After only attempting one enduro in my life, I lined up at Round 1 of the Central Enduro Series in Wairarapa on the MY25 Beta RR 480 X-Pro feeling quietly confident. As an intermediate trail rider, I figured it couldn’t be that much harder than a normal day in the bush. I was wrong. Very wrong. What followed was a brutal lesson in just how different enduro riding is from trail riding. Tight tests, changing terrain, physical exhaustion, mistakes, crashes, and plenty of moments where I questioned my life choices. In this video, I take the Beta RR 480 X-Pro into the deep end and find out exactly what it takes to survive a real enduro event. Whether you’re thinking about giving enduro a go or just want to watch someone suffer for your entertainment, this one’s for you. #BetaMotorcycles #BetaRR480XPro #Enduro #CentralEnduroSeries #Wairarapa Join the crew 👉 patreon.com/motonz $5/month supports the channel and gets your name in the credits of every video that month. We’re now a proud Boxo Tools affiliate! Support our channel by clicking the link below — we get a small kickback from every purchase. Why Boxo Tools? Incredible quality tool solutions—from hand tools to workshop setups and toolboxes Designed in California, expertly manufactured in Taiwan, with a limited lifetime warranty Locally available in New Zealand with fast nationwide shipping Whether you’re building your workshop or getting ready for your next ride, Boxo has you covered. Shop here: https://boxotools.co.nz?sca_ref=9416942.RnRouCyoDJHA2 We're stoked to partner with AdventureGuide. Use our link https://www.adventureguide.co.nz/?aff=65179aa7 to check out their website and app when riding the road less traveled around NZ. Check the link to view - https://www.youtube.com/embed/dyGjkF2rMZY

The Aprilia Tuareg Racing Team has continued its impressive 2026 campaign, claiming a second consecutive victory in the European Tout Terrain Rally Cup Championship following a dominant performance in Greece.

Competing in the rugged terrain around Pefki Evia, Jacopo Cerutti once again proved why he remains the rider to beat aboard the Aprilia Tuareg Rally, taking both the overall victory and the M5 class win after six demanding stages.

The Italian rider was consistently at the sharp end of the field throughout the event, claiming three consecutive overall stage victories and standing on the podium in every special stage. His performance not only secured another class win but also strengthened his grip on the overall TT Rally Cup standings.

"It was a really challenging week," said Cerutti. "The special stages were very tough, and on two occasions we rode for six consecutive hours. I pushed hard during the first few days to build up a lead and then managed the gap from there. The bike handled beautifully throughout the event and the team did an incredible job."

Cerutti's success was matched by teammate Thomas Marini, who delivered another strong showing to complete an Aprilia one-two finish in the M5 category. The San Marino rider collected two class victories and five overall stage podiums during the rally, highlighting both his speed and growing confidence aboard the Tuareg Rally.

While a pair of minor crashes prevented Marini from challenging for the class win, he still secured second place in M5 and further demonstrated the competitiveness of the Aprilia package.

Team manager Vittoriano Guareschi praised both riders following the event.

"We are very satisfied with the result," said Guareschi. "It was an extremely demanding race, both physically and because of the high level of competition. Jacopo made the difference during the first four days and was then able to manage his advantage. Thomas was also very fast throughout the rally and despite a couple of small mistakes, he completed all the stages and achieved an excellent result."

The Greek rally once again highlighted the capabilities of the Aprilia Tuareg Rally machine, which continues to build a reputation as one of the most competitive and reliable twin-cylinder rally bikes currently competing in international competition.

The success also reflects the work of Team Guareschi, whose preparation and support have helped establish Aprilia as a serious force in rally raid competition.

Attention now turns to the next round of the Italian Motorally Championship, scheduled for 20-21 June in Gioia dei Marsi, Abruzzo. Marini heads into that event leading the G-1000 class standings and will be joined by teammates Marco Menichini and Francesco Montanari.

Following the Italian championship round, the Aprilia Tuareg Racing Team will return to European competition for Round Three of the Tout Terrain Rally Cup, taking place from 10-18 July in Râmnicu Sărat, Romania.

With two victories from two rounds and a growing championship lead, Cerutti and Aprilia will arrive as favourites once again.

Moto Guzzi built a fighter jet for the road… and somehow hardly anyone is talking about it. In this video I take a proper deep dive into the limited-edition Moto Guzzi V100 Mandello Aviazione Navale — the wild aviation-inspired version of the already impressive V100 Mandello. This isn’t just a walkaround either. I actually ride it, dig into what makes it different, talk about the tech, the handling, the sound, the character… and whether this thing is genuinely one of the coolest sport-tourers on sale right now. From active aerodynamics to fighter jet styling and that unmistakable transverse V-Twin, this might be peak Moto Guzzi weirdness — and I mean that in the best possible way. Join the crew 👉 www.patreon.com/motonz $5/month supports the channel and gets your name in the credits of every video that month. We’re now a proud Boxo Tools affiliate! Support our channel by clicking the link below — we get a small kickback from every purchase. Why Boxo Tools? Incredible quality tool solutions—from hand tools to workshop setups and toolboxes Designed in California, expertly manufactured in Taiwan, with a limited lifetime warranty Locally available in New Zealand with fast nationwide shipping Whether you’re building your workshop or getting ready for your next ride, Boxo has you covered. Shop here: https://boxotools.co.nz?sca_ref=9416942.RnRouCyoDJHA2 We're stoked to partner with AdventureGuide. Use our link https://www.adventureguide.co.nz/?aff=65179aa7 to check out their website and app when riding the road less traveled around NZ. Check the link to view - https://www.youtube.com/embed/e2JhDuEI8qw

