Superbike Teams have been advised that ASBK Management Team have provided the opportunity for Superbikes to be fitted with Front Brake Ducting prior to ASBK Round 4 – Darwin. This gives us a chance to see what new innovation ASBK teams can come up with!
Any such Front Brake Cooling Ducting fitted to a motorcycle MUST fit the criteria:
The purpose of the Front Brake Ducting is for the cooling of the front brake disc and caliper only
No aerodynamical advantage can be gained by the design or fitment of the Front Brake Ducting
Front Brake Cooling Ducting used must be commercially available
Front Brake Cooling Ducting used must be securely mounted to the motorcycle
Front Brake Cooling Ducting may be used at all 2022 ASBK events from Round 4 – 7
Front Brake Cooling Ducting selected must be approved by MA Technical Department prior to use at ASBK Round 4 – Darwin
Submission for approval to the Front Brake Cooling Ducting is to be made no later than 7 days prior to ASBK Round 4 – Darwin. Submissions should include full details of the duct and mounting
The final decision on Front Brake Cooling Ducting mounting, design, and/or aerodynamical advantage is at the discretion of the ASBK Management Team and ASBK Chief Technical Officer
The Wodonga track in Victoria played host to Round 3 of the Penrite ProMX Championship presented by AMX Superstores. Riders and teams were presented with a contrasting race track that as fast as it was treacherous, providing race fans with intense racing action and mistakes from many of the elite ProMX riders across the day.
The Wodonga track in Victoria played host to Round 3 of the Penrite ProMX Championship presented by AMX Superstores.
THOR MX1 In THOR MX1, it was time for the challengers to assert dominance over the field. Following the unprecedented turn of events that saw both Round 1 Red Plate holder, CDR Yamaha Monster Energy’s Luke Clout and Round 2 Red Plate holder, HRC Honda Racing Australia’s Kyle Webster, both exit the Championship with injuries within the same week, the Championship was now thrown wide open.
In the opening THOR MX1 moto, HRC Honda Racing Australia’s Dean Ferris would assert himself early on lap 1 to the front of the field. The first lap would also see Kirk Gibbs crash out of contention with Aaron Tanti colliding with the downed KTM rider’s bike, leaving both riders on the floor and at the back of the pack. Husqvarna Racing Australia’s Todd Waters latched onto the back of Ferris and the pair ran in their all too familiar 1st and 2nd positions that we have seen so many times before. To make things even more interesting, GO24 KTM’s Brett Metcalfe joined the veteran freight train out front, the trio sprinting away from the rest of the field.
Waters would pass Ferris temporarily 8 minutes in, however Ferris would return the favour in exactly the same spot 5 minutes later. Ferris would lead the trio of Australian Motocross legends to the chequered flag in an epic last lap battle, with Todd Waters in 2nd, Brett Metcalfe in 3rd, GAS GAS Australia’s Hayden Mellross 4th and Aaron Tanti in 5th.
For the first time in the 2022 ProMX Championship, the back to back motos factored into race day proceedings for THOR MX1 in the afternoon.
For the first time in the 2022 ProMX Championship, the back to back motos factored into race day proceedings for THOR MX1 in the afternoon. In back to back part 1, Ferris would execute the holeshot with Metcalfe in 2nd, Tanti in 3rd and Gibbs in 4th. The short moto format would see the riders stay in this formation until late in the moto when Metcalfe would cross rut and crash following the first turn area, leaving the door open for Tanti and Gibbs to move forward. At the chequered flag it was Ferris taking the win from Tanti in 2nd and Gibbs in 3rd. Todd Waters put on an incredible charge from a first turn crash all the way back to 5th in the short back to back moto format.
In the 2nd back to back moto, it was again Ferris who executed a perfect holeshot. Aaron Tanti pushed his way to the lead spot for the majority of the moto, however down the stretch Ferris was too strong, passing Tanti back with a few minutes to go. At the chequered flag it was Ferris claiming a perfect day with another 1st, with Tanti in 2nd, Waters in 3rd, Metcalfe 4th and Mellross 5th. Dean Ferris would close up a huge points margin to just 11 points out of the Championship lead with the THOR MX1 overall victory at Wodonga. New Red Plate holder Todd Waters was 2nd overall and Aaron Tanti was 3rd overall, sitting just 1 point out of the Red Plate.
THOR MX1 Overall Podium
1st – Dean Ferris 2nd – Todd Waters 3rd – Aaron Tanti
PIRELLI MX2 In Pirelli MX2, it appeared to be business as usual after HRC Honda Racing Australia’s Wilson Todd jumped to the front of the field early in lap 1, passing holeshot winner Husqvarna Australia’s Dylan Wills. However on lap 3, Todd would uncharacteristically crash out of the lead, passing the number 1 spot to Serco Yamaha’s Jesse Dobson. A procession of Yamaha’s battled for the podium placings throughout the moto with Yamalube Yamaha’s Rhys Budd, Serco Yamaha’s Bailey Malkiewicz and WBR Yamaha’s Ryder Kingsford all in tow. At the end of moto 1, it was Malkiewicz who emerged victorious, ahead of Ryder Kingsford and Rhys Budd. Wilson Todd would charge from 14th back to 4th and Jesse Dobson would crash out sustaining a dislocated shoulder at the mid point of the race.
A procession of Yamaha’s battled for the podium placings throughout the moto…
Moto 2 was more of a familiar affair, with Todd holeshotting and after a brief battle with GAS GAS Australia’s Noah Ferguson, beginning his trademark inching away from the field of Pirelli MX2 riders. Malkiewicz and Larwood would battle for 2nd position with Larwood eventually pulling away from his bLU cRU counterpart. At the chequered flag, it was Todd taking 1st with Larwood in 2nd and Malkiewicz in 3rd. Liam Andrews on the Ride Red Honda would place a season best 4th with Ryder Kingsford placing 6th.
