Comment by Editor, Robin Bradley

Are Italy and France really outliers?

The past two years have been a rollercoaster where analysing the market's new model registration statistics are concerned.

Ever since the first signs of an impending Euro 5+ pre-registrations drama started to impact some of the national trade association market performance numbers in October 2024, it was clear that we were in for a self-inflicted wound that would take a long while to heal.

It would seem that ever since Covid started to rock the world in January 2020 there has been an ever more turbulent business environment, one characterised by instability, uncertainty and the sense that a major downturn was just one more war, one more capital crisis or one more collapse in consumer confidence away.

In early 2025 it became clear just how bad the Euro 5+ pre-registration cycle had been, how deep it went this time. As the national motorcycle industry trade association statistics started to be published in January 2025 it started to become clear just how many unsold but pre-registered 'carry-over' motorcycles and scooters most be crowding dealership showrooms and storage facilities.

Then the crazy and hugely misleading Q4 2024 statistics for Europe's 'Big Five' markets (Italy, France, Spain, Germany and the UK) were revealed in ACEM's quarterly 'major market' report at the end of January 2025.

At that point it became apparent just how futile the best endeavours of us here at International Dealer News and many others around Europe to attempt 'real world' sales number estimates were going to be.

Whilst common sense dictated that yes, dealerships were selling more 'new' machines than the monthly and quarterly 2025 statistics suggested, the culture of gloom that descended on the market in Europe became a self-fulfilling prophecy. Especially once the equally deep trauma that KTM was suffering started to become apparent, and the early-stage effects of the November 2024 election in America started to become apparent – not least through tariffs.

This year has continued to see the uncertainties multiply - why have two wars going on when five will do. 

However, so far, and remarkably, while the reports of economic health in developed markets can only be described as 'fragile' at best, the widespread expectation that the United States and Europe (especially) were on the precipice of another major recessionary shock have proven to be less imminent than we were being told.

The toxic mix of economic and political instability, high interest rates, high inflation, softening housing markets, declining labour pools and the massive impacts on energy markets and resulting consumer and commercial energy prices have not yet translated into wholesale job losses. Like so many international orthodoxies, the conventional cycles of economic cause and effect appear to have stalled - though at this stage all we can say with any degree of certainty is that we have a reprieve rather than a cure.

In this context, how do we therefore judge the apparently robust new motorcycle registration statistics through the first half of 2026? There's no question that the 'pre-reg' saga is still casting a shadow on the numbers (all be it a diminishing shadow) but even making an adjustment for the remaining 'pre-reg' impacts, far from a potential downturn the statistics are now starting to point to genuine, and genuinely healthy market growth.

For once the performance of the Italian market at a 'mere' +5.57% (103,354 units) through July 2026 is an outlier in lower growth terms than being the 'puller up of trees' that we had often seen before Q4 of 2024.

Elsewhere, the results for the first seven month of this year are dramatically stronger with the UK now reporting +16.12% (64,760) units, Germany at +17.60% (82,334 units) and the ever-remarkable Spanish market racing ahead at +21.19% (171,178 units).

Per the table on the front cover of this edition of International Dealer News The ACEM statistics for the first half of 2026 in Europe's 'Big Five' (which account for some 80% of new registrations) show France at +6.4% (another market that isn't as strong s the median of the results elsewhere at -6.4%/104,802 units) and the total of the 'Big Five' of +16.8% at 636,490 units suggests an 'All Markets' H1 of more than 760,000 new units in total receiving a first registration in Europe for the January to June 2026 period. 

That in turn suggests a 2026 full year market for all European markets of somewhere in the region of 1,102,000 units.

That will represent real growth of 40,000 units compared to a 2025 estimate of totals that include the 'pre-reg' unit numbers that were sold from dealership showrooms that did not appear in the official 2025 registration numbers (estimates vary but 60,000 appears to be a consensus of estimates), and in the region of market parity with the 'real' market performance of 2024 (maybe a 10,000 unit genuine growth) when the theoretical 2024 total of 1,150,852 registrations is similarly adjusted for the (theoretically 60,000) 'pre-reg' units from Q4 of 2024 that didn't find owners until the following year (mostly H1, 2025).

So, the outcome of the 2024-2026 three-year cycle will likely result in modest growth (+10,000 to + 30,000 units?) since the end of 2023.

In the context of the multiple headwinds of the last three years that will have to be regarded as satisfactory.

Either way, there is no underlying collapse in consumer demand, but neither are the presently reported 15% and up growth numbers to be too relied on. Indeed, maybe Italy and France aren't such outliers after all, but rather, exemplars of a 'real market' demand that has proven itself to be stable.

The inescapable conclusion has to be that the performance of motorcycles and scooters as urban mobility and recreational vehicles of choice remains durable in the face of all but the most corrosive to economic negatives. 

In this context the forecast that the present global PTW market of around 50 million units a year to something like 60 million by 2030 is not as far-fetched as many have suggested. 

That is the forecast on which Honda is basing its ambitious eventual 50%/30 million unit global market share ambition on. 

60 million global PTW sales by 2030?

German motorcycle registrations

Germany - motorcycle registrations +17.60% YTD

The most recent available data from the IVM (the motorcycle industry trade association for Germany) shows new motorcycle registrations for the first seven months of 2026 growing at +17.60% (82,334 units YTD).

Welcome though the news is, as elsewhere in Europe the data is still somewhat distorted. The statistical reporting has now started to lap the impacts of the late 2024 effects of the rush to pre-register unsold Euro 5 inventory, before the new Euro 5+ regulatory framework became active at the start of 2025. 

However, those units were (mostly) subsequently sold by dealerships in 2025 (in H1 especially) making the apparently extreme decline in new registrations in Germany last year a less than entirely reliable metric, and the apparently strong percentage growth being seen this year could therefore be less impactful of dealership finances than it appears to be.

