The Kawasaki H2 returns to Britain, Benda unveils a remarkable cruiser and the TT drops Supertwins.
The supercharged Kawasaki Ninja H2 is returning to Britain, an unknown Chinese manufacturer has built an extraordinarily clever cruiser, and the Isle of Man TT has called time on Supertwins. Here is the motorcycle news actually worth knowing this week.
There is never a shortage of motorcycle news. Unfortunately, much of it amounts to a new paint colour, a finance offer dressed up as a product launch or an “all-new” bike which has received different stickers and a slightly revised emissions map.
This weekly roundup is intended to filter out that noise.
This week’s biggest story is the return of one of the most extraordinary motorcycles of the modern era. The Kawasaki Ninja H2 is officially heading back to UK showrooms for 2027—but the motorcycle returning isn’t quite the same fire-breathing monster Kawasaki previously sold here.
Elsewhere, Benda (yes Benda) has produced a cruiser with an electronic clutch and self-lowering air suspension, the Isle of Man TT is retiring its Supertwin class, Ducati appears to be preparing another Bentley special, and Cardo would like us to spend £695 on an off-road helmet with its own integrated communication system.
Here is what has happened—and why you should care!
The Kawasaki Ninja H2 returns to Britain
The Kawasaki Ninja H2 is coming back to the UK as part of Kawasaki’s 2027 range.
Three versions have been announced: the road-going H2, a limited-production H2 Carbon and the wonderfully unhinged, track-only H2R.
The standard motorcycle will start at £28,600, while the Carbon costs £31,350. Anyone wanting the 300-horsepower-plus H2R will require £52,000 and somewhere considerably more suitable than the A5 to use it.
The more controversial figure is the road bike’s output.
The previous H2 was commonly quoted at approximately 228hp with ram air. Kawasaki now lists the new engine at 200PS, with reports placing its ram-air-assisted output at approximately 210PS—or around 206bhp.
It has, therefore, apparently lost a noticeable amount of peak power and would be spanked by the latest generation of litre road-going superbikes?
However, dismissing it as a strangled version of the old motorcycle would be unfair. According to Kawasaki’s official specifications, the engine has undergone some extremely substantial changes.
Although it remains a 998cc supercharged inline-four, Kawasaki has redesigned the impeller and intake system. The pistons, cylinder, cylinder head, crankshaft, camshafts, throttle bodies and exhaust are also new, while the gearbox and final-drive ratios have been revised.
Kawasaki says the objective was to produce stronger low-to-midrange performance and more accessible real-world acceleration. Because the last version was so slow?
That creates an interesting argument. Would you rather have a higher peak figure which only arrives in circumstances most owners will never experience—or stronger acceleration where the motorcycle is actually used?
On almost any road, 200 supercharged horsepower remains completely absurd. Revised gearing and a fatter midrange could even make the new H2 feel faster for more of the time.
But the H2 has never been a rational purchase.
It is bought because of the noise, the supercharger, the mirror paint and the knowledge that Kawasaki allowed its motorcycle, aerospace and engineering divisions to create something excessive. Removing power from a motorcycle famous for its excess feels philosophically wrong, even if the finished product works better.
The new bike also receives Brembo Hypure front calipers, revised rider aids, cruise control, smartphone integration and aviation-influenced instrumentation. This way you can call your mates to let them know you're doing 200mph.
Only a direct comparison will establish whether Kawasaki has tamed the H2 or made its performance more usable. Either way, this is the motorcycle I most want to test from this week’s announcements.
Has Benda built the cleverest cruiser on the market?
The name Benda still means very little to most British motorcyclists, but the new Rock 707 deserves attention.
Its 692cc liquid-cooled V-twin produces a relatively modest 72hp and 68Nm. The interesting engineering begins between that engine and the rear wheel.
Benda has fitted its third-generation electronic clutch. It allows the rider to start, stop and change gear without operating the clutch lever, while retaining the conventional lever for anyone who wants manual control.
In principle, that sounds closer to Honda’s E-Clutch than a fully automatic gearbox. It removes the repetitive clutch work without completely disconnecting the rider from the process of changing gear.
The Rock 707 then adds electronically controlled, dual-chamber air suspension at the rear. The motorcycle can lower itself when coming to a stop and return to its normal ride height once moving.
Its seat can range between 690mm and 720mm. That might not sound revolutionary when cruisers already tend to have low seats, but the Benda still weighs 235kg. Giving shorter riders a more secure footing without sacrificing suspension performance on the move could provide a genuine benefit.
Other equipment includes belt drive, traction control, cruise control, a TFT display and USB charging. According to Benda’s European announcement, the bike is now arriving in European markets, although final UK pricing and availability have yet to be confirmed.
