Indian Motorcycle is going all-in with the mid-size cruiser market. 

It unveiled a fully revamped Scout series in April 2024. An updated Scout Sixty line followed just six months later. With eight variants now comprising the mid-size range, I thought the Minnesota-based manufacturer had exhausted all its Scout permutations. Apparently, I thought wrong.

The 2026 Sport Scout RT proves there’s still blood to squeeze from the Scout stone. The new variant earns its spot in the group thanks to modest travel accommodations, but it shares much with an existing Scout.

Let’s just drill down to the core of the Sport Scout RT, shall we? Basically, Indian took its Sport Scout and dressed it up with color-matched fenders, hard bags, and a fairing. Of course, the standard Sport Scout also comes with fenders and a fairing, but they’re only available in black. The real story here is the RT’s luggage, which offers “over 10 gallons of weatherproof storage.” Indian also claims the bags carry “an entire set of riding gear, including boots, pants, a jacket, and gloves.” 

Under the saddlebags and matchy-matchy bodywork, the RT is mechanically identical to the base mode Sport Scout. That means it features a liquid-cooled 1,250 cc V-twin that Indian lists at 105 horsepower (at 7,250 rpm) and 82 foot-pounds of torque (at 6,300 rpm). Its 19-inch front wheel maintains the Sport Scout stance and a 25.7-inch seat height caters to inseams of all lengths — even if rear suspension travel totals just three inches as a result. 

It’s those similarities that call the RT’s viability into question.

Scout customers could use some luggage options, but introducing a whole new model seems excessive. That’s especially true when the Sport Scout RT starts at $16,999, or $3,500 more than the 2025 Sport Scout. Heck, its $2,000 more than the base model 2025 Chief. 

Now, some of that price difference comes down to Indian only offering the Sport Scout RT in its Limited +Tech trim, which includes cruise control, traction control, ride modes, and a round four-inch TFT display. Still, it’s a hefty price tag for a mid-size cruiser.

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Maeving’s all-electric RM1. Its range and output may not meet the needs of all riders, but the classically styled e-roadster still appeals to Maeving’s core audience: hip, city-dwelling commuters. 

So when the British startup went back to the drawing board for the follow-up to the RM1, it aimed to pair that attractive form with additional functionality. The end product is the 2026 RM2.

As the nameplate suggests, the RM2 is Maeving’s first motorbike made for two-up riding. To accommodate a passenger, Maeving did away with the RM1’s bobber-inspired floating seat and shrunk the gas tank-shaped storage compartment to 8.5 liters of storage volume (compared to the RM1’s 10 liters). That, in turn, pulls the saddle forward, which reduces the rider’s reach to handlebar and makes room for a passenger on the one-piece seat. Two birds, one stone.

A handful of chassis revisions also headline the new model. Its rear suspension, for example, not only earns additional travel but also “more refined damping.” A frame-mounted rear mudguard may be necessary for the two-up configuration, but it also reduces the rear wheel’s unsprung weight. Meanwhile, new Mitas H-02 tires result in what Maeving characterizes as a “more planted ride,” and a larger 240 mm rear rotor reportedly yield greater stopping power and improved feel.

Given my experience testing the sporty RM1S, many of the RM2’s updates are welcome changes. On the other hand, the new electric stops short of addressing the RM1’s main limitations. 

Instead of upgrading the RM2’s powertrain, Maeving carried over the same 5.46 kWh dual battery pack (2.73 kWh per battery) and brushless DB hub-mounted motor found on the RM1 and RM1S. The brand still lists that package with a combined range of 80 miles, but my trips aboard the RM1S regularly fell short of that estimate. 

Per Maeving, the RM2’s powertrain still “outperforms all other 125 cc segment powertrains on the market.” The problem is, the RM2 isn’t priced similarly to other 125 cc-equivalent bikes. That includes its closest competitor, BMW’s CE 02, which starts at $7,599. Of course, the Beemer is neither passenger-friendly nor conventionally handsome, giving the RM2 a leg up in those respects. 

Only time will tell if the RM2’s marriage of form and function drives reservations, which opened on Maeving’s website this morning. 

Please feel free to leave us your comment.

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Parent company Polaris announced today that it is selling a majority stake in the motorcycle manufacturer to a Los Angeles-based private equity firm. The deal is expected to close in the first quarter of 2026 and the new, independent Indian will be led by CEO Mike Kennedy, a former CEO at both RumbleOn, the nation’s largest powersports dealership group, and Vance & Hines, the aftermarket parts and accessories manufacturer, as well as a long-time employee at Harley-Davidson.

Purchasing the controlling stake in the company is Carolwood LP, which was founded in 2014. Polaris “will maintain a small equity position in the business,” according to the news release from Polaris. Polaris said the transaction would add about $50 million to its earnings but additional terms of the deal have not yet been disclosed.

For Indian customers and most employees, Polaris said business will carry on as usual. The new Indian will continue selling motorcycles, parts, and accessories through its 600 current dealers. The sale includes Indian’s manufacturing facilities in Spirit Lake, Iowa, and Monticello, Minnesota, as well as its industrial design and technology center in Burgdorf, Switzerland. About 900 employees will move to the new company, with “the majority of its team” being retained, according to Polaris.

Except for retaining a small stake in Indian, the sale marks the end of Polaris’ dalliance in the motorcycle business. The company, which has mostly focused on off-road vehicles over the years, first formed the Victory brand of motorcycles in 1997, building heavyweight cruisers aimed directly at Harley-Davidson. In 2011, Polaris acquired the Indian brand and in 2017 the company closed down the Victory line to focus all its efforts on Indian.