The most recent months in Germany have built on a strong start to 2026, even though the rate of growth has slowed. March was +40.27% (18,633 units), April was +7.69% (14,842 units), May came in at +1.89% (11,802 units), with June significantly up at +19.24% (12,840 units) but July growth was lower again at +2.78% (12,431 units).

Total PTW registrations to July 2026 were +24.40% at 139,452 units; but the total PTW YTD figure is still some 15,000 units behind the equivalent reported number for 2023 - which was the strongest first seven-month market performance seen in Germany since the 2008 global financial crisis.

As to be expected, the BMW R 1300 GS continues its market domination as the best seller in Germany with 4,706 units sold for a YTD (reduced) 5.72% market share. The Kawasaki Z 900 remains in second spot (3,299 units/4.01% share); followed by the Honda CBR650 R (1,814 units/2.20%); Kawasaki Z 650 (1,613 units/1.96%) and Yamaha MT-07 in fifth (1,295 units/1.74% share).

The Yamaha Ténéré 700 is in sixth spot (1,295/1.57%), followed by the Honda CB 750 Hornet (1,284/1.56%), BMW F900 R (1,273/1.55%), Yamaha MT-09 (1,218/1.48%) with the CFMoto 675 SR-R in 10th spot (1,102/1.34% - the CFMoto 450 MT is the 11th best seller YTD in Germany).

BMW and Honda each has 13 models in the list of the top 50 best sellers in Germany for 2026 so far; Kawaski and Yamaha 6 each, CFMoto 5, Aprilia 2 with Suzuki, Ducati, Bird and KTM one each.

No surprise that BMW is the German market share leader - 15,688 units sold YTD for a reduced 19.05% share (15,476-unit sales for the year ago period), with Honda now back in second spot and closing in on BMW in market share terms (12,618/15.32%), Kawasaki (11,947/14.51%) and those three are well ahead of Yamaha and KTM in fourth and fifth respectively.

Interestingly, CFMoto is now the sixth best-selling motorcycle brand in Germany (January to July) ahead of Triumph, Ducati, Harley-Davidson and Suzuki 10th.

In the electric (light) motorcycles segment in Germany Stark Future continues the market leadership it took from Zero with 1,126 units compared to the 165 sold by Zero in second place (now a Dutch globally headquartered American manufacturer), with Vmoto in third, Honda fourth and NIU in fifth.

For the record: total motorcycle registrations in Germany in 2025 were recorded as being a Euro 5 ‘pre-reg’ distorted -36.02 (97,699 units) with total PTWs at -35.50% (161,744 units).

Honda

Honda Q1 results, 'Battle of the Twins', E-clutch

Q1 Financial Results

Following good Full Year results for its 2025-2026 financial year to March 31, with Honda Group Unit Sales of 22,101,000 PTW units (+1,529,000 over the prior full year) Honda has started its 2026-2027 Financial Year with another strong performance.

Honda Group Unit Sales for Q1 of its new fiscal period (the three months to June 30, 2026) were 5,663,000 units, up by 10.1% from 3,774,000 for the year ago quarter.

In 2025 Honda projected that the present 50-million-unit annual global motorcycle market (of which it currently claims a 40% worldwide market share) is likely to grow by 20% to 60 million units by 2030 and that in the long-term its stated aim is to grow sales to some 50% of global motorcycle/PTW industry new unit sales at some stage in the not too distant future.

Motorcycle Business segment sales revenue for Q1 was ¥1,141.1bn (up from ¥951.5bn for the year ago period), producing a ¥233.9bn operating profit (up from ¥189.00bn) on an improved Operating Margin of 20.5% (up from 19.9%).

In regional terms, Q1 unit sales in its Japanese home market decreased to 38,000 units (from 59,000 for the year-ago) with Asia remaining by far their largest market (4,753,000 units sold, up from 4,284 for the year ago). In Europe unit sales for Honda were down by 5,000 units YOY at 117,000 for the quarter and by -3,000 units in North America at 139,000).

Battle of the Twins - 'On Road vs Off Road'

This year's Wheels and Waves (Biarritz, June 2026) saw Honda add a 'compare and contrast' element to its Honda Customs showcase. Billed as a 'Battle of the Twins' there were 10 custom bike shops chosen from 10 different countries to create five different customs based on two very different platforms. 

Honda Germany - 'White Venom' by Motocrew 

Honda Portugal - 'Mugen' by Mototrofa 

There were five road going concepts based on the CB750 Hornet and five off-roaders based on the XL750 Transalp - to bring an 'On Road vs Off Road' element to the seventh iteration of their annual European competition.

An online poll at hondacustoms.com will crown Europe's favourite custom with results due to be announced "at the end of the summer". 

Honda Switzerland - 'Concept 2027' by Stark Industries

Honda Austria - 'Ruth' by Reier Motors

Honda Italy - 'Saharja' by DRS Custom

This year another new element to its long-running hondacustoms.com customisation competition (this is its seventh iteration) will see each of the custom projects reviewed by the Honda R&D centre (Rome) designers of the original bikes - Valerio Aieillo (Transalp) and Giovanni Dovis (Hornet). 

Honda E-Clutch - 'Technology for People' 

Setting the pace in the rush towards 'shift assist', Honda says that its E-Clutch technology has been "developed in the spirit of 'Technology for people' with the aim of broadening the appeal and benefits of motorcycling to a range of potential riders".

Junya Ono, Assistant Chief Engineer, Motorcycle and Power Products Operations Honda Motor Co., Ltd.

In a June report, Honda stated that "electrical assistance to the clutch operation enables smooth starting and gear shifts, and improves the riding experience whilst removing unnecessary stress - freeing rider capacity to concentrate on cornering, braking and acceleration, ultimately resulting in better, safer riding. The technology facilitates smoother, and quicker gearchanges over manual transmission allowing faster and more stable acceleration."