German pricing is reportedly €9,999, giving us at least some idea of where it may sit.
Chinese motorcycle manufacturers are no longer content simply to offer cheaper approximations of established models. They are increasingly using technology and specifications to challenge them.
The real test will be whether all this equipment remains dependable after several years of ownership and several salty British winters. A comparison with the Honda CMX1100 Rebel and Harley-Davidson Nightster could be extremely revealing.
The Isle of Man TT says goodbye to Supertwins
The Isle of Man TT has confirmed that Supertwin motorcycles will no longer be eligible from 2027.
The class joined the programme in 2012 and gradually became dominated by extremely developed specialist machines such as the Paton S1-R. That technical freedom produced some fascinating motorcycles, but it also drove up the cost of building something capable of winning.
The TT began its transition during 2026 by allowing newer Sportbike machines to compete alongside the established Supertwins. Next year, that transition becomes complete.
The replacement class will include motorcycles such as the Yamaha R7, Aprilia RS660, Triumph Daytona 660 and CFMoto 675SR-R. The Suzuki GSX-8R is also expected to become involved.
Under the official 2027 TT regulations, the category will align closely with the National Sportbike Championship. A Balance of Performance system will attempt to create parity between motorcycles using different engines and configurations.
There is sound reasoning behind the change. Teams should be able to compete using more readily available production motorcycles, costs should become easier to control and young riders will have a clearer route from British short-circuit racing to the Mountain Course.
It could also attract more direct involvement from manufacturers.
Nevertheless, something is being lost.
Supertwins represented one of the final places in major motorcycle racing where builders could exercise considerable engineering freedom. Replacing that with tighter regulations and Balance of Performance may create closer competition, but it risks making the racing feel more controlled and less individual.
The good news for current owners is that Supertwins will remain eligible at the 2027 Manx Grand Prix. Existing machines haven’t immediately become expensive garage ornaments.
At the TT itself, however, fourteen years of Supertwin racing are coming to an end.
Ducati appears to be preparing another Bentley Diavel
Documents lodged with the California Air Resources Board have revealed two interesting model names: “Ducati Diavel for Bentley” and “Ducati Diavel for Bentley Mulliner.”
Ducati has not officially unveiled either motorcycle, so specific finishes, production numbers and prices remain unconfirmed.
Mulliner is Bentley’s bespoke coachbuilding division—the department for customers who consider a normal Bentley insufficiently exclusive. Its involvement strongly suggests another exceptionally limited and expensive version of the Diavel.
The previous Ducati Diavel for Bentley was restricted to 500 standard examples and 50 Mulliner motorcycles. If the new filing results in a similar project, this will be less a conventional motorcycle and more a luxury collectible which happens to have numberplates.
That might feel irrelevant to most riders, but it reflects a wider change within the industry. Manufacturers are increasingly treating their most expensive motorcycles like watches, supercars and artwork: limited supply, luxury collaborations and an emphasis on ownership as much as riding.
Whether that is good for motorcycling is another question.
Cardo puts the intercom inside the helmet
Cardo has launched the Venture, which it describes as the first motocross and enduro helmet with a fully integrated mesh communication system.
The helmet combines Cardo’s second-generation Dynamic Mesh Communication with JBL speakers, Bluetooth connectivity, music sharing and wireless software updates.
The helmet itself meets ECE 22.06 and DOT requirements, carries an ACU Gold sticker and uses Leatt’s turbine system to help manage rotational impact forces. It also includes emergency-release cheek pads, hydration routing and neck-brace compatibility.
The UK price has been announced at £695, although some retailers are already advertising it for closer to £580.
For groups riding trails in unfamiliar areas, integrated communication makes sense. Riders can warn each other of hazards, discuss navigation and avoid stopping every time somebody misses a turning. Removing the external intercom mount should also reduce exposed components.
The potential disadvantage is longevity.
A conventional intercom can move between helmets or be replaced when its battery and electronics become outdated. Integrating everything creates a cleaner product, but it also links the lifespan of the communication technology to the lifespan of the helmet.
That trade-off deserves examination before spending nearly £700.
Which story deserves a proper test?
The Kawasaki H2 is comfortably this week’s headline motorcycle, but the Benda Rock 707 may prove to be the more significant product.
One represents a famous manufacturer adapting an established icon to modern regulations. The other represents an emerging manufacturer using new technology to force its way into the conversation.
Watch the video above for my full take on all five stories, then let me know in the comments: has Kawasaki improved the H2 by concentrating on real-world acceleration, or should a supercharged flagship always chase the biggest possible number?
And which of these motorcycles or products should Get Ben Riding attempt to test properly?
0%H2 Release
0%IOM TT Supertwins
0%Bentley Diavel
0%Cardo Intercoms
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