More technology, more refinement and an even broader spread of capability for New Zealand riders.

Beta has pulled the covers off its 2027 RR X-Pro range, further refining what has become one of the most popular and versatile enduro platforms in the New Zealand market.

Positioned between the beginner-friendly XTrainer and the race-focused RR Race models, the RR X-Pro range has found favour with a remarkably diverse group of riders. From weekend trail riders and hard enduro enthusiasts through to adventure riders looking for a lightweight alternative to traditional ADV machinery, the X-Pro has carved out a unique niche in the off-road world.

That's particularly true in New Zealand, where the ability to road register much of the RR X-Pro range has seen riders adopt models like the RR 480 X-Pro for everything from forestry road exploration to multi-day backcountry adventures.

For 2027, Beta has focused on refinement rather than reinvention, introducing a range of updates aimed at improving rideability, comfort, durability and performance.

Racing Technology Comes To The Four-Strokes

One of the biggest developments for the 2027 range is the introduction of Launch Control and Quick Shift technology across the four-stroke models.

Launch Control features five levels of adjustment and is designed to maximise traction during hard acceleration, while Quick Shift allows clutchless upshifts for faster gear changes and uninterrupted drive.

It's technology that has become commonplace in the racing world but has been notably absent from Beta's enduro range until now.

Additional four-stroke updates include a revised voltage regulator designed to improve charging performance and electrical reliability, titanium valves with an updated finish for increased durability, and a redesigned mechanical cam chain tensioner aimed at improving engine smoothness and long-term reliability.

Good News For Two-Stroke Fans

If there's one thing Beta has consistently done better than most manufacturers, it's maintaining its commitment to two-stroke development.

That commitment continues for 2027, with the RR 250 and RR 300 receiving updated main bearings designed to reduce internal friction and improve engine response. The result is smoother operation and a stronger, more immediate power delivery throughout the rev range.

The RR 125 receives an updated piston design aimed at improving durability and refinement, while the RR 200 inherits gearbox developments from the RR Race platform.

For New Zealand riders, where hard enduro continues to grow in popularity, the continued evolution of Beta's two-stroke lineup is likely to be one of the most significant aspects of the MY27 announcement.

Suspension Refinement Across The Board

Beta's X-Pro models have always focused on accessibility and confidence, and that philosophy continues with the latest updates to the suspension package.

The company's SHC (Separate Hydraulic Chamber) fork and matching rear shock receive revised settings designed to improve compliance in the initial part of the stroke while maintaining the precision and support required when riding aggressively.

The goal is simple: greater comfort for trail riders without sacrificing performance for experienced enduro competitors.

The X-Pro also retains one of its key advantages over more race-focused machinery — a lower overall seat height. At 930mm, the X-Pro sits 20mm lower than the RR Race, helping riders maintain confidence in technical terrain without compromising capability.

Small Details, Big Difference

A number of smaller updates round out the MY27 package.

New softer-compound grips are designed to reduce rider fatigue during longer rides, while a larger Trail Tech display improves readability and durability. A redesigned LED headlight offers improved illumination with lower power consumption, and a revised front sprocket guard provides additional protection and compliance with modern competition regulations.

The overall package remains unmistakably X-Pro — comfortable, capable and versatile enough to tackle everything from technical hard enduro sections through to long days exploring New Zealand's back roads and trails.

Eight Models, One Philosophy

The 2027 RR X-Pro lineup continues to consist of eight models.

Two-stroke options include the 125, 200, 250 and 300, while the four-stroke range comprises the 350, 390, 430 and 480.

While each model has its own character, the underlying philosophy remains unchanged: creating motorcycles that inspire confidence and make off-road riding more enjoyable regardless of skill level.

For many New Zealand riders, that's exactly what has made the X-Pro such a success.

The 2027 Beta RR X-Pro range has been unveiled globally and is expected to arrive in New Zealand in late 2026. Pricing and local specifications will be confirmed closer to launch.

Kiwi riders continue to embrace Beta's unique approach to off-road motorcycling, driving record sales across the range.

Beta Motorcycles New Zealand is celebrating its strongest year-to-date sales performance on record, with riders across the country increasingly turning to the Italian manufacturer's off-road range for everything from hard enduro competition to weekend adventure riding.