With 1-3 Moto scores, Malkiewicz would claim his first career Pirelli MX2 overall win, with Wilson Todd in 2nd and Ryder Kingsford in 3rd. In the Championship points, Wilson Todd maintains a healthy points lead as Red Plate holder ahead of Bailey Malkiewicz in 2nd and Alex Larwood in 3rd.
With 1-3 Moto scores, Malkiewicz would claim his first career Pirelli MX2 overall win, with Wilson Todd in 2nd and Ryder Kingsford in 3rd.
Maxxis MX3 In Maxxis MX3, youngster Cooper Holroyd took the holeshot on his Yamaha and would lead solid laps early in moto 1. At the half way point, KTM mounted Ryan Alexanderson would pass Holroyd for the lead, with HRC Honda Racing Australia’s Cambell Williams and Husqvarna mounted Jack Mather in tow.
In the Championship, Williams extends his points lead with the Red plate, ahead of Alexanderson in 2nd and KTM Racing Australia’s Kayden Minear in 3rd.
At the chequered flag of Maxxis MX3 Moto 1, it was Ryan Alexanderson taking the Victory, ahead of Williams in 2nd and Mather in 3rd. Moto 2 would see KTM Newcastle mounted youngster Connor Towill holeshot and lead early.
At the halfway mark, Campbell Williams would mount his attack to take 1st position. Ryan Alexanderson mounted a huge charge from outside the top 5 to challenge Alexanderson down the stretch of the moto, culminating in a last lap battle for the top spot. At the finish, Williams would take the moto win ahead of Alexanderson in 2nd and Jack Mather in 3rd.
Riders now head to Gillman, SA on the 29th May for round four of the ProMX 2022 championship.
In the Championship, Williams extends his points lead with the Red plate, ahead of Alexanderson in 2nd and KTM Racing Australia’s Kayden Minear in 3rd.
For Full ProMX results and points tables head here…
Maxxis MX3 Overall Podium
1st – Campbell Williams 2nd – Ryan Alexanderson 3rd – Jack Mather
Motorcycling Australia (MA) have announced the team members for the 2022 FIM Trial des Nations, to be held from 24 -25 September in Monza, Italy. Australia hasn’t been to the TdN since 2019 after the COVID-19 pandemic held up plans of any international trials events…
This will be the first TdN event since 2019 when Ibiza, Spain hosted the event…
Men’s Team: Kyle Middleton, Chris Bayles, Connor Hogan.
Women’s Team: Jenna Lupo, Kaitlyn Cummins.
For long time Team Manager Phil Whittle, the return of the Trial des Nations is as welcome as it is a relief: “We’re raring to go in 2022. While there have been several years between TdN events, I believe our team will be firing in Monza! We’ve had a level of consistency in team makeup that will really help us able compete on level terms with the other countries. This will be the 5th time that this particular men’s team have been at the TdN.”
Connor Hogan will hopefully be in top form as he is competing in the FIM World Trial Championship in the lead up to the TdN. This will be Kyle Middleton’s 12th appearance at this event and with six Australian Trials titles, he brings with him a wealth of experience. Chris Bayles is also a hugely talented rider and brings experience and consistent results to the table as a state champion and national podium winner.
Kyle Middleton is no stranger to the FIM Trial des Nations, with this year marking his 12th TdN…
“On the women’s team, Jenna Lupo will be at her third TdN event and we welcome back Katilyn Cummins for her second Trials de Nations. We’re confident both women will be at the top of their game come late September.”
For Peter Doyle, CEO of Motorcycling Australia (MA), the return of the Trials de Nations – and Team Australia’s entry- is another positive sign for the sport: “Phil Whittle has done a tremendous job for a long time and MA are looking forward to see what this really well balanced and talented team can do in September. We wish them every success, and congratulate them all on their selection for Team Australia.”
The 2022 FIM Trial des Nations (TdN) will be held in Monza, Italy from 24-25 September.
The 2022 FIM Trial des Nations (TdN) will be held in Monza, Italy from 24-25 September. For more information, see the FIM page here.
For this the penultimate day for the A4DE, the MKD/NEET, Beta, Husqvarna and KTM tracks were slippery at best and truly put world-class racers through their paces.
It’s been a long time coming and Day 1 of the 2022 Prestige Iveco Australian Four Day Enduro (A4DE) did not disappoint. Offering a launching pad to prove our competitor’s world class skill set, Erica threw everything at a field of over 230 riders across 180 kilometres of tracks.
Greeted in the morning with blue skies and sunshine, the promised turn in conditions arrived early in the afternoon.
After Day 1, the class leaders are Kyron Bacon (Shop Yamaha Offroad Racing Team) in E1, Joshua Green (Shop Yamaha Offroad Racing Team) in E2, Stefan Granquist (KTM Offroad Racing Team) in E3, Jessica Gardiner (Yamaha JGR Ballard’s Off Road Team) in Women, Darren Lloyd in Veteran and Jason Salopayers in Masters.
E1 His fans were probably expecting his exceptional form on day one, but nothing could really prepare you as you witnessed Bacon utterly at home in Erica’s challenging conditions. Similar to his home track conditions, the greasy tracks and unpredictable weather didn’t faze the Yamaha mounted rider, who clocked in the fastest time for Day 1, 24:11.038.
Hardpacked tracks quickly became slippery, forcing a quick change in riding tactics to ensure riders remained both upright and in the fight.
