HOT HEADLINES: momentum could be everything as MotoGP lands in Malaysia.

More twists and turns await in the finely-poised battle for the crown as we arrive at fabulous Sepang. 

And so, it's onto Malaysia. After a weather-affected Sunday saw the cancellation of the Australian Grand Prix race, the 2026 MotoGP title race thriller heading into this weekend's PETRONAS Grand Prix of Malaysia is how it was after the barnstorming - and dramatic - Sprint at Phillip Island.

10 points in it. Marc Marquez (Ducati Lenovo Team), the leader. Walking wounded Jorge Martin (Aprilia Racing), the chaser. And Marco Bezzecchi (Aprilia Racing), the underdog. The setting for Round 19? The wonderful Petronas Sepang International Circuit, scene of many a clash and decisive showdown.

Introducing The Trip, the first of a new generation of Moto Guzzi.

TECHNOLOGY FROM MOTORCYCLES OF THE CLASS ABOVE, ICONIC YET CONTEMPORARY DESIGN AND AN AGILE, ENTERTAINING CHASSIS: THE TRIP COMBINES INNOVATION AND EMOTION IN PURE MOTO GUZZI STYLE.

MOTO GUZZI THE TRIP WILL BE UNVEILED AT EICMA (Motorcycle show) IN MILAN, ITALY FROM 5 TO 8 NOVEMBER - HALL 9.

AN EASY, LIGHTWEIGHT AND FUN 500 ROADSTER.

Beautiful to look at and to ride, for those coming to the Moto Guzzi world and for those who already love it. A motorcycle that is authentic and quick, and that can stir even the most experienced riders, without being over-complicated.

At some point we started to believe that motorcycling had to mean extreme performance, outlandish power and ever more demanding machines.

Meanwhile, life has changed.

Cities have become more frantic, free time more precious, and the desire for authentic experiences stronger than ever.

Today, true luxury isn't about more horsepower. It's about more time. More freedom. More chances to break out of the daily routine.

That's why we created Moto Guzzi The Trip.

The new 500 roadster ushers in a new generation of Moto Guzzi. A motorcycle for those who want the character of a legendary marque and the ease of use modern life demands.

A bike that makes every journey special. From the commute to an impromptu ride after work. From the quickest route to the finest trip.

Because the journey isn't about how far you go, but about how you choose to use your time.

TECHNOLOGY IN THE SERVICE OF ENJOYMENT

The Trip is designed to feel intuitive from the very first moment.

At just 180 kg in running order, with a natural riding position and an accessible seat starting at 790 mm from the ground, everything feels simple, easy, immediate.

No stress when manoeuvring. No nerves in traffic. Nothing stands between you and the pleasure of riding.

With a technology package from motorcycles of the class above, contemporary design and an agile, entertaining chassis, Moto Guzzi The Trip combines approachability and liveliness like few other bikes in its class. This bike can win over anyone coming to two wheels for the first time, satisfy the most experienced motorcyclists and rekindle the passion of those returning to riding after years away.

A mid-capacity Moto Guzzi with a big personality.

STYLE THAT DOESN'T NEED TO SHOUT

The Trip introduces a new design language for Moto Guzzi: pared back, contemporary and authentic.

Every element has been designed by taking away rather than adding, letting what really matters come through: balanced proportions, clean surfaces and the stage presence of the twin-cylinder engine in its deep, minimal black finish.

The 15-litre metal fuel tank combines elegance with practicality. The full LED headlight gives a modern twist to the iconic Moto Guzzi eagle. The circular 3.6-inch TFT display connects seamlessly with a smartphone and provides clear, immediate information on every journey. The backlit handlebar switchgear is easy and intuitive, keeping everything under control at night too. The bike's name is elegantly embroidered on the seat.

Because the best technology is the technology that makes life simpler.

THE PLEASURE OF RIDING, EVERY DAY

At the heart of The Trip is a modern parallel-twin engine producing almost 48 hp, fully compatible with an A2 licence.

Its strength lies in making every kilometre a pleasure.

It responds smoothly, with most of its torque available from low revs. Riding is relaxed in urban traffic and engaging when the road opens up beyond the city.

Everything is designed to instil confidence, naturalness and riding pleasure.

Because fun doesn't come from complexity. It comes from feeling instantly at one with your motorcycle.

TECHNOLOGY THAT FOLLOWS YOU, NOT TECHNOLOGY THAT DISTRACTS YOU

The Trip gives you all the technology you need, exactly when you need it.

The Ride-by-Wire electronic throttle and three riding modes let you tailor the bike's character to suit any situation:

Road. For taking on every day with smoothness and comfort.

Sport. For adding energy and fun on your favourite routes.

Rain. For tackling the most difficult conditions with greater safety.

Integrated pictogram navigation and the Quick Shifter (available as accessories) complete the experience, making every ride even simpler and more engaging.

THE CITY IS ONLY THE STARTING POINT

The Trip is built to get you around in style in everyday life, but it can do a great deal more.

It is the bike that makes a detour on the way home special. That takes you to discover a new neighbourhood. A tucked-away bar. A road you have never ridden.

It is the perfect companion for a spur-of-the-moment escape out of town, to the sea at dawn or a hilltop at sunset.

For anyone after new experiences, and for anyone who loves to travel, even if only in their head.

For those who believe adventure can begin the moment you turn the key and click down into first.

THREE LIVERIES. THREE WAYS TO LIVE THE TRIP.

Black Metropolis: The contemporary elegance of the city.

Green Grove: Where Moto Guzzi tradition meets nature.

Red Beat: The eagle's energy at its most dynamic and sporty.

And to celebrate the start of a new era, there is also The Opening special edition, for anyone who wants to be part of it from day one.

The new The Trip 500 will take centre stage on the Moto Guzzi stand at EICMA, held at Rho Fiera from 5 to 8 November 2026, and will be available from official dealers in early 2027.

The post Moto Guzzi Introducing 500cc Parallel Twin Streetbike appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Indian Motorcycle Restructures Operations to Strengthen U.S. Manufacturing and Advance Transition to Independent Operations

Key Highlights:

Increases long-term efficiency and profitability as part of ongoing transition from Polaris' ownership to stand-alone motorcycle business.

Move expands Spirit Lake capabilities

Net-neutral impact on overall staffing strengthens core corporate capabilities and U.S. manufacturing

Golden Valley, MN — October 28, 2026 — Indian Motorcycle today announced the next phase of its strategic transition to a free-standing company, strengthening its manufacturing capabilities in Spirit Lake, Iowa, adding dedicated business functions, and restructuring its organization to support long-term profitability and growth.

The changes include adding manufacturing jobs to support recently expanded capabilities at the Spirit Lake facility that will significantly reinforce Indian Motorcycle's commitment to manufacturing its motorcycles in the United States. The company is also filling essential finance, corporate administration, and other positions that were previously handled by Polaris employees through the initial stages of its multi-faceted transition process.

Further to the restructuring, Indian Motorcycle has eliminated positions across several business functions as part of its efforts to detangle the business from Polaris, reduce operational overlap and better align its organization with the needs of an independent motorcycle business.

"As we stated when we assumed control of the business in February, we are committed to strengthening this business for long-term success with American manufacturing at its foundation," said Mike Kennedy, CEO of Indian Motorcycle. "Expanding manufacturing capabilities and jobs in Spirit Lake and building a team dedicated to the needs of this business are critical aspects of our long-term plan. That said, we are also making some difficult organizational decisions that are reducing some positions. While we recognize the challenges that presents to the individuals impacted, it remains necessary to establishing a more efficient operation that can support sustained profitability and future growth."

SPIRIT LAKE'S STRATEGIC IMPORTANCE

The critical hub of the company's U.S. manufacturing network, Indian Motorcycle recently added engine manufacturing to the broader scope of Spirit Lake manufacturing operations, while also strengthening its paint operation at the plant. To support the combined expansion of capabilities at the facility, the company will be adding up to 60 additional manufacturing positions.

"Spirit Lake is strategically foundational for our future," Kennedy said. "The skills of our employees and the capabilities of that manufacturing operation are absolutely essential to taking this business to the next level and we are excited to be doing so right here in America for riders around the globe."