The growth reflects a broader shift in the market, with riders seeking motorcycles that are lightweight, versatile, and purpose-built for New Zealand's diverse riding conditions.

One of the standout trends has been the increasing popularity of Beta's RR X-Pro range, particularly larger-capacity models such as the RR 480 X-Pro. The ability to road-register much of the Beta range has opened up new opportunities for riders looking for a lightweight alternative to traditional adventure motorcycles.

"We've seen a huge increase in riders using bikes like the RR 480 X-Pro as lightweight adventure machines," says Ray Heron, Brand Manager for Beta Motorcycles New Zealand.

"Being able to legally ride from home to the trail, explore back roads, tackle technical terrain and then ride home again is incredibly appealing. Riders are discovering that they don't need a 250kg adventure bike to have a great adventure."

The company's continued commitment to two-stroke technology has also proven to be a major factor behind the brand's success.

While many manufacturers have reduced their focus on two-stroke development, Beta has continued to invest heavily in the platform, and riders have responded enthusiastically.

In particular, sales of Beta's 300cc two-stroke models have surged as more riders recognise the advantages that two-strokes offer in technical terrain and hard enduro competition.

"For years, hard enduro riders have known that a well-developed two-stroke can offer significant advantages in difficult terrain," says Heron.

"The market is now catching up. Riders appreciate the lighter weight, reduced rider fatigue, strong low-end torque and simplicity of ownership. We've seen demand for our 300cc two-stroke models reach levels we've never experienced before."

The strong performance extends across the entire Beta range, from the beginner-friendly XTrainer through to the RR X-Pro and RX motocross models.

Beta's combination of premium European engineering, competitive pricing, local parts support, and a clear focus on rider needs continues to resonate with New Zealand customers looking for something different from the mainstream offerings.

As the brand continues its upward trajectory, Beta Motorcycles New Zealand remains committed to supporting riders through its growing dealer network and ensuring parts availability from its New Zealand-based warehouse.

"At the end of the day, riders vote with their wallets," says Heron.

"The fact we're seeing record sales tells us that riders understand what Beta stands for. Whether it's a first-time trail rider, a hard enduro competitor, or someone looking for the ultimate lightweight adventure bike, more and more Kiwis are discovering that Beta has a motorcycle that fits the way they want to ride."

Retro style is back… but this time it comes with serious muscle. In this video, we take a deep dive into the all-new Lambretta G350 — the biggest capacity modern retro scooter currently available in New Zealand. With its punchy 330cc engine, steel body heritage, classic Italian-inspired styling and modern tech, the G350 is built for riders who want more than just café vibes. We cover: Real world performance Comfort & practicality Features & tech Highway capability Urban riding impressions Why the G350 stands out from the scooter crowd Is this the ultimate retro scooter for NZ roads? Join the crew 👉 patreon.com/motonz $5/month supports the channel and gets your name in the credits of every video that month. We’re now a proud Boxo Tools affiliate! Support our channel by clicking the link below — we get a small kickback from every purchase. Why Boxo Tools? Incredible quality tool solutions—from hand tools to workshop setups and toolboxes Designed in California, expertly manufactured in Taiwan, with a limited lifetime warranty Locally available in New Zealand with fast nationwide shipping Whether you’re building your workshop or getting ready for your next ride, Boxo has you covered. Shop here: https://boxotools.co.nz?sca_ref=9416942.RnRouCyoDJHA2 We're stoked to partner with AdventureGuide. Use our link https://www.adventureguide.co.nz/?aff=65179aa7 to check out their website and app when riding the road less traveled around NZ. Check the link to view - https://www.youtube.com/embed/eXDbdy2Ngu8

In this video I realise im old, and this is an old man bikie... but why? Join the crew 👉 patreon.com/motonz $5/month supports the channel and gets your name in the credits of every video that month. We’re now a proud Boxo Tools affiliate! Support our channel by clicking the link below — we get a small kickback from every purchase. Why Boxo Tools? Incredible quality tool solutions—from hand tools to workshop setups and toolboxes Designed in California, expertly manufactured in Taiwan, with a limited lifetime warranty Locally available in New Zealand with fast nationwide shipping Whether you’re building your workshop or getting ready for your next ride, Boxo has you covered. Shop here: https://boxotools.co.nz?sca_ref=9416942.RnRouCyoDJHA2 We're stoked to partner with AdventureGuide. Use our link https://www.adventureguide.co.nz/?aff=65179aa7 to check out their website and app when riding the road less traveled around NZ. Check the link to view - https://www.youtube.com/embed/53Uhxjwi7y0

There are some motorcycle names that instantly trigger nostalgia among riders. The Moto Morini 3 1/2 is one of them.

Now, decades after the original carved out a cult following across Europe and beyond, the iconic Italian machine is officially heading back to New Zealand in an all-new modern form.

And importantly, this is not simply another retro-inspired motorcycle cashing in on heritage styling. The new Moto Morini 3 1/2 appears to have been developed with a very clear goal — bring back the personality, simplicity, and lightweight fun that made the original famous in the first place.