Close behind Bacon were fellow Yamaha racers, Blake Hollis (Shop Yamaha Offroad Racing Team) and Jeremy Carpentier (Yamaha JGR Ballard’s Off Road Team). The action was tense as both riders sought out that silver spot. After long, cold and wet hours on the bike, Hollis took out second ahead of Carpentier, by just over a second. Their respective times were 24:57.043 and 24:58.963.
2022 A4DE E1 Day 1 Top 3 Provisional Results:
1 Kyron Bacon (Shop Yamaha Offroad Racing Team) 24:11.038 2 Blake Hollis (Shop Yamaha Offroad Racing Team) 24:57.043 3 Jeremy Carpentier (Yamaha JGR Ballard’s Off Road Team) 24:58.963
E2 It was a good day for Yamaha in Erica, as Green took out the lead in E2 for the 2022 A4DE. The seasoned favourite in Enduro remained comfortably at the front of the E2 pack across the Big Dave, Force, Yamaha and Beta test tracks, finishing the first day with a total time of just 24:34.446.
It was a good day for Yamaha in Erica, as Green took out the lead in E2 for the 2022 A4DE.
The exciting development you should definitely keep your eye on, is Husqvarna’s Todd Waters. Marking his first ever A4DE, Waters has become a familiar, albeit new face to the Enduro community, with huge success following him from Motocross. Taking the harsh conditions and demanding race format in his stride, Waters has ticked off Day 1 with a second-place finish and a total time of 24:44.660. That’s just about 10 seconds behind Green! Beta’s Fraser Higlett remained steady all day, earning him third in the E2 standings.
2022 A4DE E2 Day 1 Top 3 Provisional Results:
1 Joshua Green (Shop Yamaha Offroad Racing Team) 24:34.446 2 Todd Waters (Husqvarna Offroad Racing Team) 24:44.660 3 Fraser Higlett (Beta) 25:07.661
E3 The drama started early in E3, with a penalty for Husqvarna’s Andrew Wilksch (Simford Racing, Husqvarna) which has set him back in the E3 standings for the 2022 A4DE. Claiming first place on day one after navigating Erica’s tough conditions was KTM’s Granquist, with a total time of 24:51.358.
Claiming first place on day one after navigating Erica’s tough conditions was KTM’s Granquist, with a time of 24:51.358.
Thomas Mason was just seconds behind Granquist, settling in for second place with a total time of 24:53.596. Wilksch’s updated result post penalty has placed in him third, nearly one second behind Mason.
2022 A4DE E3 Day 1 Top 3 Provisional Results:
1 Stefan Granquist (KTM Offroad Racing Team) 24:51.358 2 Thomas Mason 24:53.596 3 Andrew Wilksch (Simford Racing, Husqvarna) 24:54.455
Women Yamaha’s Gardiner remained ahead of the pack all day on day one, tangoing at times with KTM’s Emelie Karlsson as the conditions got harder due to the weather. After rain fell, the Force and Beta test tracks became increasingly slippery, causing the Enduro household names to fight for the top spot.
Gardiner finished with a total time of 28:27.487. Karlsson finished in second place with a total time of 28:57.556.
After a hard day on the bike, Gardiner finished with a total time of 28:27.487. Karlsson finished in second place with a total time of 28:57.556. Monique Simioni took out third on day one, with a total time of 30:04.710.
Veteran Over in Veteran, the competition was fierce as riders worked to clinch the fastest time possible. Coming out in the lead after Day 1 was Lloyd, with a total time of 27:50.477. Lloyd beat Richard Chibnall and Steven Powell for first, leaving them to second and third respectively. Chibnall and Powell finished the day relatively close to each other with total times of 27:57.610 and 28:04.104.
Coming out in the lead after Day 1 was Lloyd, with a total time of 27:50.477. Lloyd beat Richard Chibnall and Steven Powell for first, leaving them to second and third respectively.
2022 A4DE Veteran Day 1 Top 3 Provisional Results:
1 Darren Lloyd 27:50.477 2 Richard Chibnall 27:57.610 3 Steven Powell 28:04.104
Masters Salopayers clinched the Masters class lead on day one, just seconds ahead of Brandon Kienhuis. With a total time of 28:34.855, Salopayers earnt a hard-fought top dog spot, even in the afternoon’s tough conditions.
Salopayers clinched the Masters class lead on day one, just seconds ahead of Brandon Kienhuis.
Kienhuis finished the day with a total time of 28:36.987. Third place on the Masters leaderboard is Scott Szabo, with a total time of 29:01.472.
2022 A4DE Masters Day 1 Top 3 Provisional Results:
1 Jason Salopayers 28:34.855 2 Brandon Kienhuis 28:36.987 3 Scott Szabo 29:01.472
Carlos Checa dominated WSBK in 2011, winning his first ever world title at the ripe old age of 38. With 15 wins and 21 podiums all up on the privateer Ducati. Of all the bikes I rode at the 2011 end of season press test, the Althea Racing Ducati RS11 was the most exciting…
Checa dominated the 2011 SBK season on the privateer Duke. Riding it revealed a refined and user friendly package.
Watching King Carlos dominate on what is essentially an old superseded customer spec RS11 race bike that anyone could buy for just shy of $200,000 AUD as a base model had been great from a fan point of view. And even when speed deficits on the ultra fast Alitalia Aprilia or Yamaha machines was as big as 18km/h at the fast tracks, Carlos would still win.
With this in mind and after studying his sector times on the infield of all the tracks this year, it was clear that this machine is a weapon in the parts that count… and with my own 1198 project in Australia at the time, I was keen to see how much of an animal a WSBK championship winning machine really was.