TRANSITION FROM POLARIS

The transition from a business supported by Polaris' shared corporate functions to a free-standing company requires Indian Motorcycle to establish its own capabilities in several essential areas. To that point, Indian Motorcycle is filling positions in finance, corporate administration, and other business functions. This will include filling as many as ten existing positions focused on responsibilities previously performed for Indian Motorcycle by employees who remained with Polaris following the transaction. Establishing these dedicated functions further transitions responsibility for the day-to-day operations to an independent Indian Motorcycle.

At the same time, the company has spent the past 7 months identifying areas of staffing overlap and other structural inefficiencies to simplify its organizational structure to be more responsive, nimble, and efficient in serving the needs of its dealers and customers. This effort required the elimination of approximately 70 positions across various divisions of the business.

"This is an unfortunate and difficult aspect of this process, because these decisions affect people who have contributed to Indian Motorcycle over the years; and we recognize the impact on them and their families," Kennedy said. "We are incredibly grateful for their work and are committed to treating them with the utmost care and respect throughout this process."

The restructuring efforts advance the strategies established by Carolwood when it assumed official ownership in February of this year: reinforce American manufacturing; establish independent operating capabilities; and position Indian Motorcycle and its dealers for long-term profitability and growth.

"We are building the manufacturing capabilities, dedicated team, and operating discipline Indian Motorcycle needs for its next chapter," Kennedy said. "Our responsibility is to make decisions today that strengthen this company for our employees, dealers, and riders over the long term."

For more information, visit IndianMotorcycle.com.

ABOUT INDIAN MOTORCYCLE

Indian Motorcycle is America's First Motorcycle Company. Founded in 1901, Indian Motorcycle has won the hearts of motorcyclists around the world and earned distinction as one of America's most legendary and iconic brands through unrivaled racing dominance, engineering prowess and countless innovations and industry firsts. Today that heritage and passion is reignited under new brand stewardship. To learn more, please visit www.indianmotorcycle.com.

The post Indian Advances Transition to Independent Operations appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Applications to join the 2027 grid will open on 4 November 2026 and run until 15 January 2027.

Prospective competitors looking to apply for 2027 entries for the FIM Moto3 Junior World Championship, Moto2 European Championship, Stock European Championship or Momoven Moto4 European Cup can now save the date for when applications open:

KEY DATES

• Applications open: 4 November 2026

• Applications close: 15 January 2027

• Confirmation of selected riders: no later than 2 February 2027 (via email)

• Selected riders must register online: no later than 2 March 2027

Participants applying for the FIM Moto3 Jr WCh, the Moto2 ECh and Stock ECh categories are required to make an advance payment of the registration fee of €1,500.

Please also note that, for the FIM Moto3 Jr WC and the Moto4 EC, a 30% discount will be applied to the Season and One Event entry fee for each rider whose nationality makes up less than 10% of the MotoGP grid across the three clas-ses in 2026*. Here you can check the Season and One Event entry fees.

It is reminded that the incentive programme for riders and teams will also be in force in 2027. Full information about the riders incentives is available here and about the teams incentives, here.

The 2027 calendar can be checked here or, alternatively, downloaded here.

*The two nationalities that would not qualify for this discount in 2027 are Spanish and Italian

The post FIM MotoJunior: Applications Open November 4 for 2027 Grid appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

By Ken Hill: 

Hot on the heels of my most recent post about using artificial intelligence as a motorsports coach, I wanted to take a step back and look at how to lap faster using a tried-and-true tool: a simple GPS speed graph. Specifically, my own speed graph.

• Situation

I recently picked up a 2026 BMW S 1000 R, the detuned, more upright sibling of the S 1000 RR. Given my affection for unfaired, higher-handlebar bikes and familiarity with the platform, I was excited to learn if the single-R model could earn a place among my favorites.

I shook down the S 1000 R during a few "Riders Club" days at New Jersey Motorsports Park, hopping on it for a few sessions whenever I could. At the end of the last day, I finally had time for a proper time attack.

Despite the fact that I was still getting familiar with the bike, I met my goal of a sub-1:30 lap: 1:29.63, slightly less than 10 seconds off the overall motorcycle track record. Promising, but I felt more was available. I needed to figure out where the next improvement would come from.

I downloaded the data collected by my AIM Solo DL and started going through it at home in preparation for riding again the following week. Let's pause here, because this is where "I think I can go even quicker" needs to become more focused and specific.

• Evaluation

I compared my 1:29.63 on the S 1000 R with my best lap on the S 1000 RR, which had the same basic setup. That comparison helped identify three likely areas worthy of improvement. Here is the GPS speed graph comparing those laps:

The time delta at the bottom of the graph shows where I gained or lost time on the S 1000 R relative to the S 1000 RR. For this evaluation, I focused on three sections where the gap in time increased significantly:

• Turns 3B-4
• Turns 4-5
• Turns 10-12

There were other differences at various places around the course, but these three sections accounted for the greatest combined loss of time.

Let's get the obvious out of the way: the differences in top speeds. The R produces 45 fewer peak horsepower than the RR, so I couldn't treat every difference in the graph as something to fix with my riding. The bikes are similar, but they highlight opportunities I could act on.

This is key: I didn't need to go faster everywhere. I just needed to keep doing what I was doing where the loss was minimal and concentrate on the aforementioned three sections. Now, with the evaluation complete, I had to determine what to change.

• Methodology

So, why was I losing time in those areas? Cue the racer's excuses. There were a few reasons, but the bottom line was that my exits were lacking in key acceleration areas. I wasn't fully committed to using something the bike did well: leaping off a corner.

I needed that end of day time-attack session. It helped me shift from test rider to racer and push the bike hard enough to see if it was holding me back or if I was holding it back. And yes, I looked through the other available AIM channels.

Those channels reinforced what I needed to work on: me. I needed deliberate exit segments with no pauses in throttle application. That gave me an objective. But "get a better exit" is an outcome. I needed a method I could take back to the track—"how" to do it.

• Process

Looking over the individual laps, the graph highlighted inconsistencies in my slow-point location, especially segments where I was losing the most time. In some corners, I reached the slow point too early and overslowed. In others, I carried it too far and compromised my drive.

Fix: Commit to the proper slow-point locations, setting myself up for stronger overall exits without sacrificing time on entries. Report card: 1) quick but smooth initial throttle, with little or no transition to drive throttle; and 2) getting to wide-open throttle without having to roll out.

• Outcome

Facing the same situation as before, I expected to get one session at the end of the day to make it happen. No changes to the bike, only the rider; I even had the same fuel in the tank. So, how did it go? Pretty darn well: 1:28.46—a 1.2-second drop.

Focusing on those three segments paid off more than I expected. I probably overdid it in a few places, but the results speak for themselves. Plus, there was organic improvement in other sections of the track stemming from that focus.

• Conclusion

Fundamentals over incrementals. With my own data, I identified where I was losing the most time, made a plan, and used real-time report cards for my execution. It wasn't complicated. It wasn't hopeful. It was deliberate technique.

I had prior data from the S 1000 RR to compare with that of the S 1000 R, which most certainly shortened the process. But even without that data, I had other metrics that ultimately could have guided me to the same conclusions.

AI and other forms of detailed analysis can be useful. But before digging into the smallest details, ask yourself, how well am I executing the fundamentals? Keeping it simple can still lead to massive improvements.

About Ken Hill:

Ken Hill is considered the top motorcycle riding coach in the U.S. He bought his first motorcycle at age 30 and began road racing the very same year. Despite the late start, Ken went on to set track records and win class championships before making his professional debut in the AMA Superbike class, where he finished in the top 10 at age 41. Ken's passion for learning and, ultimately, bettering the sport, led him to retire from racing in 2007 and devote himself full-time to coaching. Learn more at khcoaching.com.