Back in the 1970s, the original 3 1/2 earned a reputation for being agile, stylish, and genuinely entertaining to ride. It wasn’t the biggest or most powerful machine of its era, but that was never really the point. Riders loved it because it felt alive underneath them. It had character.

That same philosophy appears to be front and centre with the reborn model.

In a market increasingly dominated by larger, heavier motorcycles loaded with electronics, the new 3 1/2 takes a slightly different approach. Lightweight chassis. Compact dimensions. Retro styling. Real-world usability. And importantly, a proper V-Twin engine designed specifically for Moto Morini.

Underneath the classic-inspired bodywork sits a Moto Morini-developed V-Twin producing around 32 horsepower and 31Nm of torque. While those numbers may not set the internet comment section on fire, that’s almost missing the point entirely. The focus here appears to be on accessibility, engagement, and creating a motorcycle that feels enjoyable at sane road speeds.

For many riders, that’s becoming increasingly appealing.

The new 3 1/2 also packs a solid list of modern features including upside-down front forks, ABS braking, full LED lighting, TFT instrumentation, and twin rear shocks, all wrapped in styling that pays clear homage to the original machine without feeling stuck in the past.

Low seat height and manageable ergonomics should also make the bike approachable for newer riders, while experienced motorcyclists looking for something smaller, lighter, and packed with personality may find themselves equally interested.

Moto Morini NZ Brand Manager Ray Heron says the motorcycle represents an important moment for the Italian manufacturer locally.

“This is an exciting moment for Moto Morini in NZ, as it shifts away from another manufacturer’s engine and moves to a specifically designed Moto Morini V-Twin. This shows Moto Morini is here, means business, and offers something new and exciting in the small bike category for Kiwi riders.”

That comment arguably highlights one of the more important aspects of this launch. This is not simply another rebadged platform. The move toward a dedicated Moto Morini-designed V-Twin gives the 3 1/2 a far stronger sense of identity, something that matters enormously for a heritage-driven Italian brand.

The return of the 3 1/2 also signals Moto Morini’s continued expansion in New Zealand, as the brand steadily builds a range focused less on outright spec-sheet wars and more on style, individuality, and rider connection.

And honestly? In a sea of increasingly similar middleweight motorcycles, that might be exactly what helps the little Morini stand out.

The all-new Moto Morini 3 1/2 is expected to arrive in New Zealand from Spring 2026, with pricing and final local specifications to be confirmed closer to launch.

For more information, contact your authorised Moto Morini dealer.

There’s an interesting disconnect in motorcycling culture that becomes painfully obvious the moment a road rider touches gravel.

A rider tips into a corner, the front pushes on loose chip, the bike slides, and instantly the conversation becomes about blame. Why wasn’t the road swept? Why didn’t NZTA clean it up? Why wasn’t there more warning? The gravel becomes the villain. The road authority becomes responsible. The expectation is that the riding environment should have been sanitised before the rider arrived.

Meanwhile, somewhere in rural New Zealand, an off-road rider is halfway through a trail ride having the absolute time of their life while conditions actively try to kill traction every five seconds.

They’ll hit mud holes, wet roots, loose rock, deep ruts, river crossings, cow shit, clay, dust, hidden washouts and gravel driveways that would make a road rider panic-brake into another dimension. They’ll crash repeatedly. Drop the bike 10 or 15 times. Pick it up laughing. Keep riding. Then finish the day exhausted, bruised and grinning ear to ear.

And not once will you hear:
“The farmer should’ve swept this track.”
“Someone should’ve removed those rocks.”
“That muddy downhill section was irresponsible.”

Because dirt riders fundamentally understand something many road riders don’t.
Traction is never guaranteed.
The surface is part of the challenge.

In dirt riding, instability isn’t considered a defect in the environment. It’s the entire point. Riders are trained from day one to expect movement underneath them. The bike slides? Normal. Rear steps out? Fine. Front tucks? Pick it up and try again. Conditions change corner to corner and riders adapt accordingly.

Road riding, especially modern road riding, has almost drifted into the opposite mindset. Huge tyres, electronics, ABS, traction control, semi-active suspension and immaculate tarmac have conditioned many riders into expecting consistency all the time. So when the road suddenly behaves unpredictably — gravel, diesel, leaves, roadworks, moss, a damp patch under trees — it feels offensive. Like something has gone wrong.

But roads are still real environments, not racetracks.

New Zealand roads especially are alive. They move, break up, flood, get covered in stock effluent, wash gravel out after rain, and constantly change with the seasons. Rural roads can go from perfect grip to marble-like chip seal in one corner.

And maybe that’s where dirt riding teaches lessons road riding desperately needs.

Dirt riders learn to read terrain instead of assuming it’s safe.
They learn balance over panic.
Momentum over stiffness.
Adaptation over outrage.