Based around the $200,000 customer spec RS11, Checa developed a title winner. Hat’s off to him and the team.
THE RIDE
It’s a warm Monday morning at Algarve International Circuit, a place that feels like my second home such is its popularity for tyre tests, bike launches and other events. It’s a long haul 40-hour trip from home, though, but I’ve had the weekend to recover and soak up the WorldSBK atmosphere…
Once the team fire the beast up and start warm-up my heart gets beating. I’m rarely nervous or intimidated by a motorcycle but the pulsing of massive two-ring 106mm pistons is getting the heart racing. I’m focussed today as I have 11 bikes to test in a row. All of the top WorldSBK and WorldSSP machines. No time to be worried… just get on and go…
“The ‘bars are also low and dropped down the forks old-school style and I really feel in the bike rather than on it.”
Climbing onto Checa’s machine, the first thing I notice is how flat the bike feels. I expected some radically jacked up machine, particularly with Checa’s Grand Prix past, however, the bike is surprisingly conservative feeling. The seat is low.
The ‘bars are also low and dropped down the forks old-school style and I really feel in the bike rather than on it. It’s a great seating position that feels like and old-fashioned racer… The bike is super narrow as expected but aside from the obvious things like the Marelli dash and race ‘bars, seat etc, it feels like a regular road 1198… very familiar to me.
Ducati RS11 left bar Checa.
Ducati RS11 right bar Checa
Checa is small of stature like many racers but I found the footpeg position roomy and overall the riding position just gave instant confidence and control. Years of experience means Carlos has nailed the riding possie on this bike and he looked comfortable in all situations on the Ducati during 2011…
I head off, needing mega revs and a good push to get going as first gear is really tall. I exit pit lane and short-shift to third gear for the run down to turn one. Wow! Serious torque. All the other bikes have needed second gear through turns one and two but the Ducati stomps off the turns with ferocious punch. In fact I can’t keep it from wheel-standing and need to get the revs up once I settle down.
“Power is linear and acceleration so strong that the bike feels faster than the other world superbikes.”
I settle in and feel really confident and comfortable on the bike. It feels agile and light and nimble. Initial turning is so quick and accurate. Change of direction from full lean to full lean is not as fast as the fours, however, here at Portimao that is not an issue. It is only out of turn 13 (left) and into 14 (right) that I notice that slightly heavier direction change.
The torque is incredible and not easy to get used to. Carlos rides with such finesse and grace that I was convinced this would be a big pussycat to ride. But it is not. The acceleration can only be described as violent and the throttle response instant in every sense of the word. In the lower gears I found I had to really spend attention on cracking the throttle smoothly with a bit of rear brake on.
Brembo radial P4X34-38 calipers and 320mm rotors
Brembo P2X34 caliper and 218mm rotor
Once open the bike jumps off the turns like you would not believe. Do it with urgency or lack of care and the bike responds by bucking, shaking and trying to twist its trellis frame into knots. Smooth is the key and once I calmed down and got settled on the bike I started to ‘get it’.
Power is linear and acceleration so strong that the bike feels faster than the other superbikes. But once the revs reach 11,500rpm the power drops away rapidly. The bike is very flat up top so early shifting and long gears are required, which takes time to get used to after riding all of the fours and some 600s.
“The suspension on the Althea Ducati is surprisingly plush, although I do weigh in at 18kg more than Checa!”
One surprise on the Checa bike is the level of engine braking Carlos likes. It helps him get the bike turned and jammed into corners but caught me out a few times. Most racers like a lot of clutch slip however the number 7 machine has more engine braking than a Mack truck! Back shift into turns above 9000rpm and the rear wheel will hop and the bike shudder. I found myself having to downshift one less gear and/or later than usual. I even gave the bike a big old school rev on backshifting into some of the tighter turns.
With so much torque and drive the bike is not the easiest to control in a quick test and would take some time to learn to ride smoothly and to not upset the bike with inputs. It’s clear Checa has that nailed but I can see why many riders never adapt to Ducati motorcycles.
The brakes on the Althea Ducati are simply stunning. I’m glad I had ridden a few other machines the morning I rode Checa’s as I thought I knew what strong brakes were! Well, as incredible as some of the others are, the set-up Carlos runs is incredible. Braking in anger is an experience right up there with the thrill of the acceleration from the engine. And the feel is incredible. As is the grip from the SC1 Pirelli slicks, which were not grooves as they are in the static imagery.
The suspension on the Althea Ducati is surprisingly plush, although I do weigh in at 18kg more than Checa! The bike sits so balanced on the springs and the level of feel from the stunning Ohlins forks is out of this world. The wheels and tyres remain firmly on the tarmac and the bike settles so, so quickly as proven in Carlos’ amazing 170km/h 24m slide coming onto the chute in the race on Sunday.
“Braking in anger is an experience right up there with the thrill of the acceleration from the engine.”
Overall an experience to remember and one of the biggest thrills of my life…
TECH TALK
Sitting on the scales, Ducati’s 1198 Testastretta evoluzione engine weighs in at just 56kg and the 90-degree L-twin desmo engine generates a claimed 200CV or 197hp at 11,000rpm at the crankshaft with a 50mm air restrictor in place. Restrictors vary from 46 to 52mm.
Internally, this engine includes a pair of two-ring Omega pistons that reduce weight and frictional losses. Obviously, the crankshaft is also lighter than the stocker and was re-balanced accordingly. If you had x-ray vision, you’d see that the pistons have very short skirts and extra ribbing under the crown. Very similar in design to what’s used in the MotoGP Desmosedici.