The post Ken Hill Coaching: Using Data to Improve Lap Times appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

• The 2027 Panigale V4 further improves track performance, posting an average lap time improvement of 0.4 seconds at Vallelunga compared to the previous model
• A more efficient Desmosedici Stradale: modifications to the intake, exhaust, and lubrication systems boost power, enhancing high-RPM performance, with the rev limiter now raised to 15,000 rpm, also in gears from 2nd to 5th.
• A new Front Frame with modified stiffness, Dynamic Engine Brake and Race Brake Control allow for later braking, faster corner entry and earlier acceleration on corner exit

Sunnyvale, Calif. - Buying a Panigale V4 means embracing nearly forty years of successes, developments, and innovations that have shaped the history of superbikes. It is a legacy unmatched by any other brand in this segment—spanning seven generations of superbikes that have starred in epic races in the hands of the most beloved riders in production-based world championships, culminating in the historic dominance of the 2026 World Superbike Championship. With the version unveiled at WDW 2024, Ducati fielded a Panigale V4 in the Race of Champions that was a full second faster than the previous model. Now, two years after that launch, the Borgo Panigale manufacturer presents its evolution: the Panigale V4 MY2027.

To create the Panigale V4 MY2027, Ducati focused on every single detail that could enhance performance—just as it does in competition. Leveraging the experience gained in racing—where the seventh-generation Ducati superbike secured the world championship title and various national rider and manufacturer titles upon its debut*—the Borgo Panigale manufacturer has developed the V4 to make it even faster and more effective on the track.

Ducati has refined the engine, aerodynamics, chassis, and electronics,honing every aspect of the bike with one goal: boost its potential and let the rider exploit it more effectively. The result is a Panigale V4 that delivers higher performance and is more intuitive and accessible when riding at the limit.

The Desmosedici Stradale engine produces 209 hp, the 2027 engine received modifications that improve airflow and reduce mechanical friction. Adopting longer final gearing and raising the rev limiter by 500 rpm allows for better utilization of high-end power.

At the same time, Ducati has improved the bike's dynamic behavior during the most critical phases of sports riding—braking, turn-in, mid-corner, and exit—by introducing significant chassis and electronic updates.

The effectiveness of the entire package is confirmed by tests conducted at the Vallelunga circuit, where the Panigale V4 recorded an average lap time improvement of 0.4 seconds compared to the previous model. Many of the features found on the Panigale V4 MY27 were also tested and validated in race conditions by Ducati riders during the Lenovo Race of Champions, contributing to a 0.7-second improvement on the pole position record set by Nicolò Bulega.

• More powerful and efficient Desmosedici Stradale engine

At the heart of the Panigale V4 S lies the Desmosedici Stradale, the engine that represents the most direct technological link between Ducati's production superbikes and the expertise gained in MotoGP. For the 2027 Model Year, updates focus on optimizing the engine's overall efficiency through a revised exhaust system, a new high-flow air intake, and a recalibrated lubrication circuit to reduce power loss.

To maximize the engine's potential, Ducati adopted longer final gearing (17/42 instead of 16/41) and raised the rev limiter to 15,000 rpm in gears two through five. This solution allows the rider to stay in the optimal gear for longer, reducing the number of gear shifts and enabling greater focus on racing lines and riding technique. At Vallelunga, this translates to two fewer gear shifts per lap.

For those seeking the ultimate track performance, the new Akrapovič Full Racing Exhaust PRO is also available; it adds 20 hp and 5 ft lbs of torque while simultaneously reducing the bike's weight by 14.5 lbs. The rider benefits from a bike that accelerates more effectively, reacts more quickly to changes of direction and delivers performance closer to that of a true race bike.

• Chassis: better feeling, more grip, higher mid-corner speed

When working on a bike that is already at the top of its class, the most significant improvements come from refining the overall balance. As a result, Ducati engineers focused their efforts on the ability of the chassis of the Panigale V4 S to maximize tire performance at extreme lean angles.

The key modification involves the Front Frame, where lateral stiffness has been reduced by 12%, improving the bike's ability to keep the tire in contact with the asphalt at high lean angles. For the rider, this results in increased front-end grip, more precise feel during turn-in and an improved ability to tighten the line toward the apex. This, in turn, makes it possible to maintain higher cornering speeds and open the throttle earlier when exiting a turn.

The new final drive ratio also indirectly contributes to the bike's dynamic behavior. By effectively reducing the wheelbase by 8 mm, it makes the Panigale V4 S even quicker in changes of direction. For the rider, this translates into greater nimbleness on twisty sections, making the bike more usable and less physically demanding.

The V4 S version also introduces new adjustable clip-on handlebars designed for track use. Raising them by 10 mm creates a higher riding position, following the trend seen in MotoGP development over recent years. This gives the rider better leverage on the handlebars, resulting in improved control and reduced physical effort during direction changes and prolonged, heavy braking. **

• Electronics

The electronics on the new Panigale V4 S take another step forward by bringing management strategies to the production bike that allow riders to experience sensations and riding techniques increasingly similar to those of official Ducati MotoGP and Superbike riders.

The key new feature is Dynamic Engine Brake; this system replaces the previous Engine Brake Control and uses the DVO (Ducati Vehicle Observer) algorithm to modulate engine braking based on the actual load on the rear tire. This results in more predictable behavior upon corner entry, greater stability when braking at lean angles and increased confidence when riding at the limit.

Alongside Dynamic Engine Brake, the new Race Brake Control makes its debut, derived directly from experience gained with the most exclusive models in the Ducati range. The system increases the rear wheel's contribution during deceleration, allowing for more effective use of available grip.

Working in tandem, Dynamic Engine Brake and Race Brake Control allow the rider to harness rear-wheel braking power typically reserved for professionals. This enables later braking points, allowing riders to maintain speed into corners and execute tighter, more efficient lines. The result is a significant boost in lap efficiency, coupled with a sense of control and confidence for a much wider range of riders.

• Availability

The new Panigale V4 will be available in North American Ducati dealerships starting in February 2027.  The Panigale V4 in the US is priced at $27,995 and the V4 S is priced at $35,995 in Ducati Red. For the Canadian market, the Panigale V4 is priced at $30,495 and the V4 S priced at $38,995 in Ducati Red.

Further information and all images of the new model are available on Ducati Media House.

* 2025 Italian Production SBK Championship with Panigale V4 S, 2026 British Superbike with Panigale V4 R, 2026 EuroMoto SBK with Panigale V4 R

** Adjustment reserved for track use

Panigale V4 S

• Colors
  • Ducati Red with Urban Grey frame and black wheels

• Key standard features
  • Desmosedici Stradale engine, 1,103 cc
  • Maximum power of 209 hp at 12,750 rpm
  • Maximum torque of 89 ft lbs at 11,250 rpm
  • Rev limiter at 15,000 rpm
  • New enlarged front air intake (air pressure +0.6% at 300 km/h)
  • Kerb weight without fuel: 412 lbs
  • Front Frame chassis with optimized lateral stiffness
  • 5 gallon aluminum fuel tank
  • Ducati Electronic Suspension (DES) 3.0
  • Öhlins NPX-30 fork with Öhlins Smart EC 3.0 control system
  • Öhlins TTX 36 shock absorber with Öhlins Smart EC 3.0 control system
  • Öhlins steering damper with Öhlins Smart EC 3.0 control system
  • Forged aluminum wheels
  • Lithium battery
  • Braking system with Brembo Hypure monobloc calipers
  • Pirelli Diablo Supercorsa V4 tires with 200/60 rear
  • Latest-generation electronics package with 6-axis Inertial Measurement Unit (6D IMU): Race eCBS with cornering functionality; Ducati Traction Control (DTC) DVO; Ducati Slide Control (DSC); Ducati Wheelie Control (DWC) DVO; Ducati Power Launch (DPL) DVO; Ducati Quick Shift (DQS) 2.0; Dynamic Engine Brake (DEB), Race Brake Control (RBC), Ducati Vehicle Observer (DVO)
  • Buttons for quick level adjustment
  • New 6.9" full-TFT dashboard with 8:3 aspect ratio
  • Riding Modes (Race A, Race B, Sport, Road, Wet)
  • Full-LED lighting system with DRL and turn signals integrated into the headlight *
  • Single-seat configuration (passenger kit available as an accessory)
  • Pre-configured for Ducati Data Logger (DDL) and Ducati Multimedia System (DMS)

Panigale V4

• Color
  • Ducati Red with Urban Grey frame and black wheels

• Standard equipment same as Panigale V4 S, except for:
  • Kerb weight (without fuel): 421 lbs
  • 43 mm Showa Big Piston Fork (BPF), fully adjustable
  • Sachs monoshock, fully adjustable
  • Sachs steering damper
  • Five-spoke light alloy wheels
  • Lead-acid battery

The post Ducati Panigale V4 2027: The Class Benchmark Evolves appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Source: LinkedIn Ultraviolette Automotive | Indian electric motorcycle maker Ultraviolette has outlined its next technology phase. The company introduced a new 100V vehicle architecture called VX-100, a first motorcycle built on it, the X-47 Venom, and several supporting technologies covering battery safety, motor design and rider protection. It also confirmed that the Shockwave will adopt the new architecture, with launch now planned for the first quarter of 2027.