Most importantly, they learn that crashing occasionally isn’t a moral failing or necessarily somebody else’s fault. Sometimes you simply ran out of talent, traction or luck.

That doesn’t mean road authorities get a free pass. Legitimately dangerous road conditions absolutely should be managed properly. Massive unmarked gravel spills or neglected hazards deserve criticism. But somewhere along the line, parts of road riding culture started expecting every road to behave like a prepared circuit.

Motorcycling has never worked that way.

The irony is many road riders would become dramatically better riders if they spent even one season riding dirt. Gravel stops becoming terrifying once you understand how motorcycles move underneath you. You stop fighting every twitch. You become calmer when traction changes. You learn that a bike can slide without immediately throwing you into orbit.

You also develop a healthier relationship with risk.

Off-road riders know they’re entering an uncontrolled environment. That expectation changes everything psychologically. It builds resilience instead of entitlement.

Because no dirt rider has ever come back from a muddy trail ride demanding somebody pressure wash the forest.

I finally got the chance to get properly up close and personal with the all-new Moto Guzzi Stelvio — and not just parked up in a showroom either. In this video, I take a detailed look at Moto Guzzi’s big adventure machine, checking out the design, features, tech, comfort, and all the little details that make this bike stand out from the usual ADV crowd. Then it was time to throw a leg over it and see what it’s actually like out on the road. Does the Stelvio have what it takes to shake up the adventure bike segment? And can Moto Guzzi bring a bit of Italian soul to a class often dominated by cold spec sheets and practicality? There was only one way to find out. Watch now for my first ride impressions, close-up walkaround, and honest thoughts on the new Stelvio. Join the crew 👉 patreon.com/motonz $5/month supports the channel and gets your name in the credits of every video that month. We’re now a proud Boxo Tools affiliate! Support our channel by clicking the link below — we get a small kickback from every purchase. Why Boxo Tools? Incredible quality tool solutions—from hand tools to workshop setups and toolboxes Designed in California, expertly manufactured in Taiwan, with a limited lifetime warranty Locally available in New Zealand with fast nationwide shipping Whether you’re building your workshop or getting ready for your next ride, Boxo has you covered. Shop here: https://boxotools.co.nz?sca_ref=9416942.RnRouCyoDJHA2 We're stoked to partner with AdventureGuide. Use our link https://www.adventureguide.co.nz/?aff=65179aa7 to check out their website and app when riding the road less traveled around NZ. Check the link to view - https://www.youtube.com/embed/37ujH3xelik

When it comes to motorcycle maintenance, most riders are guilty of focusing on the things they can actually see. A spotless tank, polished exhaust, gleaming wheels and tyres dripping in tyre shine. But while riders obsess over the outside of their motorcycles, it’s what’s happening inside the engine that really determines how long a bike will last and how well it performs.

That’s where Triumph’s new TPL range comes in.

Triumph Motorcycles has officially launched Triumph Performance Lubricants in New Zealand, giving local riders access to a premium range of oils, lubricants, cleaning products and maintenance essentials developed specifically for modern Triumph motorcycles.

And this isn’t just another generic oil with a Triumph sticker slapped on the side.

TPL is the result of Triumph partnering with specialist lubricant engineers to develop a range designed around the unique demands of modern Triumph engines and drivetrains. The focus is on delivering the right balance of lubrication, heat protection, cleanliness and long-term durability, whether the bike is used for commuting, touring, adventure riding or flat-out weekend scratching.

Modern motorcycles work hard. High compression engines, tighter tolerances, advanced electronics and increasingly demanding performance targets mean today’s bikes need quality fluids more than ever before. Cheap oils and neglected maintenance might save money in the short term, but they can also accelerate wear, reduce performance and shorten engine life.

The TPL range covers far more than just engine oil too. Triumph has rolled out a full ecosystem of maintenance products designed to help riders properly care for their motorcycles from front to back.

The range includes:

• Engine oils
• Chain lubricants
• Final drive lubricants
• Cleaning and detailing products
• Copper grease
• Workshop and maintenance essentials
• And more

For Triumph owners, there’s also something reassuring about using products developed specifically with their machines in mind. Modern Triumphs like the Triumph Tiger 1200, Triumph Street Triple 765 RS and Triumph Scrambler 1200 are high-performance motorcycles, and maintaining them correctly is critical if owners want them performing at their best for years to come.

The arrival of TPL in New Zealand also gives Triumph dealers a more complete ownership ecosystem. Riders can now walk into a dealership not only for parts and servicing, but also for the full suite of maintenance products recommended for their bike.

And for riders who live further away from a Triumph dealership, the full range is also available online through Triumph Outlet NZ with shipping available nationwide.

Because while a clean bike might impress your mates at the café, clean oil and proper maintenance are what get you home after 100,000km.

There are race wins… and then there are weekends that completely rewrite the history books.

At the legendary MotoGP French Grand Prix at the iconic Bugatti Circuit, Aprilia Racing delivered one of the biggest statements the MotoGP paddock has seen in years — locking out the entire podium for the very first time in the premier class.