When asked about the compression ratio, engineers looked out the window but did confirm that the stock heads receive love and attention in the ports to make intake and exhaust flow happy. Camshafts offer the same lift as stock but longer duration to allow deeper breathing. Imparting motion to the valves is a set of ultra-polished rocker arms that offer longer life expectancy at the 12,400rpm redline.
Each cylinder head carries a pair of standard injectors. Control of these is the domain of the Magneti Marelli ECU that determines the exact amount of fuel required to keep each cylinder in its happy place at every combination of throttle opening and rpm.
Removing exhaust gases is a Termignoni exhaust. The two-into-one-into-two kit item uses 52 and 57mm tubing with a wall thickness of just 0.8mm! Mufflers are made of titanium and carbon-fibre.
Transferring power is the dry slipper-clutch and the cartridge-style six-speed transmission from the Ducati race kit. The pinions from the gearbox are all shot-peened before fitting to lengthen their life.
All of this is loaded into a frame that’s as stock as the day it left the factory. Fitting a 6.25×16.5-inch wheel and 190/65-16.5 slick into the stock swingarm doesn’t work so a new, stronger replacement is part of the kit. Linkages for the Ohlins RSP40 shock also differ to stock.
Holding the 3.50×16.5-inch front wheel is an Ohlins TRVP25 42mm fork that is race-only. At the lower end, they carry fully-machined assemblies to hold the front axle clamps as well as the mounts for the front calipers and pressure accumulators.
Front brake calipers are P4X34-38, matched with a pair of 320mm rotors also from Brembo. The differential-piston caliper bodies are machined from solid blocks of lithium-aluminium. Indicating how little it is used, the rear brake rotor is 218mm, smaller than the stock 245mm jobbie but still gripped by a P2X34 twin-piston caliper.
ALTHEA RACING DUCATI RS11 1198 Specifications
Power: Over 200hp@11,000rpm (with 50mm restrictor)
Wet weight: 162 – 171kg (variable, managed by FIM pending results)
Fuel capacity: 23.9L
Engine: 90-degree L-twin Desmodromic four-valve per-cylinder liquid-cooled four-stroke
Bore and stroke: 106mm x 67.9mm
Displacement: 1198cc
Fuel delivery: Magneti Marelli Marvel4 ECU, elliptical throttle-bodies with air restrictor between 46 and 52mm diameter (FIM regulations), Magneti Marelli 162 + 189 twin injectors per cylinder
Exhaust: Termignoni, stainless and titanium, two-into-one-into-two with titanium/carbon-fibre mufflers
Gearbox: Six-speed cassette with straight cut gears
Clutch: Dry, multi-plate slipper clutch, hydraulic actuation
Chaz Davies historically wrapped up the WSS title just over 10 years ago on the now legendary (and becoming collectable when talking early models) phased out for the street YZF-R6. At the season finale in Portugal in 2011, Jeff tested the amazing ParkinGO racer…
A decade on and little has changed, showing what a brilliant racer the YZF-R6 was from 2009 onwards.
Chaz had wrapped up the WSS title the previous round to the finale at Portimao, where I rode the bike on the Monday after the race. In a more relaxed mood but typically in winning form, Davies took victory from Salom and Ellison in a stunning race the day before I rode the bike. It was a fitting last WSS race for the then 24-year-old, who went on to be a WSBK long termer, following his retirement at the end of 2021.
In it’s 12th year of development and with this particular machine in its second year (2009 with Cal Crutchlow, 2010 a year off, back for 2011), the then current factory R6 was a proven winner. Davies alone had given the bike six victories on his way to title glory. So when I walked into the ParkinGO pit garage with my lid under my arm and a signed waiver in my hand, I knew I was on for a good time…
The agility of a short wheelbase bike but the corner speed and stability of a long wheelbase machine. Magic?
The first thing I noticed about Chaz’s bike was how much it felt like a normal R6. The fuel tank, bodywork, all very familiar. The ride height both ends is tall as expected but not as radical as I anticipated. The ‘bars are really wide and flat, very close to a flat bar like an MX bike. The seat position is fantastic – close to the bars but there is still a comfortable reach. And the seat-to-peg distance is roomy. Overall a perfect fit for me. I’m the same height as Chaz so it makes a change from me trying to fit into the typical jockey sized bikes.
The bike was fitted with the same tyres Chaz ran on the weekend prior.
Stock Yamaha R6, Pirelli Supersport control tyres, Akro system.
The bike was fitted with 30 per cent worn tyres, which was OK, and warmed up and ready to go. TC was set to level 3, which is as Chaz raced it the day before. Everything else was as per Sunday. The bike naturally felt like a racer as Yamaha developed it with racing only in mind….
At only 158kg, this beast was a lightweight. What a stunning looking chassis. I wonder where the bike is now?
Rolling out of pit lane and accelerating towards turn one the R6 spun up really quickly. The gearbox shift was amazing and was the fastest quickshifter around for the era. After a few corners to settled in, put my head down and started to push. The engine was a screamer, it builds from 12,000rpm but the business end is up around 14,000 – 16,000rpm where things get very rapid.
The slim tank echoed that of the stock R6.
Super slim tail unit, plenty of room for Chaz Davies, who is tall for a racer…
Despite the peaky nature, once in the top end rev band the bike was electric smooth and the TC very subtle. The power didn’t tail off at all. The top end was just stunning, particularly compared to the Ten Kate Honda CBR600RR and much more than the MotoCard Kawasaki ZX-6R I rode on the same day.