VX-100: a new base for future models

VX-100 is an entirely new platform rather than an update of existing hardware. Ultraviolette says it was developed to raise performance, shorten charging times and improve efficiency, while also enabling more advanced electronics for the rider. The company positions it as the foundation for its upcoming vehicles. No technical specifications for the platform have been released yet.

X-47 Venom: first model on the new architecture

The X-47 Venom is the first production motorcycle based on VX-100. According to Ultraviolette, it is faster, accelerates harder and weighs less than its existing models.

Pyrofuse: battery fault isolation

Pyrofuse is a battery protection system that Ultraviolette describes as derived from aerospace safety technology. Its purpose is to cut off critical electrical faults within milliseconds. The company claims this is the first time such a system has been applied to electric two-wheelers.

UV Lightfury: new electric motor

The UV Lightfury is Ultraviolette's next-generation in-house motor. The focus is on power density: more output from a smaller and lighter unit. Output and weight figures have not been disclosed.

B-Max: reusable safety vest

Outside the motorcycle itself, Ultraviolette introduced B-Max, a reusable safety vest for riders. Details on how it works, its certification and availability were not provided.

Shockwave delayed to Q1 2027

The Shockwave, Ultraviolette's lightweight off-road-oriented model, will now be built on the 100V architecture before it reaches customers. The company lists stronger power delivery, better thermal efficiency and faster charging as the main gains, while keeping the bike's light and simple character. To prepare for production, Ultraviolette is setting up a dedicated Shockwave assembly line inside its existing factory. The switch to the new architecture means the launch moves to Q1 2027.

THE PACK's take:

Guy Salens: "The announcement shows Ultraviolette shifting from individual models to a shared platform strategy, a step that typically precedes a broader model range. The company continues to stress that its technology is developed in India and intended for international markets. For now, the release sets out the technical direction; specifications, pricing and market timing for the X-47 Venom and the supporting technologies are still to be announced."

Pictures launch X-47

All pictures © Ultraviolette Automotive

• Read more about 2026 Motomutterers Standings After Round 18, Phillip Island, Australia
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The weather may have defeated MotoGP at Phillip Island, but the series keeps rolling on. While the paddock heads to Sepang for the next round of the series, here's a round up of some of the news items that have been happening. An update on Jorge Martin, and how he is preparing to attempt to ride in Malaysia after fracturing his wrist, the return of Joan Mir to the Honda HRC Castrol team, an update on Qatar, and another step forward for the Adelaide Street Circuit due to host the Australian GP in November 2027.

Jorge Martin's wrist

• Read more about Tuesday MotoGP News Round Up: Jorge Martin's Wrist, Joan Mir's Mystery Illness, Qatar, And Adelaide
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ContiMotion EVO: Continental Unveils New Sport Touring Tire as the Successor to the ContiMotion

Continental is thrilled to introduce the ContiMotion EVO, the successor to its popular ContiMotion sport touring motorcycle tire. Designed for everyday riding, weekend trips and longer tours, the new tire combines responsive handling, dependable wet and dry grip, and long tread life.

"With the ContiMotion EVO, we're offering a versatile sport touring tire," said Christoph Ettenhuber, Head of Business Field Motorcycle Tires at Continental. "It combines intuitive handling with reliable grip in both wet and dry conditions - all while delivering impressive mileage for everyday use."

Significant Improvement over the ContiMotion

Compared to its predecessor, the ContiMotion EVO offers several technical improvements. New carcass materials provide additional stability and consistency, resulting in enhanced handling and more agile riding dynamics. This is complemented by updated compounds to improve wet and dry performance.

Convincing key product benefits

The ContiMotion EVO stands out thanks to key features:

Intuitive handling and great agility for a fun riding experience.

Continental's EasyHandling technology and an optimized tire construction deliver predictable steering response.

Strong confidence through reliable grip in both dry and wet conditions - thanks to an optimized hybrid silica tread compound.

High mileage and long-lasting performance thanks to its advanced compound and dedicated pattern.

High-speed stability, enabled by the ZeroDegree steel-belt construction and new carcass materials.

Continental MultiGrip technology for a homogeneous gradation of grip levels with a single compound.

"The ContiMotion EVO has been upgraded in key areas without losing the fundamental renowned qualities of its predecessor," explained Christoph Ettenhuber. "Riders benefit from a tire that is noticeably more agile."

MultiGrip technology balances cornering grip and tread life

A smooth transition from the center of the tread to the shoulder is central to Continental's MultiGrip technology. Part of Continental's broader motorcycle tire technology portfolio, MultiGrip provides a continuous progression of grip characteristics across a single tread compound, without noticeable transitions between different compounds as the motorcycle leans into a turn.

Temperature-controlled curing creates a wear-resistant center that supports mileage and more flexible shoulders that provide cornering grip. For sport touring riders, this approach balances long tread life on everyday routes with grip and a consistent feel on winding roads.

Positioning in the sport touring segment

The ContiMotion EVO is designed for both sporty weekend riders as well as touring enthusiasts. Motorcycles that can be equipped with the ContiMotion EVO include, among others, the BMW R12 nineT, the Triumph Daytona 660, the Ducati Supersport 950, the Honda CB 650R, the Suzuki GSX-8TT and the Yamaha MT-09.

"The ContiMotion EVO is compatible with a wide range of popular naked bikes, roadsters and modern classics," said Christoph Ettenhuber, Head of Business Field Motorcycle Tires at Continental.

Sizes and published launch timing

Continental announced the following launch schedule. (These dates do not establish U.S. dealer availability.)

Continental states that ContiMotion EVO and ContiMotion tires can be combined. Confirm the correct fitment for the motorcycle before installation.

ABOUT CONTINENTAL

Continental is a leading tire manufacturer and industry specialist. Founded in 1871, the company generated sales of €19.7 billion in 2025 and currently employs around 76,000 people in 54 countries and markets.

Tire solutions from the Tires group sector make mobility safer and smarter. Its premium portfolio encompasses car, truck, bus, two-wheel, and specialty tires as well as smart solutions and services for fleets and tire retailers. Continental has been delivering top performance for more than 150 years and is one of the world's largest tire manufacturers. In fiscal 2025, the Tires group sector generated sales of 13.8 billion euros. Continental's tire division currently employs around 53,000 people worldwide and has 19 production and 16 development sites.

The post ContiMotion EVO: Continental Unveils New Sport Touring Tire appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

The following track days, riding schools, and racing events are scheduled by organizations based in the United States and Canada during November and December 2026.

This list includes many opportunities to ride at races, schools, and track days during the months of October and November in North America.

To have your motorcycle racing or riding event added to the Event Calendar on this website and published in the print edition of Roadracing World & Motorcycle Technology magazine, submit your calendar and contact information via the contact page on this website or by emailing to calendar@roadracingworld.com or to pressreleases@roadracingworld.com.

Before heading to an event, contact the organization or track and confirm that it's going to be held as publicized.