It was a day of redemption, momentum, and outright domination.

Leading the charge was Jorge Martín, who carved his way through the field from seventh on the grid to take a stunning victory aboard the RS-GP. Even more impressive? It marked Martín’s first win with Aprilia and his first MotoGP victory in 588 days, dating back to Mandalika in 2024.

And he didn’t just scrape through for the win.

Martín looked reborn.

After already taking victory in the sprint race, the Spaniard completed a perfect Le Mans weekend with the Sunday win — matching his 2024 Le Mans success and proving that the Martín-Aprilia partnership is rapidly becoming one of the hottest combinations in MotoGP.

Behind him, Marco Bezzecchi delivered another calm, calculated ride to finish second and complete a factory Aprilia one-two finish. The result also marks Bezzecchi’s fifth consecutive podium of the season — a streak not achieved in MotoGP since Valentino Rossi managed the feat back in 2015.

Then came the icing on the cake.

Trackhouse MotoGP rider Ai Ogura crossed the line in third, sealing a historic all-Aprilia podium lockout. Three Aprilias. Three riders. One unforgettable day.

For a manufacturer that spent years clawing its way back toward the front of MotoGP, this felt like a genuine turning point.

The numbers tell the story:

• Aprilia’s first-ever MotoGP podium sweep
• Fourth premier-class one-two finish for the factory team
• Seventh consecutive MotoGP podium
• 306 world championship race wins across all classes

But beyond the stats, this was about belief.

The RS-GP now looks like a genuine title-contending weapon every weekend, and the confidence inside the Aprilia camp appears stronger than ever.

Martín admitted after the race that he didn’t even think victory was possible at the start, but his confidence in the bike continues to grow. Bezzecchi, meanwhile, once again showed maturity and consistency under pressure — traits that are turning him into one of the most dependable riders on the grid.

And for Ogura, the podium was a huge bounce-back moment after a difficult outing in Austin earlier this season.

The emotion inside the Aprilia garage was obvious.

This wasn’t just another race win.

This was a manufacturer announcing to the world that it has officially arrived.

There’s something interesting happening in the farm bike world at the moment.

While a lot of the motorcycle industry continues chasing bigger power figures, more electronics, and increasingly complicated technology, rural riders still largely want the exact opposite.

Reliability.
Simplicity.
Something that starts every morning and survives being absolutely abused on the farm.

And that’s exactly where the new Suzuki DR150 slots into Suzuki’s New Zealand lineup.  

Suzuki has officially introduced the DR150 as a lightweight, no-nonsense farm and rural motorcycle aimed squarely at the realities of day-to-day agricultural work in New Zealand.  

Built For Real Farm Work — Not Spec Sheets

On paper, the DR150 isn’t trying to win horsepower wars.

Power comes from a 149cc air-cooled single-cylinder four-stroke engine producing around 11.8 horsepower and 11.6Nm of torque.  

But realistically, nobody buying a farm bike cares about dyno charts.

What matters is how the power is delivered.

Suzuki says the focus here is usable low-to-mid-range torque — exactly what you want crawling through muddy paddocks, navigating races, checking stock, or carrying gear around the property.  

The five-speed gearbox keeps things straightforward, while the decision to stick with an air-cooled engine feels very deliberate.

Less complexity.
Less to go wrong.
Less maintenance headaches.

And honestly, that still matters massively in rural New Zealand.

Simplicity Still Matters

One of the more interesting things about the DR150 is that Suzuki hasn’t tried to overcomplicate it with unnecessary tech.

No fancy rider modes.
No complicated electronics package.
No “adventure bike” marketing pretending it belongs on Instagram more than a farm.

Instead, Suzuki appears to have leaned heavily into the practical realities of how these bikes actually get used.

The DR150 features both electric and kick start systems — something older farmers will immediately appreciate — particularly when you’re a long way from the shed and the battery suddenly decides it’s had enough.  

The steel frame prioritises durability, while wet weight sits at a manageable 139kg.  

Ground clearance comes in at 244mm, which should help when things get properly rough, while the 839mm seat height looks accessible enough for a wide range of riders and farm staff.  

Fuel capacity is a practical 12.5 litres, and wheel sizing sticks to a traditional 19-inch front and 17-inch rear setup designed to suit mixed terrain conditions like gravel, dirt tracks, grass, and farm races.  

Modern Enough Without Losing The Plot

Suzuki has still added a few modern touches.

There’s a digital display, updated lighting, and styling that looks cleaner and sharper than a lot of older agricultural bikes.

But importantly, it doesn’t feel like Suzuki has lost sight of what this motorcycle is actually for.

This isn’t pretending to be a lightweight adventure bike.
It isn’t trying to be a motocross bike.

It’s a workhorse.

And in a world where a lot of motorcycles seem increasingly disconnected from practical use, there’s probably something refreshing about that.