Honda went on to say that in a motorcycling world increasingly shaped by electronic innovation, one component has "proudly retained its analogue character - the clutch lever, that tactile connection between the rider's left hand and transmission that defines the riding experience."

Honda states that it's E-Clutch "is reshaping this concept and final frontier of manual control. Reimagined - not erased but enhanced.

"By mitigating the shock that occurs during gear changes through half clutch control, the system delivers shifts that are smoother and quicker than those of a conventional quickshifter," explains Junya Ono, Assistant Chief Engineer, Motorcycle and Power Products Operations Honda Motor Co., Ltd. 

"Riders can feel the benefit across all riding situations, but the difference is especially noticeable during low-speed riding, such as in urban environments, where smooth gear changes are most apparent."

Honda explain that the phrase, half clutch control, is central to understanding why E-Clutch feels different. "A conventional quickshifter momentarily cuts ignition or fuel to unload the gearbox, allowing clutch less upshifts." It's effective, especially at higher revs, but it can introduce a jolt, particularly at lower speeds. E-Clutch, by contrast, actively manages the clutch itself via electronic actuators. Instead of simply interrupting power, it subtly slips the clutch during the shift, smoothing torque transitions before the rider even perceives them.

"The result is a shift that feels fluid rather than abrupt, controlled rather than interrupted - especially noticeable in heavy traffic." Honda states that its objective is to "expand accessibility without diluting engagement.

"The primary objective is to allow a wide range of riders to have FUN by being able to ride with greater confidence across a broad variety of situations," says Ono-san. "This has been achieved by further evolving and refining the control logic based on the system originally developed for the 650 class models."

That system, which made its debut on the CB650R and CBR650R, proved that automated clutch control could coexist with a manual gearbox. The new generation, which made its public debut at EICMA 2025 on the XL750 Transalp and CB750 Hornet, is described as building on that foundation, taking the technology to different engine capacities and riding environments.

"A major step forward with the 750 system comes with the integration of Throttle-by-Wire (TBW), unlocking further potential as the E-Clutch's behaviour becomes adaptive rather than reactive.

"With selectable riding modes now available, the E-Clutch has become easier to use across a wide range of scenarios, from urban commuting to sporty riding, allowing its behaviour to better match the rider's demands," explains Ono-san. "In addition, downshifts now incorporate an automatic blip function, enabling smoother and more seamless downshifting.

"Similar to downshifting with a quickshifter, the system blips the throttle to match the engine speed to the appropriate RPM after the downshift," says Ono-san. "However, because the E-Clutch also engages half-clutch control, it achieves a smoother downshift overall." In effect giving riders a dual action, throttle matching and controlled clutch slip. 

"During rapid deceleration, the load on the rear tire can be reduced, causing the rear wheel rotation to lag behind the vehicle's actual speed," explains Ono-san. "If load is reapplied to the rear tire while in this state, the mismatch cannot be fully absorbed, resulting in wheel hop. The system detects this condition and applies half-clutch control. By allowing the clutch to slip rather than the tire, vehicle stability is improved."

This rear-wheel hop mitigation first appears in Honda's 750 series models, including the Honda Transalp, marking an evolution in E-Clutch's role, from convenience feature to active stability enhancer. However, implementing such control across multiple engine platforms is no simple software update. Each engine configuration behaves differently.

"Each engine had its own characteristics, so it required settings tailored accordingly," says Ono-san. "In particular, we struggled with accommodating differences in rotational fluctuations, as well as variations in engine response and torque delivery."

An inline four spins differently to a parallel twin. Torque pulses, crank inertia, throttle response curves, all influence how a clutch must engage or slip. The engineering challenge lay in mapping those characteristics precisely enough that riders never sense the calculation behind the curtain.

Riding modes add another layer of nuance. In Rain, throttle response is softened; in Sport, it sharpens. Because TBW decouples grip rotation from actual butterfly valve opening, the clutch must interpret not just what the rider is doing, but what the engine will do next.

"Depending on the selected mode, such as RAIN or SPORT, the actual throttle butterfly opening varies relative to the grip opening," explains Ono-san. "The E-Clutch performs appropriate clutch control in accordance with these changes in butterfly valve opening." 

In practical terms, Honda says that this means a consistent feel and that off road, the system's benefits become even clearer. On adventure machines, riders frequently juggle balance, throttle, braking and terrain reading simultaneously.

"First, the presence of the E-Clutch eliminates concerns about engine stalling," says Ono-san. "It also removes the need to worry about operating the clutch lever. As a result, riders can focus on riding with greater confidence during off-road conditions, where increased attention to surface conditions is required."

On loose terrain, where traction can fluctuate unpredictably, the 750 series system goes further. It can execute appropriate upshifts even when the rear tyre is slipping under acceleration, maintaining drive without compounding instability. Despite all this automation, Ono-san was adamant about preserving familiarity.

"We were committed to a configuration that does not change the control layout," he emphasises. "The clutch lever is installed in the same way as before, and without any special operation, simply pulling the clutch lever instantly provides the same feel and operation as a conventional manual motorcycle."

That decision underlines a philosophical difference. E-Clutch is not a replacement for manual riding; it is an augmentation. Riders can ignore it entirely and operate the clutch as usual. Or they can let the system handle routine modulation while they focus on lines, braking markers or traffic. It also has a trick up its sleeve for riders who want that traditional engagement.

"We enabled the E-Clutch to be turned off for situations where the rider does not want the clutch to disengage automatically, for example, during low-speed riding, where you may want to run right at the edge of idle speed," says Ono-san. "We believe that being able to revert completely to the same operation as a manual motorcycle is a unique advantage that other automatic clutch-control systems do not offer."