11/1 Superbike-Coach Corp. (School), TRACK DAY & Track Academy Class, Thunderhill Raceway, Willows, CA

11/7 Sandy Hook Mini Moto Races & Track Days, Sandy Hook Spdway, Street, MD, Race

11/7 Compact octane Track Days, Streets of Willow Course, Willow Springs Raceway, Rosamond, CA

11/7-8 FIM MotoMini USA East / SFLMiniGP Championship, Bushnell Motorsports Park, Bushnell, FL (Round 8)

11/7-8 ASMA Track Days and Advanced Rider Training, Firedbird Motorsports Park West, Chandler, AZ

11/7-8 Precision Track Days, Atlanta Motorsports Park, Dawsonville, GA

11/8 Socal Supermoto School, Apex Motorsports Park, Perris, CA

11/10 Socal Supermoto School, Apex Motorsports Park, Perris, CA - Semi Private Supermoto School

11/12-13 California Superbike School, Las Vegas Motor Speedway, NV (All Levels)

11/13-15 Chuckwalla Valley Motorcycle Association (CVMA) Winter Series, Chuckwalla Valley Raceway, Desert Center, CA (CW)

11/14 Southeast Mini Moto Track Days, Lamar County Speedway, Barnesville, GA

11/14-15 California Superbike School, Las Vegas Motor Speedway, NV (All Levels)

11/14-15 Let's Ride Track Days & Schools, Buttonwillow Raceway Park, Buttonwillow, CA

11/15 Superbike-Coach Corp. (School), Cornering School Day 1, Little 99 Raceway, Stockton, CA

11/15 Socal Supermoto School, Apex Motorsports Park, Perris, CA

11/15 XCEL Trackdays Track days, Firebird Motorsports Park, , Chandler, AZ, East Track

11/17-18 Yamaha Champions Riding School, Inde Motorsports Ranch (ChampGrad), Willcox, AZ

11/20 2Wheels Track Days, Chuckwalla Valley Raceway, Desert Center, CA

11/21 Socal Supermoto School, Apex Motorsports Park, Perris, CA

11/21-22 California Superbike School, Podium Club, AZ (All Levels)

11/21-22 Precision Track Days, Carolina Motorsports Park, Kershaw, SC

11/22 ED Bargy Motorcycle Racing School, Roebling Road Raceway, Bloomingdale, GA

11/22 Superbike-Coach Corp. (School), Cornering School Day 2, Little 99 Raceway, Stockton, CA

11/28-29 N2 Track Days, Barber Motorsports Park, Birmingham, AL

11/28-29 RideSmart Motorcycle School, Circuit of The Americas, Austin, TX

11/28-29 Sportbike Track Time Track Days, Talladega Gran Prix Raceway, Munford, AL

11/28-29 Trackdaz Track Days, Buttonwillow Rcwy Park, Buttonwillow, CA (TurkeyDaz)

11/28-29 TrackXperience Track Days, Chuckwalla Valley Raceway, Desert Center, CA

11/29 Socal Supermoto School, Apex Motorsports Park, Perris, CA

12/5-6 Sportbike Track Time Track Days, Jennings GP, Jennings, FL

12/6 Superbike-Coach Corp. (School), Cornering School Day 3, Little 99 Raceway, Stockton, CA

12/6 Socal Supermoto School, Apex Motorsports Park, Perris, CA

12/6 XCEL Trackdays Track days, Firebird Motorsports Park, Chandler, AZ, West Track

12/11-13 Chuckwalla Valley Motorcycle Association (CVMA) Winter Series, Chuckwalla Valley Raceway, Desert Center, CA (CCW)

12/13 Socal Supermoto School, Apex Motorsports Park, Perris, CA

12/14 2Wheels Track Days, Chuckwalla Valley Raceway, Desert Center, CA

12/19 Socal Supermoto School, Apex Motorsports Park, Perris, CA

12/27 Socal Supermoto School, Apex Motorsports Park, Perris, CA

The post Where To Ride In November and December 2026 appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Thanks for an incredible 2026: Midwest Banquet is set

What a year.

To every racer, crew member, volunteer, track partner, and fan who made the 2026 ASRA season happen — thank you. From the early rounds to the high banks at Daytona, you showed up, raced hard, and kept the paddock fun. The season ended the way it should: With titles decided, new stories created, and a lot of tired but happy people heading home.

Now it's time to celebrate.

ASRA Midwest Region Awards Banquet

Saturday, December 12, 2026 • 5:30 p.m.

Lake Lawn Resort

2400 E. Geneva St., Delavan, WI 53115

We'll honor the champions, recognize the top Amateur and Expert points finishers, eat good food, and tell a few paddock stories (some of which may be only slightly exaggerated). Come for the awards. Stay because it's December in Wisconsin and the resort has heat.

Tickets are $25 — available now at asraracing.com.

Special room rates are available at the resort — just mention ASRA when you book.

Get Your Tickets

Questions? Email support@asraracing.com.

Looking ahead:

The 2027 ASRA/BRL National Championship calendar is live, and endurance details are on the way. We're taking the energy from this season and putting it straight into the new championship.

Thank you again for being part of it. See you in December.

The ASRA Team

The post ASRA Announces 2026 Midwest Region Awards Banquet appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Neil Davidson, CEO and Design Innovation Director of Australian studio Clandestine Design Group, reached out to THE PACK to introduce the Cellcius C-01, an electric hypersport motorcycle concept the studio recently unveiled. Its defining feature is a modular battery system called "Hex-Core", which lets the rider decide how much battery the bike carries.

The C-01 received a 2026 Australian Good Design Award in the Concept Design category. According to Davidson, it has also earned a Silver Pin at the New Zealand Best Design Awards and a Tokyo Design Award.

The C-01 is a design concept. Clandestine Design Group has not announced a production partner, pricing, a timeline, or performance figures such as motor output, top speed or range.

Eight cells instead of one pack

The central idea is to stop treating the battery as a fixed part of the bike. In place of a single large pack, the C-01 takes up to eight hot-swappable hexagonal cells of 3 kWh each, for a maximum of 24 kWh. The rider decides how many to carry.

With two cells fitted, the studio quotes a weight of 160 kg, which positions the bike as a light urban machine. With all eight installed, it goes up to 220 kg for longer rides or track use. Those figures put each cell at roughly 10 kg.

The designers present this as their answer to a familiar trade-off in electric motorcycles: big batteries bring range but add weight, small batteries keep the bike light but limit how far it goes. Here the rider adjusts the balance from day to day.

Empty bays become storage

Cell slots that are not in use double as mounting points for hexagonal luggage, so the bike can carry bags without side cases. Removed cells are not dead weight either. Each one has AC and USB outlets and can be used as a portable power station, a vehicle-to-load function aimed at camping and off-grid use.

Charging without a garage

Clandestine Design Group designed the concept with apartment dwellers in mind. Cells can be carried indoors in a dedicated backpack and charged from a regular wall socket. For riders with a garage, a wall-mounted dock charges several cells at once so a fresh set is ready to swap in. On the road, a CCS fast-charging port is integrated flush into the top of the tank.

Chassis and hardware

Instead of a chain or hub motor, the C-01 uses an enclosed carbon shaft drive, which the studio describes as silent and maintenance-free with low unsprung weight. Cooling relies on airflow rather than fans or a heavy liquid system: intakes at the front and a low-pressure tail section are designed to pull hot air through the chassis at speed.

The concept specifies Brembo racing brakes and fully adjustable Öhlins suspension. Lighting includes switchback daytime running lights and a segmented rear LED that handles signalling without separate indicator stalks. A 5G-connected app covers keyless RFID or PIN entry, over-the-air updates and firmware tuning that adapts to the number of cells fitted.

What's next

For now, the C-01 exists as renders and an award-winning design study. Swappable batteries are not new in the light electric segment, but applying a scalable cell system to a hypersport motorcycle is a different proposition, and questions around cell weight, connector durability and real-world performance would only be answered by a working prototype. THE PACK will follow up if Clandestine Design Group moves the project beyond the concept stage.

Images: © Clandestine Design Group
Sources: Good Design Awards - Cellcius C-01

After three years of development, Belgian manufacturer Trevor Motorcycles has handed over the first series-production DTRe Vince Track & Trail to a customer. The electric scrambler is priced at €11,995 including VAT, with the base DTRe Vince starting at €9,995.

The milestone closes a development programme that began when Trevor announced the DTRe Vince in October 2023. At the time, the plan was to offer a more accessible alternative to the existing DTRe Stella. Along the way, the project turned into an almost entirely new electric motorcycle.

The Stella, whose powertrain was developed by fellow Belgian company Saroléa, shaped many of the technical decisions behind the Vince. The new model gets a completely revised electric powertrain, developed together with Danish specialist eRacing. It also has a new frame with revised geometry, a new steel swingarm and a reworked weight distribution.

In Track & Trail form, the Vince uses an electric motor rated at 11 kW nominal and 22 kW peak. The 5.0 kWh battery gives a practical range of around 100 km, according to Trevor, depending on riding style and conditions. Final drive is by Gates belt.

