a new Streetfighter V4 SP which also gets carbon wheels, a brushed aluminium tank, a dedicated two-tone seat and ‘Ducati Red’ brake callipers.
If all that is not enough ‘SP’ for you, there is also a new Panigale V2 SP, specifically configured to get Ducati into the Supersport World Championship, the ‘junior’ class of WSBK. Features include high-spec Öhlins suspension, a new, longer swingarm, forged wheels and a dry clutch.
The DesertX adventure model gets a new Rally version. Increased travel and top-spec KYB suspension are the main features, along with Takasago Excel tubeless wheels, Termignoni exhaust, reinforced skid plate, high front mudguard and one-piece seat. This will enable it to be the most convincing adventure bike in Ducati’s line-up.
Those five Milan unveilings join Ducati’s other newcomers including a new ‘Dark’ version of the Monster, two new Hypermotards (the new 698 Mono RVE and Hypermotard V2 RVE), two new Multistrada V4s, the Grand Tour and Pikes Peak, plus new variants of the Desmo 450, to complete Ducati’s incredibly comprehensive and competent line-up for 2027.
Royal Enfield
Yesterday, we talked about Royal Enfield’s first big adventure bike, the Himalayan 750. Well, that same engine has been tuned for more power and slipped into what is now Royal Enfield’s most powerful model, the Continental GT 750.
Think of it as RE’s version of a Triumph Bonneville or Thruxton, especially as it’s available in both faired and unfaired versions, the latter having a much lower handlebar set-up. RE hasn’t yet revealed power and torque figures, but expect the performance to be perfectly satisfactory. Showa handles suspension duties, and there is a twin-disc set-up at the front. Wheels can be spoked or alloy and are 18-inch units.
The new 750cc models show that Royal Enfield is serious about becoming an even more convincing player in the international market, perhaps finally shrugging off its slightly staid image and building on its success at home in India.
Norton
Few names in motorcycling carry the history of Norton. Now, under the ownership of India’s TVS Motor Company, the fabled British marque is looking to broaden its horizons with the 450 Urban, a new mid-capacity model aimed at everyday riding.
It’s powered by a liquid-cooled 454cc single-cylinder engine producing 46bhp at 8,000rpm and 45Nm of torque at 6,000rpm. The aluminium frame is paired with fully adjustable KYB suspension and cornering ABS. Norton will offer two versions: a road-focused model and a more rugged-looking variant with additions including handguards, fork protectors, a flyscreen and larger mudguards.
Norton owner TVS also announced that it will premiere four new models. We were able to interview the TVS CEO at EICMA, and we’ll bring you that report in the coming days.
Kawasaki
There are many who lament the disappearance of the KLR/KLE 650 model from the South African market, but Kawasaki itself hasn’t abandoned the model.
For 2027, the model has been completely re-imagined. Kawasaki describes it as its first rally-inspired adventure touring model and will be powered by a ‘next-generation middleweight engine based on the proven 649cc, liquid-cooled parallel twin engine currently used across a wide range of platforms.’
Ride-by-wire throttles finally allow the model to have traction control and cruise control, and the engine and fuel injection system have been optimised for strong low- and mid-range torque and good high-rpm performance, with a flat torque curve. There’s a new trellis-type frame; wheel sizes are 21- and 17-inch front and rear, and in appearance, it can’t be anything other than a Kawasaki KLE as we’re all so familiar with, with large panels covering much of the mechanical element.
There is an SE model, featuring a bi-directional quick-shifter, TFT dash, tubeless tyres, hand guards and aluminium bash plate and large screen. In short, it’s the immortal KLE brought back up to date.
Will we see it here in SA? We’ve yet to find out, but we feel there’s a large number of riders who would welcome a return to a lighter, simpler adventure bike from a company that really isn’t playing in the adventure segment at the moment.
Kawasaki has played in the adventure touring market for a number of years with the various Versys models. These are models that have adventure bike styling, stance and riding position but with no pretence at off-road ability.
New for 2027 will be the Versys 900, using the inline four-cylinder engine as seen in the Z900, housed in a new trellis frame, running on 17-inch wheels fitted with Metzeler Roadtec 01 tyres. The ubiquitous six-axis IMU allows for lean-sensitive TC and ABS; you get two engine power maps, three riding modes and a customisable User mode.
The tech doesn’t end there, as Kawasaki has fitted adaptive cruise control, with forward collision warning and blind-spot detection, automatic hazard light flashing under heavy braking, quickshifter and a full-colour TFT dash.
Again, there’s an SE version, which adds LED fog lights, handguards, heated grips and a centre stand (when did a centre stand become ‘special equipment’, we wonder?). There’s a full pannier set available as an option.
Harley-Davidson
Harley-Davidson has tried several times over the years to downsize into new territory, but it has never truly succeeded. Maybe the Harley-buying public are just as tradition-bound as the brand itself?