It's a small switch with big symbolic weight; the choice remains in the rider's hands. Yet perhaps E-Clutch's most impressive achievement is how invisible all of this feels from the saddle.

"We evolved the control logic in accordance with the vehicle characteristics and usability, maximising the value the system can deliver," says Ono-san. "In addition to functional enhancements such as coordination with TBW, refinements have also been made in finer details to improve the feel of vehicle launch and gear shifting."

Honda claim that this latest iteration of its E-Clutch quietly redraws the boundary between manual and automatic. The clutch lever remains. The gearbox remains. The rider remains central. 

"The invisible intelligence now woven into the relationship between rider and machine hints at a future where technology supports rather than supplants - it doesn't change how motorcycles are ridden, but that it redefines how they feel every shift, every start, every stop.".

SEMA 2026

SEMA 2026 adds new powersports section

The 1963-founded, Las Vegas based Specialty Equipment Market Association Show (SEMA Show, November 3-6, 2026) says it is expanding its powersports industry presence by launching a dedicated Powersports/Side-by-Side (SxS)/Lifestyle section.

"This strategic expansion creates a unified home for the rapidly growing intersection of the automotive and powersports communities."

Not SEMA's first attempt to get into the powersports industry expo game, it says the initiative is a "direct response to clear market demand and the evolving habits of the modern enthusiast.

"SEMA research confirms that the crossover between these worlds is seamless: the vast majority of enthusiasts do not limit themselves to a single vehicle type, often owning a combination of modified trucks, SUVs and various recreational powersports vehicles."

SEMA Vice President of Events Tom Gattuso describes this step as a "bold step forward in SEMA's mission to serve the entire enthusiast ecosystem. Powersports has always been an integral part of SEMA's DNA, and we are now providing this community with the dedicated platform it deserves. By integrating powersports and related lifestyle products into our Show floor, we are creating a more powerful, unified resource for the aftermarket. 

"This move celebrates the natural synergy between automotive and outdoor recreation, ensuring our members have the advocacy, resources and product discovery platform they need to thrive in a modern, evolving market."

Located in the West Hall, the section will highlight a "diverse range of categories," including Motorcycles and dirt bikes, Side-by-Sides, Trailers and tow vehicles, and related adventure lifestyle gear and accessories.

"Attendees can expect an immersive and highly interactive experience that mirrors how they actually live and work," said SEMA Trade Show Director Andy Tompkins. "By grouping powersports and lifestyle gear alongside our world-class truck and off-road sections, we are providing an unmatched opportunity to see the latest in the adventure market."

According to SEMA Research, 60% of specialty-equipment manufacturers already produce products for at least one type of powersports or recreational vehicle, while 47% of retailers and installers sell to these segments.

As with the MIC, SEMA places advocacy at the top of its agenda. "Through the acquisition of the Off-Road Business Association (ORBA), SEMA has strengthened its presence in Washington, D.C., and Sacramento, California, to fight for land-use protection and motorized recreation access - issues that are critical to the survival of the powersports industry. The new section allows the entire ecosystem to gather and unite to solve opportunities and challenges facing the powersports marketplace."

semashow.com/powersports

Barkbusters

Barkbusters - Yamaha XTZ700 Ténéré World Raid Mounting Kit

The ever-growing range of model-specific hand guard kits available from Australian hand guard specialist, Barkbusters (Rideworx), has expanded even further - "allowing discerning riders to switch out inferior OEM offerings with the best quality hand protection on the market."

A recent addition to the Barkbusters range is this model specific hardware kit for the Yamaha XTZ700 Ténéré World Raid (2026 and up).

The full wrap-around aluminium hardware is compatible with several of Barkbusters' handguard designs - JET (Code: JET-003), VPS (Code: VPS-203), STORM (Code: STM-003) and CARBON (Code: BCF-003). 

One of the world's leading hand protection manufacturers, there is also a two-point hardware mount kit available (BHG-131).

 

BARKBUSTERS

www.barkbusters.net

Athena

Athena high performance gaskets - Panigale V4

Athena has expanded its product offering with a new range of gaskets for Ducati Panigale V4 - "developed specifically to meet the needs of workshops, tuners and professionals working on high-performance engines."

Clutch cover gasket

Generator side gasket

On high-performance applications, components such as the oil sump, engine side covers, water pump and clutch cover originally require the use of sealant pastes or liquid sealing solutions. In racing environments, or whenever the engine needs to be opened and reassembled frequently, each operation may require more time, particular attention to surface cleaning and great deal of accuracy during reassembly.

It is to meet these 'real-world' requirements of dealership, performance and race-team workshops and paddocks that Athena has added this new line of dedicated gaskets, designed to simplify workshop operations and make servicing faster and longer-lasting.

Oil sump gasket

The benefits include faster installation, elimination of the use of sealant pastes, reliable sealing performance over time, simplified engine opening and closing operations and optimised servicing times.

The range includes an Oil Sump Gasket that is designed to ensure high sealing performance for the lubrication system, thanks to a material selected to provide mechanical strength, vibration tolerance and stability at high operating temperatures.

The new Generator Side Gasket is designed to ensure precise mating between surfaces and reliable sealing, even under the thermal and mechanical stresses typical of high-performance use.

The technologically advanced material used in Athena's Water Pump Cover Gasket provides high controlled compressibility, resistance to racing coolants and dimensional stability - even at high operating temperatures.

Water pump cover gasket

Finally seen here, the Clutch Cover Gasket ensures optimal separation between the clutch compartment and the external environment, maintaining pressure stability and preventing leaks even under the most demanding conditions. The material is selected to withstand contact with oils, high temperatures and thermal variations.

ATHENA

www.athena.eu

TecMate

OptiMate USB-C - "may the power be with your phone"

TecMate's premium OptiMate USB products are all becoming USB-C friendly, with all USB chargers retaining their unique vehicle battery protection feature.