Visually, the Vince keeps the minimalist flat-track and scrambler styling Trevor has been known for since its launch.

Trevor says the Vince was developed with a far leaner structure than its predecessor. According to co-founder and director Jeroen-vincent Nagels, total development costs came to roughly a third of those of the Stella.

The first prototype was built by Nagels and former Belgian motocross champion Alain Maris, based on drawings by Nagels and Philippe Stella. Further development was mainly carried out by Nagels and Dutch chassis and engineering specialist Wido Veldkamp, supported by specialist suppliers, most of them European.

"Three years of development sounds like a long time, and of course we would have liked to get here sooner," Nagels said. "But big manufacturers often work for years behind the scenes before they present a new model. We did a large part of that work after the announcement, with a very small organisation and limited resources."

Trevor sees the result not only as a new model, but also as a technical base for future development.

With the Vince, Trevor Motorcycles puts the emphasis on how the bike rides rather than on outright power or top speed. The revised chassis geometry, a lower and more centrally placed battery and the adjusted weight distribution are intended to make the bike agile and predictable on both tarmac and unpaved roads.

Nagels, who has a long background in the motorcycle industry, is outspoken about the result. "By now I've ridden just about every competing electric motorcycle, and I can say without hesitation that, as far as I'm concerned, the Vince is the best-riding motorcycle in its class. Not because it has the most horsepower, but because of the overall package and especially the way it rides."

The first DTRe Vince Track & Trail left the production line in Gendt, the Netherlands, on 26 October and was delivered to its new owner. For Trevor, the focus now shifts from development to production, quality control and reliable delivery.

"Today we're no longer delivering a prototype or a promise, but a finished motorcycle to a customer," said Nagels. "We built a completely new product with very limited resources, and we can be proud of that. The next challenge is to show that we can repeat this process consistently and profitably."

Trevor DTRe Vince Track & Trail specifications:

• Type: electric scrambler / Track & Trail
• Nominal power: 11 kW
• Peak power: 22 kW
• Battery capacity: 5.0 kWh
• Practical range: approx. 100 km
• Final drive: Gates belt
• Front suspension: 43 mm upside-down fork
• Wheels: 19 inch front and rear
• Chassis: steel frame and swingarm
• Price: €11,995 incl. VAT (base DTRe Vince from €9,995)
• Production: small-scale European production

Discover also our THE PACK 'Trevor Motorcycles' archives >

Foto: Heritage & Legends

The 21st season of the Red Bull MotoGP Rookies Cup will start with the traditional opening round in Jerez at the beginning of May as part of the Spanish Grand Prix. A total of 7 Grand Prix featuring 14 Cup races will see the series conclude at Misano in September.

The pre-season test is ahead of the first race and also takes place at Jerez. As usual, the Selection Event will be held after the final round on a date yet to be fixed.

Provisional Calendar 2027

Test, Jerez, Spain - 19th - 21st of April

Round 1, Jerez, Spain - 7th - 9th of May

Round 2, Le Mans, France - 14th - 16th of May

Round 3, Mugello, Italy - 28th - 30th of May

Round 4, Assen, Netherlands - 25th - 27th of June

Round 5, Sachsenring, Germany - 9th - 11th of July

Round 6, Spielberg, Austria - 27th - 29th of August

Round 7, Misano, Italy - 10th - 12th of September

The post 2027 Red Bull MotoGP Rookies Cup Schedule Announced appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Canadian Motorcycle Hall of Fame 19th Reunion and Induction Ceremony

Canadian Road Race Stars Francis Martin and Robert Genereux Join Canadian Hall

The 19th annual Canadian Motorcycle Hall of Fame Induction Banquet and Reunion took place in Trois Rivieres, Quebec, Saturday, October 24, primarily sponsored by Honda Canada. Two-time Canadian National Superbike Champion Francis Martin was inducted, as well as Robert Genereux, the first star at the just opened Nelson International Raceway (now Shannonville Motorsport Park) in the late 1970s.

Martin was joined on stage for his interview by Michel Mercier (Hall of Fame, Class of 2008), the former owner of the Shannonville-based FAST Riding School, the institution that launched Martin into road racing in the mid 1990s. Also on hand were former Martin tuners Scott Miller, Patrice Goyette and David Oakley.

Martin's big break came when two-time CSBK National Superbike Champ Don Munroe (class of 2008) made a surprise decision to retire from his lead role in the factory Canadian Kawasaki Motors squad, and Martin was poached from a development role at Honda, Martin immediately winning his first number one plate on the dominant ZX-7R Ninja in 1999.

(Don Munroe's father, former racer and Atlantic Motorsport Park venue co-founder David Munroe, was also inducted in Trois Rivieres. The Senior Munroe was unable to attend the Gala event, held across from the famous fairground that hosts a half mile oval used for ice racing and flat track as well as the first street auto road race course built in Canada.)

Fan favorite Martin was injured during a Mosport test and lost the Kawasaki ride, joining the revamped Fast Company Suzuki squad run by Miller in 2011. That combination won the Open Sport Bike title in 2002, Martin partnered by winningest-ever Canadian Superbike racer Jordan Szoke (Hall of Fame, class of 2023). After a one-year return to Kawasaki, Martin joined the new Diablo Suzuki program in 2005 as teammate to Steve Crevier (Class of 2019), earning his second number one plate in the premier Superbike division.

Martin would later race for the Blackfoot-Pascal Picotte Suzuki program, and the Couturier BMW equipe, before retiring from regular National action in 2013. Martin next started a shop, MPG, with Goyette, and now works at Importations Thibault, one of the sponsors of the Bridgestone CSBK National series. Martin still occasionally competes, including an appearance at Shannonville a month ago on a historic GSX-R1000 entered by Miller.

Former American National road racer for Kawasaki, Suzuki, Harley-Davidson, and Ducati, Picotte (Hall of Fame, Class of 2014) was on hand to interview Inductee Dominic Beaulac, a racer Picotte's Yamaha and KTM shop have supported for years, including when Beaulac won the Lima AMA National in 2006. Beaulac's son Jordan is now a front runner in flat track.

One largely unknown Canadian from "back in the day" got some attention at Trois Rivieres, with Robert Genereux inducted after success as a youngster in motocross and an impressive but short career road racing. Genereux's family owned a Yamaha and Honda dealership, St-Cesaire Motorsports, his father purchased a MT125 Grand Prix bike (on display at the awards in unrestored, perfect condition) for a switch to pavement competition at nearby Sanair International Raceway in 1977.

Soon Genereux was dominating and moved up to Expert, competing in an era of rival sanction groups beyond the FIM-recognized CMA. At the end of 1978, he was awarded the National number one plate, even though no Nationals had been staged - a controversy at the time. Genereux received support from promoters the Eastveld brothers and their Warlie Racing sanction group and was the racer to beat in two-Stroke G.P. class competition at the newly opened Shannonville Motorsport Park, not far west in Ontario.

In the winter of 1978-1979 he raced the 125 in Cuba, then headed to Daytona with a FIM entry in the International 250cc G.P. race, only to be black-flagged from the track for the fact that he was underage by AMA rules! Some benefit did come from the Florida trip, since he purchased an ex-Randy Mamola C&J framed Yamaha 250 at D.I.S. for $5,000, replacing his production TZ. He dominated in Canada on the new bike; at the AMA National at Loudon in June of 1979, Genereux ran up front with Freddie Spencer (Kanemoto-Yamaha) and Mike Baldwin (Kawasaki) in 250 G.P., only to crash out. Shortly after that Genereux, still a teen-ager and also a Pro level hockey player, opted to quit racing to work at the shop and help on the family farm.

Genereux's daughter Joanie eventually married former Honda factory racer Kevin Lacombe, a protégé of Picotte's, with Lacombe (now a M/X Tech) likely to join the Hall of Fame the next time the event occurs in the Province of Quebec.

Also receiving honors during the event was Daniel "Chico" Chicoine who earned the Ambassador Award. "Chico," a childhood friend of Duhamel manager Alan Labrosse (Hall of Fame, Class of 2012) is a former racer and industry insider in Quebec, and was a Director of Sales at Honda, also serving with various aftermarket distributors, as well as working as an announcer at circuit events.