The gearbox ratios felt closer and more competition-like than the other SS bikes and the shifter is great. Downshifting is simply a matter of clicking back through the gears – the engine blips itself and the clutch slips into turns accordingly. Run into corners was stunning and corner speed is 250 GP-like.
Carbon-fibre and big $ everywhere you look and this was a decade back!
MoTeC EMS and data logging capabilities.
Initial throttle opening was silky smooth and the bike really was so easy to ride. It just felt like a normal track R6 but with stunning suspension and massive power. On the gas, even in the upper gears, the bike loved to wheelstand, so I found myself using a lot of rear brake over the crest at the back of the circuit.
The front brakes were a letdown, with little initial bite, but this could be a Davies preferred setup.
The brakes on the bike were not as powerful as expected. Chaz may prefer a low ratio in the master-cylinder, as there was a lack of initial bite and the brakes needed a big squeeze to pull up. This is probably not such a bad thing in the heat of battle on such a short wheelbase bike. Chaz has a tendency to back bikes into turns and an abrupt initial bite would exaggerate that style.
Stock Tokico rear caliper but look at the slots in that rotor?
High ride-height, Ohlins TTX shock.
Initial turn-in is fast, the best steering of all the bikes I sampled on the day, and the bike fell onto its side very quickly. Lean angle is incredible and the bike tracked through turns with the poise of a long wheelbase machine while still having the benefits of the agility and line changing ability that comes with the short wheelbase.
Considering just how well the bike turned in, it makes you think about what amazing things riders and engineers can get a bike to at world level.
The rear spring was really, really hard and there was some small rear chatter as I was not pushing through the stroke anywhere near as much as Chaz would be. Using full throttle off all of the corners on the bike and trusting the fantastic chassis and electronics was a great buzz and the speed down the chute sensational.
Standard swingarm, carbon chain deflector guard.
145hp and a 16,000rpm rev ceiling makes for exciting stuff.
Overall, I was surprised at how easy the Chaz Davies ParkinGO world supersport championship winning R6 was to ride for a normal human like me. It was very exciting, don’t get me wrong, but so well sorted that it was easy. I can clearly see how a talented rider like Chaz Davies could steer this thing to so many victories and a title. It’s a winner in every sense of the word…
SPECIFICATIONS – 2011 Chaz Davies ParkinGO YAMAHA WORLD SUPERSPORT TEAM YZF-R6
Power: Over 145hp
Wet weight: 158kg
Fuel Capacity: 17.3L
Engine: Liquid cooled DOHC in-line-four 16-valve four-stroke
Bore and stroke: 64 x 42.5mm
Displacement: 599cc Compression ratio: N/A Fuel Delivery: YCC-T, standard throttle-bodies and injectors, Magneti Marelli
Exhaust: Akropovic
Gearbox: Close ratio race kit
Clutch: Wet, multi-plate slipper
Frame type: Aluminium die-cast Deltabox
Wheelbase: Adjustable
Rake: N/A
Trail: N/A
Front suspension: Stock R6 with Ohlins internals
Rear suspension: Ohlins TTX
Front brake: Stock Tokico
Rear brake: Stock Tokico
Front wheel: Stock Yamaha R6
Rear wheel: Stock Yamaha R6
Front and rear tyre: Pirelli
Johann Zarco ended the Official MotoGP Jerez Test at the summit of the timesheets despite a crash, the Frenchman putting in a speedy 1:37.136. There was plenty of important running at the Circuito de Jerez-Angel Nieto on Monday, with Brad Binder and Fabio Quartararo finishing inside the top three but the test about much more than the lap times.
Johann Zarco ended the Official MotoGP Jerez Test at the summit of the timesheets despite a crash.
Ducati Two-time 2022 race winner Enea Bastianini (Gresini Racing MotoGP™) was able to have a play with Ducati’s GP22 front fairing, while Spanish GP race winner Francesco Bagnaia (Ducati Lenovo Team) completed his test schedule before midday – 24 laps in the bag for Pecco. Pacesetter Zarco lapped quicker than he did in Q2 to finish top of the pile by a tenth and a half, as the Frenchman pocketed 54 laps ahead of his upcoming home Grand Prix at Le Mans. Jack Miller (Ducati Lenovo Team) was the second fastest Ducati rider on track, the Australian was P4 and completed 53 laps.
Jorge Martin (Pramac Racing) was ninth on the timesheets as fellow GP22 rider Luca Marini (Mooney VR46 Racing Team) spent the test riding a GP21, working on his positioning on the bike and focusing on setup to find more consistency. Marco Bezzecchi (Mooney VR46 Racing Team) was 13th fastest and was able to lap 56 times, with fellow rookie Fabio Di Giannantonio (Gresini Racing MotoGP™) clocking 64 laps.
Some new parts are revealed on Monday as the premier class head out for a one-day test. Like KTM’s new exhaust.
KTM Miguel Oliveira (Red Bull KTM Factory Racing) and Brad Binder both tested a radically new exhaust, while the Portuguese rider was also working on setup. Binder was testing some geometry and front fork settings and finished the test second, with Oliveira 21st after lapping 65 times.
Remy Gardner was the sole Tech3 KTM Factory Racing bike on track as Raul Fernandez recovers from the injury that saw him miss the Spanish GP. Gardner managed 44 laps but the Australian’s day ended with a crash at Turn 4, that resulted in him losing some skin off his left little finger and hurting his back. Thankfully there’s nothing broken.
Brad Binder was second fastest at the Jerez test, hopefully he will turn that into some racing pace.
Yamaha The big news coming from the Iwata camp during Monday’s test was Monster Energy Yamaha MotoGP Team Manager, Massimo Meregalli, confirming that Yamaha will have a new aero package at the Italian GP later this month.