The OptiMate USB charger detects when the vehicle's engine is turned off and stop charging within one hour. So, if a rider has stopped somewhere scenic to admire the view, and they also need charge their phone, camera or Bluetooth ready helmet, the OptiMate USB charger continues to deliver charge for an hour before it goes to standby mode. 

O114

After starting the motorcycle, the OptiMate USB senses the rising battery voltage and automatically turns back on to continue charging the connected device. 

"This unique stand-by mode feature ensures that even the smallest lithium will retain sufficient power to start up the vehicle," says TecMate CEO/CTO Martin Human. "Additionally, an OptiMate USB charger can be left connected directly to the vehicle's battery for days or weeks, without fearing it will drain the battery." 

Included in the present OptiMate USB lineup are the OptiMate USB O-114 and the OptiMate USB O-119 with 12VB DIN plug that fit the corresponding 12V outlet sockets on BMW, Triumph or Ducati Multistrada motorcycles. USB charge is delivered through two charge ports, one USB-A and one USB-C. Charging power is 16.5 Watts, with up to 3300 mA at 5V delivered to a single connected device, unless both ports are in use, then power is shared. 

O-118

OptiMate USB O-118 can be permanently fitted to the motorcycle, ATV or UTV with the weather protected USB-C port mountable at the handlebars. Charging power is 16.5 Watts, with up to 3300 mA at 5V delivered to a single connected USB-C device. 

Coming in Q3-2026 are more powerful PD (Power Delivery) options that can switch voltage between 5V, 9V and 12V - as demanded by the device requesting charge - and deliver up to 21 Watts of charge. The O-101PD is a portable 'plug-n-play' device and the O-118PD will be an update to the current O-118. 

The O-116 is a new dual port (USB-A and USB-C) charger that connects to a standard/ automotive size 12V outlet socket. 

"OptiMate USB devices with USB-A only charge ports remain available for 2026" says Martin. "This includes the O-100 that connects to an OptiMate SAE battery harness and delivers up to 2400mA of charge through a single USB-A port, and the O-106 dual USB-A charger. The O-106 connects to a standard/automotive size 12V outlet socket and delivers 3300mA of charge through two USB-A ports." 

O-101

The O-108, designed for permanent fitment to the motorcycle, draws power from an OptiMate SAE battery harness and delivers up to 3300mA of charge through a single USB-A port that can be mounted at the handlebars. 

"Our premium USB-C chargers deliver the power that modern devices demand whilst looking out for your vehicle's battery. Our PD line of USB chargers will expand and increase in power, starting with 21 Watts for 2026, but we have 35 Watt chargers in the works for the 2027 riding season." 

TECMATE

www.tecmate.com

www.optimate1.com

News Briefs

Germany - On April 23 the creditors of Polo Motorrad & Sportswear GmbH unanimously approved a further restructuring - "an important milestone in the ongoing proceedings." B&B reports that "the company has stated that the vote confirms the current direction and creates planning certainty for the next steps. Operationally, the company is proving stable: it has had a strong start to the season, the order situation is high, and demand is developing solidly. Financing should be secured until the end of the year and talks with potential investors are ongoing. Polo believes it can continue its restructuring efforts independently. The branch network and online shop will remain fully operational."

In Austria, BAJAJ Mobility AG has added a senior executive to strengthen the R&D at its KTM AG subsidiary, appointing Christof Lischka as Chief Technology and Product Officer. His 25 years of vehicle development experience includes BMW Group leadership roles in chassis development, vehicle dynamics, braking systems and vehicle integration, and development strategy, serving as VP of Development for BMW Motorrad for the past six years.

Royal Enfield has been recognised as the World's third strongest auto brand. The global leader in the mid-size motorcycle segment (250-750 cc), has been ranked the third strongest auto brand in the world by Brand Finance, in its Automotive Industry 2026 report. Royal Enfield achieved a Brand Strength Index (BSI) score of 88.9/100 with an AAA rating, while recording a remarkable 30% surge in brand value to $1.2bn.

Germany - According to B&B, the Federal Motor Transport Authority (KBA) in Germany says the number of motorcycles in use continued to increase in 2025, to over 5.07 million. This is 0.2% more than in the previous year. Of these, around 693,567 motorcycles were registered to women (a share of 13.7%).

Bajaj Mobility AG in Austria has hired former BMW Motorrad Development VP Christof Lischka as the new Chief Technology and Product Officer of KTM AG.

Indian conglomerate TVS Motor Company - owner of Norton Motorcycles since 2020 - has passed Yamaha to become world's third-largest motorcycle manufacturer by annual unit volume. TVS sold approximately 5.46 million motorcycles and scooters in 2025, a 20.7% increase from 4.52 million units the previous year. Yamaha recorded roughly 5 million units, up just 0.8% year over year. The change marks one of the most notable reshuffles in the global motorcycle industry in recent years. Honda, meanwhile, retained its dominant position with 16.44 million units sold globally in 2025, while Hero MotoCorp remained second with 6.25 million units.

Chinese motorcycle manufacturer CFMOTO has completed the acquisition of a 51% stake in the Bavaria, Germany based racing chassis and frame manufacturer Kalex Engineering, becoming the company's controlling shareholder (December 2025). The transaction was carried out through CF Moto's European subsidiary Helmsmen Europe. Kalex founders Alex Baumgaertel and Klaus Hirsekorn have retained the remaining 49% stake. Kalex has a leading position within the MotoGP racing ecosystem, being especially dominant in the Moto2 class. Observers are saying that the acquisition is a significant step in CFMOTO's strategy to deepen its involvement in top-tier international motorcycle racing.

