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