The Bar and Hedy Hodgson Award, named after the Hall's co-founders, went to Costa Mouzouris, a Montreal-based builder, racer, journalist, instructor, race staffer, and frequent competitor, especially on Twins class machines. Mouzouris' exploits on a Buell XB9R were a feature on the now-defunct CMG online web site, and Costa was a good friend of CMG founder, the late Rob Harris.

Mouzouris was also a great supporter of the gone-but-not-forgotten "Mad Bastards" small displacement Scooter Rally. He talked many people into competing, and often raced with his own, small displacement mopeds!

The post Martin and Genereux Inducted Into Canadian Hall Of Fame appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

cc: London Assembly Transport Committee Members; #LondonBusWatch; London Bus Forums

26 October 2026

Dear Caroline Russell,

RE:  Bus Driver Bill of Rights: Please Investigate TfL's Unsafe Bus Contracting Model 

Following up on (a) your 13 February 2025 presentation of our Bill of Rights Petition to the London Assembly (b) your support of Keith Prince AM's unanimously-approved 2 July 2026 Bill of Rights Motion and (c) the horrific facts being unearthed by the investigations of unsafe London bus driver working conditions by ITV News and MyLondon since March, I would like to formally request that the London Assembly Transport Committee investigate why the Mayor is refusing to compel TfL to inscribe the Bill of Rights into TfL's Framework Bus Services Agreement.

The Bill of Rights and TfL's Framework Bus Services Agreement

As you know, since 5 November 2024, independent Bus Drivers have been demanding that, as TfL Chair, the Mayor of London should instruct TfL to write the Bill of Rights into TfL's Framework Bus Services Agreement  which constitutes the non-negotiable terms contained in every bus contract.

Because the safety regulation framework for buses in the United Kingdom does not provide a robust, detailed safety code specifically for public bus operations, TfL's Framework Bus Services Agreement itself must serve as the safety regulator. Even though TfL has served as the sole contractor of public bus services in London since it was created in 2000, it has manifestly refused to fill the gap between the non-existent national bus safety framework and high public expectations that buses must be reliable.  As both the 2017 and 2024 London Assembly Transport Committee Bus Safety Investigations made crystal clear, instead of putting safety first, TfL and the Mayor of London have wittingly presided over a public bus operation that risks lives and livelihoods by agreeing contracts with Bus Operators containing financial incentives to ensure timely bus performance. Accordingly, the systemic problems associated with these defective contract performance metrics go unmeasured, so safety is effectively unregulated. This conclusion has been well evidenced by decades of Driver's reporting the systemic safety problems identified by the Bill of Rights.  

As you also know, TfL's Framework Bus Services has not been modified since 1 January 2016, and thus reflects none of the commitments TfL and the Mayor have made since that time, including, but not limited to the:

• 'World Leading Bus' Safety Programme - February 2016 
• Vision Zero Programme and Vision Zero Action Plan - July 2018
• 'World Leading' Bus Safety Standard - October 2018 
• Bold New Bus Safety Strategy - September 2023
• Vision Zero 2 Action Plan - March 2026
• Bus Safety Standard 2 - June 2026

Accordingly, since it is entirely within the Mayor's remit to unilaterally change the Framework Agreement at any time, we independent Bus Drivers see insertion of the Bill of Rights into that Agreement as an elegant and efficient way for TfL inform its contractors that (a) not only do Bus Drivers have these rights, but, (b) as part of TfL's role as a prudent and competent government contractor of public services which is obligated by law to consider worker and public safety as its first priority, TfL intends to monitor Bus Operators for their observance of these rights, ie., 

1. The Right to a safe work schedule without any forced overtime or loss of pay.

2. The Right to a decent and proper rest break in the working day.

3. The Right to drive a safe and well-maintained vehicle.

4. The Right to clean, serviced toilet and rest facilities on all bus routes.

5. The Right to report safety concerns without fear of retribution from TfL or employers.

6. The Right, when seriously ill and covered by a doctor's note, to not be harassed into coming into work until fit to do so.

7. The Right to relevant and timely safety training.

8. The Right to drive without being forced to answer radio messages and texts from Controllers whilst in motion.

9. The Right to have all company rules in writing and clearly displayed.

10. The Right to be treated with dignity and respect by our employers, TfL and the public.

11. The Right to Working Air Cooling in our cabs in the summer heat.

12. The Right to Working Heaters in our cabs in the cold of winter.

As you no doubt agree, TfL's recent announcements about Bus Cab A/C on 9 September and Toilets on  21 September " represent firm evidence that (a) not only has the Mayor accepted Rights 4, 11 and 12 from the Bill of Rights, but also (b) that TfL knew that these manifestly unsafe working conditions existed for years but refused to act to compel its Bus Operators to mitigate them.

Furthermore, these recent Mayoral announcements confirm that his consistent responses over the years to the London Assembly that "all bus driver cabs are fitted with air conditioning" (cf. Question 2023/3649 from Neil Garratt AM, October 2023) and "Drivers on all of London's bus routes have access to a toilet" (cf. Question 2024/3443 from Keith Prince AM, October 2024) were—as Neil Garratt so recently pointed out—clear evidence of the Mayor lying to the London Assembly about same unsafe Bus Driver Working Conditions that anonymous Bus Drivers first officially reported to the Transport Committee in February 2017.  

Since we now know — 

• that the Mayor is already 'rowing back' on TfL's May 2027 for all Bus Cabs to be fitted with Air Conditioning, and 
• the grim reality of Bus Driver toilet provision (cf. Question 2026/3225 from Keith Prince AM and FOI-0710-2627 from TfL), i.e,
• Only 38% of London Bus Routes (257 of 675) have dedicated 24-7 Bus Drivers Toilets at both ends, of which 7 have restricted hours of operation and access;
• 25% of London's Bus Routes (175 of 675) still lack a toilet at one end for Bus Drivers;
• Only 69% all Bus Drivers Toilets (834 of 1215) on All Routes have 24-7 Access while 31% (381 of 1215) have restricted Hours and/or Days of Operation;
• 14% of London Bus Routes (165 of 675) have Shared Toilets, all of which have restricted hours and days of operation;
• 9% of London Bus Routes (64 of 675) only have Temporary Toilets 

— I frankly find it difficult to see the Mayor's promise of A/C being fitted in all Bus Drivers' Cabs 'by May 2027' and 53 more Bus Drivers' toilets installed across the Bus Network 'over the next three years' as a win, when history shows it's much more likely to be blatant gaslighting.

And those are the three demands in the Bill of Rights to which the Mayor of London has agreed!

Turning your attention to demands where the Mayor has made no announcement, I'd like to alert you to the Mayor's recent response to Question 2026/3105 from Neil Garratt AM where he has admitted that Driver Fatigue was "a causal or contributing factor" in 11 percent (42 of 377) of the major bus crashes occurring between 2019-2025 where someone was killed or seriously injured.

If the Mayor has admitted that over 1 in 10 TfL Bus Crashes where someone was killed or seriously injured over the period 2019-2025 involved fatigue for the small number of incidents where TfL had the Bus Operator ask the question, what about—

• the 4702 Bus Collision incidents recorded by TfL over the same period, of which 1430 sent the victim to hospital and 56 in which someone was killed;
• the 183,153 Bus Collision incidents recorded by TfL; 

Given the years of the Mayor's obvious dishonesty about the reality of the unsafe Bus Driver Working Conditions we bus drivers have endured with little public interest, I formally request that the Transport Committee investigate the safety failures of TfL's Bus Contracting Model. As part of the investigation, I recommend that the Committee invite the Mayor, the Commissioner, Unite the Union and the independent Bus Drivers behind the Bill of Rights Campaign to sit on the same panel and answer questions about the Bill of Rights. 

Finally, I invite to watch this compilation of videos of TfL, Unite the Union and the Mayor of London responding to the London Assembly's Bill of Rights Motion. 

Yours sincerely,

For the second consecutive year, Maria Herrera has been crowned WorldWCR Champion ahead of compatriot Beatriz Neila. The Spaniard concluded the FIM Women's Circuit Racing World Championship's third season with a 28-point advantage over her closest rival. Certainly no great surprise to those who have followed the championship throughout 2026, although the final weekend at Jerez suggested that the series' established hierarchy may not be quite as secure as the standings imply.