Quartararo was one of the busier riders on track as the Frenchman completed 78 laps before calling it a day, ending the test third quickest. Franco Morbidelli (Monster Energy Yamaha) lapped 83 times, finishing P17, one place ahead of WithU Yamaha RNF MotoGP™ Team’s Andrea Dovizioso. Rookie Darryn Binder (WithU Yamaha RNF Team) crashed unhurt at Turn 7 before midday and was able to get 54 valuable laps in the bank.
The big news coming from the Iwata camp during Monday’s test was Monster Energy Yamaha MotoGP™ Team Manager, Massimo Meregalli, confirming that Yamaha will have a new aero package at the Italian GP later this month.
Honda Ahead of the Gran Premio Red Bull de España, Marc Marquez (Repsol Honda Team) explained that Honda’s test started in FP1 on Friday morning. All things considered, it was a fantastic weekend for the eight-time World Champion in Jerez, but the work continued on Monday. The number 93 was seen testing a 2021 aero package but was mainly focusing on setup, with three bikes on his side of the garage…
Fellow Repsol Honda Team rider Pol Espargaro was lapping on very used Michelin medium tyres in the opening few hours after saying on Sunday that they need to create an environment that has as little grip as possible. The Spaniard was playing with geometry and completed a whopping 85 laps, setting the fifth fastest time in the process.
Ahead of the Gran Premio Red Bull de España, Marc Marquez (Repsol Honda Team) explained that Honda’s test started in FP1 on Friday morning.
It wasn’t the day Takaaki Nakagami (LCR Honda Idemitsu) would have been hoping for as he flew back to Barcelona early after a heavy crash at Turn 1. The Japanese rider is experiencing pain in his left knee ligaments – the same he damaged after the Indonesian GP – and although scans revealed no fractures, Nakagami will undergo further scans in Barcelona in a further check up. Alex Marquez (LCR Honda Castrol) suffered a mechanical problem towards the end of the day at Turn 1, but finished Monday’s test in P11 after lapping 80 times.
Suzuki Team Suzuki Ecstar duo Joan Mir and Alex Rins were testing suspension items and swingarms, comparing them to the ones they’ve already tested. Mir finished P6 on the timesheets with a 1:37.756, Rins was P8 and just 0.024s off his teammate’s time.
Team Suzuki Ecstar duo Joan Mir and Alex Rins were testing suspension items and swingarms, comparing them to the ones they’ve already tested.
Aprilia As their era without concessions begins, Aprilia were working on suspension, electronics and swingarm settings with Spanish GP podium finisher Aleix Espargaro and teammate Maverick Viñales, both joined on track once again by Test Rider Lorenzo Savadori.
Viñales suffered a crash at Turn 7 before lunch and then had a mechanical issue on the run into Turn 1 in the afternoon session. Savadori also encountered a mechanical issue with one of his RS-GP machines, an incident that brought out the red flags briefly in the afternoon. Viñales got a further 59 laps under his belt to continue his growth on the RS-GP, however, while teammate Espargaro ventured out for 46 laps, eventually ending the day P7 on the timesheets.
As their era without concessions begins, Aprilia were working on suspension, electronics and swingarm settings.
Has anyone found a step forward as Pecco’s race pace echoes in their recent memory? We’ll find out in just under two weeks – join us then for the SHARK Grand Prix de France.
Eric Granado (LCR E-Team) is the first electric winner of the season! The Brazilian took victory in the first and second race of the 2022 FIM Enel MotoE World Cup at the Gran Premio Red Bull de España, making a flawless weekend for Granado…
Granado battles through to beat Aegerter and Ferrari to first win of the season…
Granado sliced his way through to beat second place Dominique Aegerter (Dynavolt Intact GP MotoE) by 0.6s, with third and the final place on the podium going to Matteo Ferrari (Felo Gresini MotoE) after a little drama in Race 1. That was a clash between polesitter Miquel Pons (LCR E-Team) and Mattia Casadei (Pons Racing 40), with the two making contact at Turn 13, the latter crashing out. Pons was given a Long Lap penalty for the incident, which subsequently became a time penalty as the number 71 ran out of time to take it – keeping him off the podium.
Hector Garzo (Tech 3 E-Racing) and Casadei were the early battle for the lead, but by the halfway mark of the eight-lap race, a leading quintet formed at the front. Granado made his way through and took the lead for the first time at Turn 13 on Lap 6, making a pass stick on Casadei. Pons, meanwhile, had pounced on Garzo and then saw a gap appear underneath Casadei as Granado made his move ahead. The number 71 tagged Casadei and the Italian went down, rider ok but the incident shuffling the pack too.
Aegerter is now five podiums from five in 2022 across MotoE and WorldSSP.
Granado was clear of the drama in the lead, but behind Pons emerged second, Aegerter third, and Ferrari was up to fourth ahead of reigning Cup winner Jordi Torres (Pons Racing 40). Garzo dropped to sixth after avoiding the stricken Casadei at the final corner.
Pons’ Long Lap Penalty for ‘irresponsible riding’ was then announced during the final lap, but neither he nor Aegerter had chance to act on that before the chequered flag. The Swiss rider instead pulled off a move at Turn 9, set up as he swarmed round the outside of Pons through Turn 8.
Ferrari had good pace and kept it clean for the happy surprise of P3.
Granado shot first in the battle for the 2022 Cup.
Keeping it pinned, Granado took the chequered flag 0.696 seconds ahead of Aegerter for his sixth race win in the World Cup, with Pons crossing the line in third. The penalty saw him demoted to eighth once a three seconds had been added for not taking the Long Lap, giving Ferrari that first podium of the season as the Italian was just behind over the line after a solid start to 2022.