Indian conglomerate Hero MotoCorp reported record-breaking financial results for its full 2025-26 financial year (FY26 - April 2025 - March 2026). The company sold 5,842,549 motorcycles (+6.68%) and 626,285 scooters (+53.19%), exporting 402,786 units, marking international a growth of +40.13%. 

Vertex

The Vertex Advantage 

The Italian motorcycle industry, in the Bologna 'Motor Valley' and Emilia Romagna specifically, is blessed with a large number of motorcycle parts and accessory manufacturers, performance engineers and race teams, and, of course, a concentration of motorcycle brands - from the low volume and specialist bespoke to the all-conquering might of Ducati.

They all have impressive post-war stories, some of them being recognised as Italian 'Marchio Storico' - historic Italian factories and brands - and some, like Vertex, have found their brand dominance through racing.

After a decade of producing spare parts for engines and pumps, since 1963 Vertex has become an MX benchmark for production of 2- and 4-stroke pistons and associated products.

Valerio Scutellà, Managing Director

The company's rise to the top of this most competitive of motorcycle performance sectors has been driven by the determined pursuit of best possible quality, advanced technologies, and high-level collaborations in motorcycle (and kart) motorsport - which has seen Vertex build a solid international reputation. 

Valerio Scutellà, Managing Director at Vertex told International Dealer News that "we can consider ourselves the market leader in the production of pistons for 2-stroke and 4-stroke engines, especially for off-road motorcycles, but also for karts, snowmobiles, ATVs, ultralight vehicles, marine engines, compressors, and our newest market - drones. 

"Critical to our success has been the partnerships that we have built. This has always been a primary Vertex advantage. These range from OEM manufacturers and performance P&A distributors right through to many of the leading European MX and Enduro riders and leading race teams - official teams and independents - and, of course, our dealers.

"We are respected as a strong and reliable partner for numerous of the official teams competing in various world championships, as well as a supplier to several OE manufacturers, both for first fit and as replacement spare parts."

'our future cannot be separated from our past'

"Our sporting achievements are something of a hallmark for the company. Just last season in off-road motorcycling we won 13 world titles, and since entering the karting world we have collected more than 150 titles. These results are extremely important because they allow us to continuously update our R&D and, consequently, keep our expertise current with the latest models and race demands. 

"Led by Fabrizio Landini, our Engineering Director, who has been with us for 21 years, we have a team of 11 engineers out of a total headcount of around 60 people - that is a high ratio of engineering talent and is critical to our success. Fabrizio knows practically everything about or products and how they are used - by OEM manufacturers, teams and racers as well as by dealers and their riders.

The Vertex team

"He has steered the product line to keep it in-line with rider and racer requirements, and has developed it in increasingly advanced directions, utilising state-of-the-art design and manufacturing techniques with highly efficient machinery and dedicated software that has been developed specifically for us and our customers."

These days Vertex is part of the U.S. based Arrowhead Engineered Products Group, a relationship that Scutellà describes as "excellent and mutually beneficial. Our American colleagues recognise the professionalism with which Vertex conducts its business and fully supports our investments and business strategy. They grant us the autonomy that is essential when pursuing specialist goals and striving to offer the best possible product on the market."

'brand dominance through racing'

For the future, Scutellà says: "The very strong heritage in mechanical components that Vertex has is our unique advantage - especially in the off-road and karting world. Therefore, our future cannot be separated from our past. We want to continue positioning ourselves as leaders in the supply of engine parts, including aftermarket components, with absolute quality and top-level performance. We have new products in the pipeline which, to maintain the same quality standards, will continue to be manufactured in Italy and in a few other European countries."

Aftermarket Sales Manager Nicola Iori added that "our brand is recognised by all players in the powersports sector as a synonym for quality, thanks to the company's more than seventy years of experience as well as its collaborations across virtually all of motorsport. 

2- and 4- stroke pistons

"Our core business remains pistons for 2-stroke and 4-stroke motorcycles, with top-of-the-range models that set us apart from the competition. The huge number of applications in our catalogue allows us to cover practically the entire commercial chain.

"We have a dedicated department managing close relationships with OE manufacturers, enabling us to stay ahead of new model releases; another department focused on the aftermarket; and one dedicated to racing components, working closely with teams to benefit in real time from their experience and technology, ensuring we meet the specific needs of manufacturers and the market."

Nicola Iori, Aftermarket Sales Manager

Pistons remain the heart of the company "but over time we have also introduced other components that have been well received by customers, especially the Vertex kits. These combine all the company's technology and know-how, offering - for 4-stroke engines - the piston with rings, gasket, and timing chain at a particularly competitive price compared to purchasing the components individually."

'a team of 11 engineers'

Another important element for Vertex is the European distribution of Arrowhead Group products, such as All Balls Racing Group, whose catalogue includes more than 20,000 part numbers - from gaskets to bearings and everything needed for chassis and engine maintenance. More recently, we have also introduced a line of sprockets, always with a focus on maximum quality. Iori says that "we are now developing a new range of cylinders in collaboration with our main official motocross and enduro teams, which may eventually be offered in kits together with connecting rod and piston."

In terms of the structure of Vertex' distribution network "at the international level, we mainly rely on selected distributors with whom we have collaborated for many years. In areas where our distributors are not present, we are always evaluating new customers to strengthen market coverage. In the United States, our aftermarket pistons are distributed by All Balls Racing Group. Italy represents about 20% of our aftermarket turnover and in our home market we primarily work through B2B dealer partnerships, including many small local service, race and repair workshops who have with long-standing relationships with us."

www.vertexpistons.com

SIP Scootershop

SIP Vespa Footrest and Indicator upgrades

Bavarian Vespa parts and accessory specialist SIP Scootershop continues to add new products, including these SIP Footrests and front & rear Indicator kits.

Offered for Vespa Primavera/Sprint 50-150cc 2T/4T AC, SIP foldable footrests are manufactured in high strength aluminium and available in black/black.