A Smart Move For Suzuki

The timing also makes sense.

Farm bikes remain hugely important in New Zealand, particularly as farmers continue looking for durable, economical options that are easy to maintain and capable of surviving years of hard use.

The DR150 feels aimed directly at that market.

Whether it ends up as a main farm bike, a second machine for staff, or simply a replacement for an ageing workhorse, Suzuki seems to be betting there’s still strong demand for motorcycles built around practicality first.

And honestly?

They’re probably right. 

There’s been a noticeable shift happening in the motorcycle world over the last few years.

Riders don’t just want accessories bolted onto their gear anymore — they want everything to feel integrated. Cleaner. Smarter. More seamless.

And that’s exactly where Cardo Systems and HJC Helmets are aiming with their latest collaboration.

The two brands have announced a new range of fully integrated communication systems designed specifically for selected HJC helmets, bringing Cardo’s communication technology directly into the shell design rather than relying on the traditional external clamp-on setup.

The idea is simple:
Keep the clean lines of the helmet intact, while still delivering the connectivity, sound quality, and rider-to-rider communication Cardo has built its reputation on.

According to Cardo VP of Business Development Shachar Harari, the goal was to make the system feel like “a natural extension of the helmet itself” — something that looks factory-finished rather than aftermarket.

And honestly, that’s probably the biggest appeal here.

Integrated systems have traditionally been a compromise. Either you got the clean look but sacrificed features, or you got the features but ended up with a communicator hanging off the side of your helmet like an afterthought.

This partnership looks like an attempt to bridge that gap.

Two Systems, Two Different Riders

The new range launches with two options depending on how — and who — you ride with.

HJC 4X

The premium option is the HJC 4X, aimed at riders who regularly ride in groups.

Key features include:

• Intercom support for up to four riders
• Natural Voice Operation
• Live Bluetooth connectivity
• 40mm JBL speakers
• Range of up to 1.2km
• Up to 13 hours talk time

This is essentially the full-featured touring and group ride solution — aimed at riders who want proper bike-to-bike communication without sacrificing the aesthetics of their helmet.

HJC Spirit

The HJC Spirit takes a more stripped-back approach, aimed primarily at rider-to-passenger communication and everyday use.

Features include:

• Bluetooth intercom
• 40mm HD speakers
• Up to 10 hours talk time

Simpler. Cleaner. Less focused on large group rides, and more aimed at commuters, casual weekend riders, or couples riding two-up.

Compatible HJC Helmets

The systems are designed specifically for selected HJC models, including:

RPHA Series

• RPHA 31
• RPHA 60
• RPHA 71
• RPHA 71C
• RPHA 91
• RPHA 91C

F Series

• F31
• F71
• F71C

i Series

• i71
• i91

That helmet-specific approach is important, because it allows the units to sit lower-profile and integrate far more cleanly than universal systems typically can.

And realistically, that’s what a lot of riders have been asking for.

Why This Matters

This launch also says something bigger about where motorcycle technology is heading.

Communication systems used to be niche.
Now they’re almost expected.

Group rides, navigation prompts, music, phone calls, rider-to-passenger chat — for a lot of riders, comms systems have become just as normal as Bluetooth in a car.

But as the technology matures, riders are becoming less tolerant of clunky add-ons and bulky external units.

The industry is moving toward integration.

And with Cardo’s reputation in the communication space — especially around audio quality, mesh technology, and rider-focused development — pairing with one of the world’s biggest helmet manufacturers feels like a pretty logical next step.

The new HJC-integrated Cardo systems are available now through Cardo Systems’ official website.

When it comes to Intercoms and Bluetooth audio devices mounted on your helmet, you probably fall into one of two camps, either you have an intercom and love it, or you don’t have an intercom and would never try one. However youn feel about the current offerings in the market, we are on the edge of a big and reasonably important change. ANC (Active noise cancellation) is making it’s way into Motorcycle helmets. Cardo Systems has been a major player in the world of motorcycle intercoms and Bluetooth devices for some time now. Recently I had the opportunity to visit their R&D facility in Straubing Germany and try out a preproduction Cardo Beyond GTS helmet with the ANC system installed. More about that later in this story, but first, to understand why this is a significant model, let me give you a timeline of the company’s previous releases.

Time line:
In the early 2000’s Cardo released the Scarla Rider line of Bluetooth communicators, these had their drawbacks, but for the time it was pretty incredible technology. In the early to mid-20-teens Cardo rebranded the Packtalk units to Cardo Packtalk, ditching the Scarla brand entirely. The flagship device being the Packtalk Bold. This device included a couple of Bluetooth intercom channels, a channel for your phone, the first generation of DMC (Dynamic Mesh Connection) most people know this sort of system as “Mesh”, and a simply (by today’s standards) noise gate on the microphone, curing out road nose when the rider is not speaking. The game changer here is DMC, where previously, to have more than 2 riders linked together you had to pair each device to the next in a sort of daisy chain. The riders would then need to stay within range of each other, meaning they needed to ride in that order and reasonably close to maintain connection. Talk about an absolute pain in the ass. The reason DMC was such a game changer is it automatically adjusts the order to maximise range while keeping all riders linked together. And if a rider drops out, when they come back into range they are automatically re-added to the group.