Garzo took fourth and Torres completed the top five to kickstart his title defence, with Hikari Okubo (Avant Ajo MotoE) and rookie Alex Escrig (Tech3 E-Racing) next up. The aforementioned Pons was classified P8, and rounding out the top 10 for the first time in 2022 were Marc Alcoba (Openbank Aspar Team) and Lukas Tulovic (WithU GRT RNF) – the German doing a good job standing in for the injured Bradley Smith despite no testing.
Race Two Patience was key for Eric Granado as he made it two from two in the opening weekend of FIM Enel MotoE World Cup action, the Brazilian doing the double in style at the Gran Premio Red Bull de España. It was an LCR E-Team one-two after he passed team-mate Miquel Pons midway through the final lap around the Circuito de Jerez-Angel Nieto too – the first time the Brazilian had led all race.
The Brazilian takes the second FIM Enel MotoE World Cup win of the year as Pons and Casadei bounce back with podiums.
For the second day in a row, Hector Garzo (Tech3 E-Racing) got the holeshot from the middle of the front row, but he held the lead only until Turn 5, where Casadei went down the inside. The running order got a shake-up when seemingly everyone went deep into Pedrosa Corner at the other end of the back straight though, and Aegerter emerged in first ahead of pole-sitter Pons and a rider who had started all the way back in eighth: Hikari Okubo (Avant Ajo MotoE). Fourth at that point was Garzo, ahead of Casadei and Granado.
Pons was back to where he started when he overtook Aegerter at the final corner at the end of Lap 1 though, the number 71 leading the way as Okubo went the other way; passed by both Garzo and Granado on Lap 2. The top four then quickly broke away from the rest, but after Granado sliced past Garzo at the end of Lap 2, it quickly became clear that the battle for victory was going to be a race in three. Even so, the previous day’s winner seemed content to watch Pons and Aegerter chop and change at the front of the field.
Garzo and Casadei got the start once more.
Granado is now 17 points clear at the top after a full 50/50 in Jerez.
Aegerter’s preferred passing zone was Turn 9, while Pons was better under brakes at Turn 6, and the lead switched and switched. Granado, meanwhile, was lying in wait, and the patience paid off as the final lap began. Aegerter made a lunge at Pons at Turn 1 but the Swiss rider went deep – too deep – and Granado took his chance to grab second, then setting his sights on his teammate.
The Brazilian was then able to get the run down the back straight and out-brake Pons at Turn 6, thereafter keeping it pinned to beat his teammate to the chequered flag by 0.217 seconds. In all the shuffling at the front, Casadei had also tagged onto the podium fight and he pinched third late on as he dived up the inside of Aegerter at the final corner, rubbing proving racing on this occasion as the Italian found some better luck on Sunday.
Casadei hit back on Sunday for a first podium of the season.
It was an LCR 1-2 in Race 2.
Okubo came home in fifth, just ahead of the two FIM Enel MotoE World Cup title winners to date, as Matteo Ferrari (Felo Gresini MotoE) finished sixth and Jordi Torres (Pons Racing 40) seventh after a tougher Sunday. Rounding out the top 10 were rookie Alex Escrig (Tech3 E-Racing), Niccolo Canepa (WithU GRT RNF), and Kevin Manfredi (OCTO Pramac).
Garzo was a surprise non-finisher, the Spaniard crashing when he tried to hang in there on the outside line as Casadei overtook him for fourth at the Lorenzo Corner on Lap 5. Marc Alcoba (Openbank Aspar Team) took a tumble at the end of Lap 1 after a tangle with Lukas Tulovic (WithU GRT RNF MotoE Team), and Yeray Ruiz (Avintia Esponsorama Racing) had a fast fall at Turn 4 on Lap 4, while the other 15 riders made it to the chequered flag.
In the World Cup standings, Granado now enjoys a 17-point lead on the way into France, with Aegerter his nearest rival and Pons another five points behind in third. Can the Brazilian remain unbeaten when MotoE continues in just two weeks from now? Tune into the SHARK Grand Prix de France on 13 – 15 May to find out!
Following recent rumours of Suzuki departing MotoGP at the end of 2022, Dorna Sports say they have officially contacted the factory in order to remind them that the conditions of their contract to race in MotoGP do not allow for them to take this decision unilaterally.
Despite Mir’s championship win in 2020 onboard a Suzuki. There is still speculation that the team will leave at the end of the 2022 season…
However, should Suzuki depart following an agreement between both parties, Dorna will decide on the ideal number of riders and teams racing in the MotoGP class from 2023.
Dorna say they continue to receive high levels of interest from a number of both official factories and Independent Teams looking to join the MotoGP grid as the sport continues to set a global example of close competition, innovation and entertainment, reaching hundreds of millions of fans around the world. Interest from these parties has been re-confirmed in the past 24 hours.
It’ll be an interesting rest of the season to see what Suzuki do in terms of their factory team and who will be in to replace them following their possible departure…
It’ll be an interesting rest of the season to see what Suzuki do in terms of their factory team and who will be in to replace them following their possible departure…
It’s the showdown that had been building all weekend: Ducati Lenovo Team’s Francesco Bagnaia vs Monster Energy Yamaha MotoGP’s Fabio Quartararo. Despite his easy win in Portimao, Quartararo couldn’t catch the Ducati this time...
Despite Mir’s championship win in 2020 onboard a Suzuki. There is still speculation that the team will leave at the end of the 2022 season…
It’ll be an interesting rest of the season to see what Suzuki do in terms of their factory team and who will be in to replace them following their possible departure…