Designed to improve comfort for the passenger, these footrests are an OEM fitment upgrade that are firmly and stably bolted into the footwell for optimum comfort with a knurled surface for more grip.

They feature an anodised surface and are available in a choice of colours.

Also seen here for Vespa GTS/GTS Super/GTV 125-300 cc (2023-), these SIP LED indicators "emphasise the sporty look of the Vespa GTS 2023 models. The standard indicator with clear housing and glass detracts from the look of the vehicle," according to SIP CEO Ralf Jodl.

"Our SIP indicators come with a black housing, optionally with clear or tinted glass. The E-approval applies to all Vespa GTS 2023 models. The indicators can therefore be used legally on the road. They have a precise fit and are supplied as a set, four pieces. Additional features include black or clear lenses and E-approval/number. 

"The front SIP LED indicators already have the housing surround pre-assembled and are included in the scope of delivery. Unlike other indicators available on the market, this does not have to be removed from the standard indicator. All necessary cables and detailed installation instructions are included in the scope of delivery."

SIP SCOOTERSHOP GMBH

www.sip-scootershop.com

Stylmartin

Stylmartin Vertigo Air

Described as a "super versatile travel companion", features of this dual purpose 'Ride and Hike' casual include a lightweight suede leather upper, airflow-friendly breathable mesh and textile inserts, perforated anatomical footbed and fatigue reducing anti-shock system. 

CE certified (EN 13634:2017), integrated soft and flexible D3O ankle protectors are said to "significantly increase impact protective performance." Additional features include a full-grain leather gear-shift pad, an anti-slip grip rubber Traction Sole with drainage channels, reflective laces and inserts positioned throughout the footwear enhance visibility during evening rides and night-time journeys.

STYLMARTIN

www.stylmartin.it

WRP

WRP Expands Racing Brake Pads range with WG-7612 application coverage

WRP continues to strengthen its high-performance braking portfolio with the introduction of the new WG-7612 brake pad, developed to meet the demands of modern superbikes and high-performance naked motorcycles.

Designed for riders and teams seeking maximum braking efficiency, consistency, and control, the WG-7612 is now available for a wide range of premium motorcycles from Aprilia, Ducati, KTM, and Norton.

The pad is offered in multiple friction compounds - sinter and carbon - allowing riders to select the ideal setup for road, track-day, or racing applications.

The new WG-7612 application list includes some of the most advanced performance motorcycles on the market, such as the Aprilia RSV4 1100, Ducati Panigale V4/V4R/V4S, Streetfighter V4/V4S, KTM RC-R and Super Duke 1390, as well as the exclusive Norton Manx and Manx R.

With the WG-7612, WRP further reinforces its commitment to deliver race-proven braking solutions that combine performance, reliability, and rider confidence.

WIND TRADING SRL

www.wrpracing.com

SBS

SBS in Mountain Course Podium Clean Sweep at 2026 IOM TT

The 2026 Isle of Man TT belonged to SBS' Partners In Racing. Across the headline solo races of the week, SBS-supported riders and teams locked out the podium time and again, finishing P1, P2 and P3 in the Superbike, Supersport, Senior and Sportbike contests on the Mountain Course. 

Dean Harrison

The story started with Dean Harrison, who opened qualifying by setting the fastest-ever opening qualifying lap in TT history at 133.925 mph, then continued to top the times as race week took shape. "Harrison looked comfortable, decisive, and fully in tune with the Mountain Course from the first run. By the time the race week began, he had already shown the field where the benchmark would sit.

"Harrison then delivered in race trim. In the RST Superbike TT, Harrison took command from the front and never blinked. Riding for Honda Racing UK, he won by 15.5 seconds, set the fastest lap of the race at 134.892mph, and led home Peter Hickman in P2 and Michael Dunlop P3 to give SBS a full podium sweep, in one of the week's biggest contests." 

The Supersport class told a similar story. In Race 1, Michael Dunlop overhauled Harrison after the opening lap and powered away to win by 24.47 seconds, with Hickman completing the podium in P3. Dunlop also set the fastest lap of the race at 127.672 mph. In Race 2, the pattern repeated: Harrison hit the front early, Dunlop was relentless, and pit work plus outright rhythm swung the race his way. Dunlop claimed his 35th TT victory in Race 2, beating Harrison by 26.1 seconds, with Hickman again in P3. For SBS, it was another pair of podium lockouts in one of the TT's most fiercely contested classes.

Then came the blue-riband race. The Senior TT is the one every rider wants. It has been the TT's showpiece since 1911 - the race that carries the greatest weight in the paddock and the deepest legacy in road racing. This year's edition was shaped by disruption, weather pressure, and a revised race schedule designed to protect the event's headline contest. Even then, the drama did not stop. The original running of the race was red-flagged on lap two with Harrison already over 14 seconds clear and running at a pace that threatened the outright lap record. 

The race could not be declared on Friday because less than half the distance had been completed, but after the event's conclusion, Harrison was officially declared the winner based on the positions at the end of lap one of the original start.

Harrison's opening lap of 135.166 mph from a standing start was blistering. He was already stretching the field, already on lap-record pace before the stoppage, and already making the Senior race his own. The final classification gave him his seventh TT victory, his second Senior TT success, and a second double-winning week in succession. 

Behind him, Peter Hickman took P2 and Josh Brookes finished in P3, sealing yet another SBS clean sweep of the podium in the race that matters most. Even with the race modified by circumstance, the message was clear: SBS was at the front together with our Partners In Racing when the stakes were highest.

www.sbsbrakes.com

News Briefs

Germany - On April 23 the creditors of Polo Motorrad & Sportswear GmbH unanimously approved a further restructuring - "an important milestone in the ongoing proceedings." B&B reports that "the company has stated that the vote confirms the current direction and creates planning certainty for the next steps. Operationally, the company is proving stable: it has had a strong start to the season, the order situation is high, and demand is developing solidly. Financing should be secured until the end of the year and talks with potential investors are ongoing. Polo believes it can continue its restructuring efforts independently. The branch network and online shop will remain fully operational."