In 2018 Cardo released the Cardo Packtalk Edge, which was a generational update to the Packtalk Bold. This included Bluetooth 5.0 which increased the quality, range and number of riders able to join one DMC 2.0 group. 2x Bluetooth Intercom channels also got a quality boost, going from sounding like calling someone up on a truckies RT, to the quality you might expect from a Zoom of FaceTime call. Also included in this generation was 2 Bluetooth device channels, one for your phone and the other for the likes of a radar detector or the like. Other functionality included in this upgrade included DMX/Bluetooth Bridge, allowing a rider to link someone using an off-brand intercom into the pre-established DMC group Drawbacks of this system are similar to the original Bluetooth connection, where the off-brand intercom user needed to stay near their bridged user to maintain connection. Battery life for the user who was acting as the bridge was also expected to take a hit.

Not too long after the Backtalk Edge, Cardo released the Packtalk Neo, which has all the functionality of the Edge, but at a lower price point, changing the helmet mount and connection system. They also released the Packtalk Custom for a short time, removing from the line up after consumers misunderstood the extend behind the product and saw it as an introductory subscription model.

Up til now I have only spoken about the flagship products from Cardo, but as with all technology, features etc filter down, and Cardo has over time released and updated their lower end products such as the Freecom +, Freexom X2 and X4, and the entry level offering the Spirit and Spirit HD.

We are now in a world where motorcycling, which many generally older riders will say should be a solitary experience, is more connected than ever. When I started riding back in the early 2000’s I used to get so bored. I started experimenting with wired headphones under my helmet, which was an absolute pain. Some people have tried using the likes of AirPods and wireless headphones with mixed results. But as soon as I installed my first Cardo device in my helmet, it was a total game changer, and I now actively choose not to ride without a system installed on my helmet. It allows for music and podcasts, turn by turn navigation, rider connection and phone calls. And with the introduction of voice commands, and virtual assistant integration, you often don’t need to stop riding to achieve something like a route change, or answer a call, or eve sent a test message.

Another use case I will touch on here, is the ability for real time communication and coaching when teaching young or inexperienced riders. My Son started riding at age 4, on an electric motorcycle, around the local park, and it was brilliant being able to talk to him in real time, with a Packtalk Neo installed on his helmet, and me wearing a set of Edge phones, which are essentially a set of PPE earmuffs, with a Packtalk Edge installed on the side. Giving the wearer all the functionality of the Packtalk Edge installed on a helmet.

Does this mean then, we have reached peak intercom?

Is there anything else they could cram into a 20mmx10mm box, stuck to the sidie of my helmet?

Packtalk Pro was released in 2025, maintaining the same form factor of the Packtalk Edge, but introducing auto on/off features and crash detection.

But there’s still one big thing that we haven’t cracked… how do we minimize the audible impact of wind hitting the riders helmet?

Depending on what helmet you have, how well the Cardo is installed and what bikes you ride, your experiences with a Cardo product may be better or worse than intended. But one thing most riders can’t avoid is the sound of wind hitting their helmet. And generally the more turbulent that wind is, the worse it sounds.

The Bell Qualifier I have is the most noisy helmet I have ever experienced. And its even more obvious when the Cardo device is on the side of the helmet. Wind noise due to turbulence is a real thing. So could we incorporate some of the same technology that makes the likes of Apple AirPods so good, in to a Cardo device?

I mentioned the size issue earlier, given that up till now we only have a small footprint on the side of the helmet to fit anything into, but if Cardo were to make the helmet from scratch, they could then utilize any/all dead space traditional helmet manufacturers otherwise don’t use and install noise cancelling mics, batteries and other things, giving the outside of the helmet a complete seamless design and minimize air turbulence and noise.

Of course, they would need to know how to make a helmet, and ensure that any such product wasn’t just a bargain basement lid with some high tech electronics. They would need to confirm to ECE, DOT and any other respected standards. They would need to retain any features the public can already get from the likes or Aria, Airoh, HJC and the likes. There would need to be a reason to buy the helmet, and a price point to make it achievable… and hopefully not just ride the “cool factor” of the likes of Ruroc.

Unless you having been living under a rock, you will of course know that Cardo have announced and shown off early prototypes of the Beyond GT and Beyond GTS helmets. Im not sure if they’re calling them “Smart helmets” because this gives the impression of AI built in, Heads up display on the inside of the visor and a whole lot more, these features (to the best of my knowledge) don’t in fact exist, at least not in the main stream. Cardo flew me to Straubing, Germany to show me around their purpose built R and D facility Cardo Sound Labs, and while there, they went into quite a bit of detail on exactly what they have come up with, how they did it and what’s next for this ground breaking company.