But this hasn’t stopped it from trying, and the latest attempt is the Sprint 440. This is a model that has been rumoured for many years and never seen the light of day, but here it is finally. It’s the result of a collaboration with Hero MotoCorp of India, with whom H-D has been in bed for a long time, in an attempt to break into the important Indian market. It’s powered by a single-cylinder, single overhead cam, two-valve, air/oil-cooled 440cc engine, fuel-injected, pushing out 27bhp and 38Nm of torque. A counter-balance shaft keeps things smooth.
The press release has the air of desperately trying to convince American riders that this is a real Harley-Davidson and maybe it will succeed in the U.S., but surely, the prime target for such a model is the premium sectors of the Indian and Asian markets (and, to a lesser extent, the European market), where brands such as Royal Enfield (and Triumph) are enjoying such success. The Sprint 440 is no retro model, and this may be Harley’s downfall, but at least they’re trying.
Triumph
Very little from the British here, other than the Bonneville-inspired T40, a ‘baby’ Bonnie using the latest 400cc single-cylinder engine as seen in the 400X and 400 Scrambler models.
BMW
If spending over R500,000 on a naked BMW wasn’t enough, now comes the opportunity to spend even more!
The letters ‘RS’ after a BMW model name usually mean a more touring-oriented machine, with a smidgeon of sporting pretension. Well, in the case of the M1000 RS, the letters stand for Rennsport, or ‘racing’, and this gives you some indication of the pretensions of this latest premium offering: track-orientated and ultra-high performance.
The engine has been directly transplanted from the WSBK-spec M1000 RR, pushing out 218bhp and 113Nm of torque. Top speed, if you can hang on, is claimed to be 283km/h (176mph).
It weighs 196kg, or three kilos lighter than the ‘standard’ M1000 R and has all the carbon fibre goodies you could wish for: wheels, bodywork, lots of ancillary items, titanium exhaust, aluminium tank, lightweight battery, and so on. The suspension is semi-active; of course there are wings on the front for downforce, the electronics are next-level, and you shouldn’t expect too much change from R7-800,000 (if you’re lucky!).
Is there any point to such extravagance? Of course there is! Thank goodness there are such motorcycles still being built today – excess in all areas! The do-gooders are getting things too much their way at the moment. Time to stick two fingers up to them.
QJMotor
As with CFMoto, Chinese brand QJMOTOR is showing that it is prepared to run very soon after learning to walk. A deal made with MV Agusta back in 2020 gave the Chinese brand access to the four-cylinder, 921cc engine that was itself a development of the original 750cc inline four as used in the F4 750 from the 1990s.
Originally, the idea was to use the engine in a Benelli-badged model, but such is the chutzpah of the Chinese brands today that a brand-new litre superbike will appear with the QJMOTOR name on the tank.
We first saw the SRK 1000 RR as a concept around 12 months ago. That concept is now production-ready, and here is the result. Can it possibly match the Japanese and Europeans? Well, power is claimed to be 161bhp, with 61Nm of torque and all-in weight said to be 215 kg, so there’s a way to go to match the best from Ducati, Honda, BMW, etc., but it’s a very impressive first attempt. Just think; they’ve come this far in a short space of time. Just imagine what they’ll be doing in ten years’ time.
Interestingly, while Chinese rival CFMoto has made a big splash with its 450cc adventure models, QJMOTOR is looking at the middleweight sector with the Rino 900, sometimes also listed as the SRT 900 X3.
As the name suggests, it’s got a 900cc three-cylinder engine, has twelve valves, liquid cooling and is a stressed member of the chassis. Power is claimed to be 116bhp at 10,000rpm and torque 93Nm at 8,000rpm. If the engine is a development of the MV Agusta triple, then it will be interesting to see what has been done to the tuning to make it suitable for an adventure bike, as opposed to a screaming sports bike. As it is, those power and torque figures seem very high in the rev range to be completely suitable for plugging through rough terrain.
Suspension is by Marzocchi and wheel sizes are 19-inch front, 17-inch rear, with 185mm of ground clearance. Brembo handles the braking duties, there’s a 20-litre fuel tank, and weight is stated as 220kg.
KTM
Not very much that’s new for KTM, other than a very early look at the new RC450 sports bike, but that’s only going to be arriving in 2028. Elsewhere, much fuss is still being made about the 1390 engine in its various street applications, such as the 1390 Super Duke and 1390 Super Duke GT, both in standard and EVO forms, all with around a million horsepower and performance that will make your eyes pop out, allied to handling dynamics and touring ability that could potentially win circuit races.
And that concludes yet another EICMA show. As in previous years, it has been a mix of surprise and slight lacklustre; some manufacturers have gone all-out, while others have gone barely noticed. It does all depend rather on where everyone is in their development cycles; those who made a splash this year might go under the radar next year, and vice versa.
But one thing is for sure: no matter the state of the motorcycle industry in South Africa, it is still in good health on a global scale, and there are some very significant developments taking place if we just keep our eyes open and ears to the ground. Rest assured that that’s what we’re doing here at ZA Bikers, and we’ll bring you all the latest news and reviews as they happen.