Herrera arrived at the Circuito de Jerez-Ángel Nieto with a commanding 44-point lead. Her second World Championship was all but assured, provided she finished in the points across the final two races. She ultimately ended the races fifth and fourth respectively, hardly the most emphatic conclusion to a title-winning campaign, but enough to bring her season total to 250 points against Neila's 222.

• Read more about WorldWCR's Third Season Ends with Familiar Results and New Questions
• Log in or register to post comments

The post Ryo Mizuno Wins 2026 JSB1000 Title with Ducati appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

British transmission specialist E-Motiv Shift Systems will show its two-speed seamless powershift transmission for electric motorcycles at EICMA in Milan, 3 to 8 November. A demonstrator bike is being built and will start road testing in early 2027.

Why gears on an electric motorcycle

Most electric motorcycles run a single fixed ratio. That choice is a compromise between strong pull from a standstill and a usable top speed. A second ratio removes part of that compromise, but a conventional gear change briefly interrupts drive. E-Motiv says its system keeps torque flowing to the rear wheel during the shift. According to the company, this can mean stronger acceleration and better powertrain efficiency.

The system also lets manufacturers set how the shift feels. Shift character can be tuned to the type of use and the market a bike is aimed at, from smooth and barely noticeable to more direct.

Roots in MotoGP

The technology grows out of the Zeroshift seamless selector gearing developed for combustion engines about 25 years ago. Aprilia Racing has used that first-generation system in its RS-GP MotoGP bike since 2015. E-Motiv credits it with contributing to more than 30 podium finishes for the team, including a 1-2-3 at the Silverstone Grand Prix in July 2026.

The electric version is a separate development, designed by E-Motiv specifically for light electric vehicles.

BSA, Bath and IAAPS involved

The EV transmission was validated through a £1 million project funded under Innovate UK's Design and Build programme. E-Motiv worked with motorcycle manufacturer BSA, the University of Bath and IAAPS, the Institute of Advanced Automotive Propulsion Systems.

Demonstrator bike in 2027

A demonstrator called Demo 1 was conceived by British design consultancy Envisage. IAAPS is building it at its £77 million, 11,300 m² research facility in the UK. Real-world testing is scheduled to begin in the first quarter of 2027.

Tony Inchbold, Managing Director and Co-Founder of E-Motiv Shift Systems, describes the product as a transmission and control technology for vehicles where more than one ratio adds value. He says the compact design maintains drive through the ratio change and gives engineers more room to optimise the powertrain and tune the shift.

E-Motiv Shift Systems is in Hall 9, Stand S79 at EICMA 2026.

B2B News | A new Swedish manufacturer has entered the electric light vehicle market. ReBake Motors, based in Stockholm, officially introduced its brand on 26 October 2026, with plans to develop a range of electric vehicles and mobile cargo tools aimed at urban transport of people and goods.

ReBake is led by Founder and CEO Karl Ytterborn, who brings more than ten years of experience in the electric vehicle sector. According to Ytterborn, that period covered both the high points of the industry and its sharp downturns, giving the team direct exposure to the difficulties manufacturers in this segment have faced.

The company says it has used that background to reconsider the full vehicle lifecycle, from design and production through to the ownership experience. Its stated aim is to lower the barriers for people and businesses considering a switch to electric transport.

Ytterborn also outlined a long-term ambition for the brand, saying he wants ReBake to still exist a century from now and to have contributed to electric transport becoming a routine option in European cities.

ReBake positions its products as robust electric vehicles and mobile cargo tools, designed and engineered in Stockholm around practical, everyday use. The company targets the evolving ways goods and people move through cities, a segment where light electric cargo vehicles are increasingly used for last-mile logistics, trades and service operations.

The brand states that accessibility is a core part of its plan, with the goal of making high-quality electric mobility available to a broader range of users.

No model names, specifications, pricing or production details have been released so far. ReBake says its model range, website and complete product information will be presented on 3 November 2026.

THE PACK will follow up with details of the ReBake line-up once the information becomes available.

While I was busy with electric mobility projects closer to home in the Benelux, the news did not stand still. Fortunately, our German media partner SteckerBiker / THE PACK News kept a close eye on it. A sincere thank you to Remo Klawitter, Paddy Lectric for following the market so closely and digging into the stories behind the headlines. Below are short overviews of six of their latest articles. The full versions, in German, are on SteckerBiker.

Austrian brand E.F.O is expanding its motorcycle range with the EM11, an electric cruiser with classic styling. Compared with what came before, it promises more range, a new drive system and shorter charging times. E.F.O stands for Elektro Fahrzeuge Oberhauser and is run by Oberhauser Handels GmbH in Koblach, Austria. The company imports and sells electric scooters and motorcycles, including the EM8 and EM11 cruisers. Remo Klawitter traced the bikes back to China. Both models appear to be based on the JSQ1, built by Jiangsu Hi-Tech Golden Lion Vehicle Industry in Changzhou. According to the company, Golden Lion has existed since 1994 and also produces electric scooters and other two-wheelers.

QJMOTOR will present a new electric sports motorcycle, the OAO MAX, at EICMA 2026 in Milan in early November. The first details are a mid-mounted motor, a belt drive and a range of up to 170 kilometres. QJMOTOR is the brand of Chinese manufacturer Qianjiang Motorcycle. The company's history goes back to 1985, it acquired Benelli in 2005, and it has been part of the Geely group since 2016. Its range covers nearly every segment, from 125cc machines up to the SRK 921 RR. It has raced in Moto3 and Moto2 and now runs a factory team in the Supersport World Championship. Electric two-wheelers are not new for QJMOTOR either. It showed the original OAO electric sports bike in 2023 and also sells the OMO electric scooter series.

Future Motion, the Californian company behind the Onewheel, has launched an electric minibike under the Antic Bikes name. It has a minimalist tubular frame inspired by 1970s fun bikes, and it includes a wheelie mode. Engineer Kyle Doerksen founded Future Motion in 2013, and the company became known for its self-balancing single-wheel Onewheel boards, launched in 2014. It employs around 110 people, has its headquarters in Santa Cruz, and develops and builds its products in San Jose. Antic started as a workshop side project, combining Onewheel motors, batteries and controllers in a home-welded minibike frame. Future Motion officially launched Antic Bikes as a brand in November 2025. No production or sales figures have been published yet.

Paddy Lectric analysed the German registration figures for the first three quarters of 2026, using reports from the Industrieverband Motorrad (IVM). Electric motorcycles and scooters are growing faster than the overall two-wheeler market, but the picture is uneven. Large electric motorcycles are still struggling for attention. Electric models in the 125cc class, however, are moving into the centre of the market. Stark and NIU remain the leading names, and Honda and Vmoto show that the shift is becoming broader. For context, the article compares this with cars. In Q3 2026, 236,138 battery-electric cars were registered in Germany out of 737,405 new cars, a 32 percent share that rose to 34.5 percent in September. Two-wheelers are still far from those levels, but the IVM data shows progress that is easy to miss next to that gap.

Naxeon, from Chongqing in China, drew attention at EICMA 2023 with the I AM., an electric motorcycle with distinctly futuristic styling. The I AM. and I AM. Pro are now available in Germany, with battery capacities of 4.6 and 6.5 kWh and a long list of digital features. Naxeon's new SC3 and SC5 electric scooters follow a different path. They focus on modern technology and practical solutions, but with a much more conventional look. SteckerBiker asks why a brand that made its name with bold design has now chosen a mainstream one.

French company Furion presents the Taran, a concept with 326 hp and electric all-wheel drive. Furion was founded by engineer Marc Evenisse in Le Mans. In 2017 it developed the M1, a hybrid that combined a Wankel engine with an electric drive, but it never reached series production. It was followed by the M3, a hybrid concept based on the three-wheeled Yamaha Niken. With the M2, the idea became more concrete. A Yamaha MT-07 keeps its twin-cylinder engine driving the rear wheel, while an electric motor of around 15 kW (20 hp) in the front wheel assists under acceleration and recovers energy when braking. Furion has tested this system, called EVERSOR, on the Alès circuit in southern France. The Taran builds on this front-wheel-drive approach and aims to show that electric motorcycle development still has unexplored options.