In Austria, BAJAJ Mobility AG has added a senior executive to strengthen the R&D at its KTM AG subsidiary, appointing Christof Lischka as Chief Technology and Product Officer. His 25 years of vehicle development experience includes BMW Group leadership roles in chassis development, vehicle dynamics, braking systems and vehicle integration, and development strategy, serving as VP of Development for BMW Motorrad for the past six years.

Royal Enfield has been recognised as the World's third strongest auto brand. The global leader in the mid-size motorcycle segment (250-750 cc), has been ranked the third strongest auto brand in the world by Brand Finance, in its Automotive Industry 2026 report. Royal Enfield achieved a Brand Strength Index (BSI) score of 88.9/100 with an AAA rating, while recording a remarkable 30% surge in brand value to $1.2bn.

Austria - BAJAJ Mobility (KTM) subsidiary WP Suspension has been hooked by the drug of brand extension with its first major product diversification - into the brake components segment. Primarily for Original Equipment Manufacturer (OEM) integration, the new line is ambitious - starting with pads, hydraulic hoses and callipers straight away. All products are being made in-house at WP in Austria. Initially for lower displacement lightweights, the target appears to be the niche that Brembo is trying to carve out for its ByBre brand. The first application is a 740 g WP FCR4 radial 4-piston caliper for this year's KTM 390 Duke; www.wp-suspension.com

Barcelona, Spain based electric motorcycle manufacturer Stark Future has now passed three years since its first customer revenue and has marked its strongest financial milestone yet with Q1 2026 revenue growth of 212% year-on-year, equivalent to 3.12x growth, while delivering its first EBITDA-profitable period and outperforming its own internal budget. Anton Wass, Founder and CEO of Stark Future, said "the results show that Stark's growth is not being led by unsustainable losses, but by real market demand, strong product momentum, and increasingly disciplined execution.

Honda has opened a new motorcycle production factory in Turkey. The new facility (at Aliaga, Izmir) is operated by Honda Türkiye A.S and is Honda's 38th factory worldwide and has an initial annual production capacity set at 100,000 units, with the opportunity to expand to up to 200,000. Production started in April 2026. Turkey has become one of Honda's key growth markets. In 2025 Honda took the number one position in the market for the 11th consecutive year.

SIP PERFORMANCE

Vespa T5 199 cc Racing Cylinder Kit

The Vespa T5 engine is considered to be the most modern engine that Piaggio has designed for the classic Vespa models with manual transmission. Unfortunately, the T5 Engine is relatively rare compared to other Vespa engines. As a result, the selection of tuning parts is also less varied. However, the T5 Engine with its large transfer ports and wide Crankshaft offers the best opportunities for performance increases.

"The aim when developing the SIP PERFORMANCE 199 cc Cylinder was to offer a plug and play setup that enables a perfectly working, powerful Engine - ideal in its characteristics for everyday use and touring," says SIP Scootershop CEO Ralf Jodl.

"In addition, the Cylinder should offer many reserves and possibilities for tuners and developers to fully exploit the potential of a T5 Engine."

The Vespa T5 has a standard displacement of 125 cc. The installation space for the Crankshaft and Cylinder offer the potential to accommodate a 200 cc "Plug and Play" set-up. This SIP PERFORMANCE Cylinder is the first T5 tuning cylinder to utilize this displacement potential according to Ralf.

This is achieved by a bore of 65 mm and a stroke of 60 mm, meaning that the conversion to the Cylinder also requires the use of a Crankshaft with a stroke of 60 mm and a connecting rod length of 115 mm.

The Cylinder uses a 5-channel transfer port system, designed so that the Cylinder can be installed plug and play on the original transfer ports of the T5 Engines. However, the channels in the Cylinder have been shaped in such a way that they offer potential for expansion at the transition to the Crankcase. The bridge between the transfer ducts in the original T5 Crankcase can also be optionally removed to further optimise the transition.

The exhaust duct is designed in three parts: a large central outlet and a side outlet on each side. The secondary outlets run inside the cylinder studs. "As a result of numerous test bench runs, we have developed an optimized geometry that ensures sufficient cross-sectional area for the secondary outlets to work effectively.

"The T5's exhaust flange is designed so that the Exhaust is pushed into the flange piece on the Cylinder and fitted. As the original manifold diameter is designed for 125 cc, we have decided to design the flange piece on the Cylinder so that it can be screwed on. 

"The Cylinder is supplied with a Flange that is compatible with T5 exhaust systems. It is fastened with two screws, sealed with an O-ring and also offers the option of attaching springs. However, it is also possible to replace the Flange with a version with a larger diameter. Threads with a larger radius have been used for this purpose. This allows exhaust systems with a larger Exhaust Manifold to be adapted."

The 65 mm Piston has two 1 mm thick steel piston rings and a biconical Gudgeon Pin. As is usual with T5 engines, the head has a centered Spark Plug. The squeeze area is 47 % of the piston area. The combustion chamber engages in the Cylinder and thus ensures perfect centering. The option of using the original Centring Bushes still exists but is not required in the Plug and Play setup. The head and Cylinder are shaped so that the original rubbers can be fitted for Vibration Damper.

The Cylinder can be run with the original T5 Cooling Hood. However, the 10 mm longer Conrod requires the Cylinder Cowling to be spaced out. The easiest way to adapt this is to use a Flywheel Cover-Cylinder Cowling Cover.

SIP SCOOTERSHOP GMBH

www.sip-scootershop.de