It’s yet another change in ownership for the Indian brand, which goes back to 1901, two years before Harley-Davidson was founded. The original company, founded in Springfield, Massachusetts, was once the largest motorcycle manufacturer in the world. It went out of business in 1953 and the brand changed hands several times thereafter. For years, the Indian name was slapped on scooters, mopeds, and other small imported two-wheelers. In 1999, a company was formed to build Scouts and Chiefs in the Indian tradition, using S&S engines, but it only lasted four years. The recent run under Polaris’ ownership has given the brand the most stability it has seen since the original company went out of business more than 70 years ago.

Under Polaris, Indian provided a domestic challenger to Harley-Davidson, but motorcycles have always been a small part of Polaris’ business portfolio. The company said Indian accounted for 7.0% of Polaris’ revenues over the 12-month period ending June 30, 2025.

“Polaris and Indian Motorcycle both stand to benefit from this deal, which will enable each business to move faster, deliver industry-leading innovation, and lean further into our respective market strengths,” said Polaris CEO Mike Speetzen. “For Polaris, the sale will further strengthen our focus on the areas of our portfolio that offer the strongest growth potential and allow us to accelerate investments in key initiatives and create wins with customers and dealers.”

“With its current product portfolio, global dealer network, category expertise and manufacturing resources, the business is well positioned to succeed as a standalone company with a dedicated focus on its industry,” Speetzen added. “We were highly intentional and selective in our search and planning efforts for Indian Motorcycle’s next chapter of growth. In Carolwood, Indian Motorcycle has a partner that believes in building on the business’ current momentum and supporting its next stage of success.”

Reportedly, Carolwood has never sold any of the assets it has acquired.

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In late September, Kawasaki officially confirmed the 2026 Z1100 and Z1100 SE for European markets. That announcement only left U.S. customers wondering, “What about us?”

After nearly two weeks of delay, Team Green just answered in the affirmative. Well, for the SE variant, at least.

Powering the 2026 Z1100 SE is Kawasaki’s recently refreshed 1,099 cc inline-four. Complete with larger 38 mm throttle bodies, updated cam profiles, and new valve springs, it’s the same engine that debuted in the Ninja 1100SX SE and Versys 1100 SE LT earlier this year. Even the output remains virtually identical to those two models at 134 horsepower (at 9,000 rpm) and 83.3 foot-pounds of torque (at 7,600 rpm). 

The four-cylinder mill also acts as a stressed member of the Z1100’s aluminum twin-tube frame. Kawasaki claims the duo yields “sharp handling and direct rider feedback.” Characteristics reportedly preserved by the engine’s three rigid mounts and one rubber mount. 

For suspension duties, the SE turns to a big-piston, separate-function fork from Showa and a gas-charged Öhlins S46 rear shock. The former boasts full adjustability while the latter offers rebound and preload adjustments.

To support the SE’s sporty ambitions, Kawi equips the supernaked with a wealth of IMU-driven rider aids. There’s Kawasaki Cornering Management Function (KCMF), which “modulates brake force and engine power to assist the rider” through the corner. There’s Kawasaki Traction Control (KTRC) and Kawasaki Intelligent anti-lock Brake System (KIBS). Even a quickshifter and cruise control come standard. 

In many ways, the Z1100 SE is the spiritual successor to the Z1000. Not just in its role at the top of Kawasaki’s (non-supercharged) Z range, but in appearance, too. The Japanese marque calls attention to the model’s “concentrated mass toward the front and the flick-like tail cowl” as well as its “slim LED headlamp,” but that’s just the long way of saying the Z1100 looks identical to the 2014 Z1000.

As the image slider above illustrates, the Z1100 is a bit of a copy/paste job. It’s difficult to fault Kawasaki for plagiarizing itself, though. After all, it sure seems like Ducati’s Streetfighter series and Honda’s CB1000 Hornet SP drew heavy inspiration from the Z1000. Why can’t the Z1100? 

Starting at $14,999, the reasonably priced Z1100 SE joins the increasingly crowded and competitive liter-plus naked bike category. It may have taken Kawasaki a few days to confirm the model for the U.S. market, but units are already rolling into dealerships around the country.

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That’s when a group of bikers from Friuli Venezia Giulia, a region of northeast Italy, banded together to create the first annual Biker Fest International. They envisioned a show that could rival German Bike Week, Daytona, and Sturgis. Gaining that level of notoriety would take some time, though. 

Beset by rainy weather, the inaugural installment drew a total of 850 visitors and 400 motorcycles. The only way was up, and BFI did just that. In 1990, attendance rose to 4,000. By the turn of the century, total participants totaled 32,000 and parked bikes reached 17,000. The festival only carried that momentum into the new millennium.

BFI’s continued growth called for several venue changes throughout the 2000s. In 2004, the show was held at San Daniele del Friuli before shifting to Sutrio the following year. After the commune of Osoppo played host in 2011, the rally found its true home, Lignano Sabbiadoro, in 2012. The resort town soon earned BFI the title of the “Italian Daytona.” 

Even after Biker Fest International rebranded to Italian Bike Week in 2022, the event still returns to Lignano Sabbiadoro every year. It’s no different in 2025, but the show’s activities are more diverse than ever. Scenes from the fourth-annual IBW prove as much.

Another year has come and another Italian Bike Week has gone.

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