Pirelli have unveiled the new DIABLO ROSSO IV Corsa, the high-performance hypersport tyre that raises the bar of sport riding even higher within the DIABLO ROSSO family. The new DIABLO ROSSO IV Corsa represents a fiercer version of the DIABLO ROSSO IV.
Pirelli say the Diablo IV Corsa was created to satisfy the most demanding motorcyclists seeking a tyre capable of high performance, to fully utilise the potential of their bikes.
The new DIABLO ROSSO IV Corsa has been released on the 150th anniversary of Pirelli and becomes an integral part of the celebrations. During 2022 a limited edition DIABLO ROSSO IV Corsa pays homage to this milestone and features the Pirelli’s 150th anniversary logo on its sidewall.
During 2022 a limited edition DIABLO ROSSO IV Corsa pays homage to this milestone and features the Pirelli’s 150th anniversary logo on its sidewall.
Pirelli say the DIABLO ROSSO IV Corsa is the ideal choice for riders who love a dynamic riding style on winding roads and mountain passes and want a tyre to match the sporty performance of their motorcycle. Riders who are passionate about tuning, who look for performance upgrades and take care of the bike set-up and aesthetics. Overall, the new ROSSO IV Corsa is the perfect choice for riders looking for that extreme performance before going to full slicks.
The new hoops benefit from higher grip in dry conditions, thanks to a slicker tread design that guarantees a larger footprint area alongside the use of innovative compounds that increase mechanical grip levels. The innovative technologies applied to the carcass make DIABLO ROSSO IV Corsa able to adhere to the micro-roughness of the asphalt, ensuring precise feedback and a feeling of control.
Pirelli have put plenty of development into making sure the new hoops talk to the rider at high speeds.
Performance consistency over multiple riding sessions is made possible by the characteristics of the tread pattern, the repetition of the grooves offers high resistance to stress and the new arrangement of the compounds, ensures optimal thermal balance.
The tread design of DIABLO ROSSO IV Corsa features a calculated repetition of the central grooves and a slicker shoulder area, for a fill ratio 25% lower than the DIABLO ROSSO IV. In the central area, the longitudinal grooves ensures directional stability and water evacuation. Their position helps to evenly wear the tyres, while increasing the structural stability of the tyre to give performance consistency over multiple riding sessions.
The DIABLO ROSSO IV Corsa features a large slick area on the shoulders, able to offer high levels of grip, precision and stability at maximum lean angles.
The front tyre is divided into three areas using two different compounds. The central band has a Full Silica compound that occupies around 45% of the section width and is present in the contact area used up to 25 degrees of lean angle.
The side areas have a softer compound, also Full Silica, thanks to the use of innovative resins that offer excellent grip and improves the front tyre feedback. The rear tyre also has a bi-compound scheme for excellent road performance and works in harmony with the front. The central Full Silica compound allows for a quick warm-up and excellent chemical grip on different surface conditions.
The central band has a Full Silica compound that occupies around 45% of the section width and is present in the contact area used up to 25 degrees of lean angle.
The side areas have a softer compound, also Full Silica.
The shoulder compound is 100% Carbon Black and derives directly from the compounds of DIABLO Supercorsa SC used in racing competitions. Pirelli say this compound offers support at full lean and traction during acceleration managing the torque generated by the latest generation superbikes.
The profiles of DIABLO ROSSO IV Corsa are race-derived and are characterised by a multi radius design that improves the tyre’s handling. The central area has a sharper profile to facilitate immediate lean and rapid change of direction. In the lateral areas, Pirelli say the profile curvature is less accentuated in order to increase the contact area and ensure maximum traction when cornering. Both front and rear tyres follow a similar profile design, ensuring a perfectly balanced and neutral behaviour.
“The curvature is less accentuated in order to increase the contact area and ensure maximum traction when cornering.”
With the DIABLO ROSSO IV Corsa, Pirelli uses a racing-derived structure with zero-degree steel belt, this manages to adapt perfectly to different levels of stress without compromising comfort and work with advanced electronic control systems. The stiff cord technology features structural cords that are more rigid and are distributed with less density (-20%) compared to a standard sport tyre. This scheme leaves more room for the rubber compound, which improves riding feeling and precision thanks to its damping properties, thus transmitting to the rider, a safety feeling and control of the motorcycle.
The new hoops will be available in a number of different sizing options.
Francesco Bagnaia and Jack Miller concluded the final pre-season test at the Mandalika Street Circuit in Lombok. The brand new Indonesian circuit was inaugurated in 2021 and will host MotoGP for the first time in March this year. The pair are looking mighty fast and are keen to battle it out on track this year!
Heavy rain made the asphalt treacherous on the first day, but conditions improved over the next two days.
Coming from two more days of testing in Sepang, Malaysia, the Ducati Lenovo Team riders could resume their busy schedule in Indonesia, having spent the first few days studying the new track. Heavy rain made the asphalt treacherous on the first day, but conditions improved over the next two days. The riders could ride consistently, gathering crucial information ahead of the race.
At the end of the three days, Bagnaia completed 215 laps, setting the sixth fastest lap time in 1:31.436. Miller, who completed 234 laps, finished in eighteenth place in 1:31.870.
The pair of Ducati Lenovo riders put in a collective effort during testing, completing over 400 laps!
Francesco Bagnaia (#63 Ducati Lenovo Team) – 1:31.436 (6th) “I’m pretty satisfied with the work we have done during these three days of testing here in Mandalika. The track is very nice, and I really like the first sector, so I’m looking forward to racing here in a month. During these days, we have mainly followed our development programme. We tested new components and worked on the tyre management and the electronics of the new bike without worrying too much about the timesheets. Today we did a race simulation, and the feedback was positive. Now we will have two more weeks off before we finally start the new Championship in Qatar! I’m looking forward to it”.
Considering there was less than half a second that separated the two. They were both at opposite sides of the overall timing sheets and results.
Jack Miller (#43 Ducati Lenovo Team) – 1:31.870 (18th) “It was a tough three days of testing because we had so many things to try, but we were able to complete most of our programme and gather a lot of data for the engineers to work on. I like the new circuit, and it reminds me a little of the track in Argentina. Unfortunately, the rain and the construction site nearby made the asphalt quite dirty. We had to be careful not to go off the lines, but this allowed us to work for Qatar, where we will certainly find similar conditions because of the sand. I’m satisfied and ready to get on track for the first race of the year!”
The Ducati Lenovo Team riders will return to the track on 4th-6th March at night to contest the inaugural Grand Prix of the 2022 MotoGP World Championship at the Losail International Circuit in Doha Qatar.
On the track in Sepang (Malaysia) for the first tests of the season, the new Aprilia RS-GP provided immediate positive feedback in the able hands of tester Lorenzo Savadori, sensations which were then confirmed when Aleix Espargaró and Maverick Viñales tested it. Check out the full test report here…
After three days dedicated to the shakedown (the first real test of the new prototypes), it was time for the entire MotoGP class to have two days of official testing.
After three days dedicated to the shakedown (the first real test of the new prototypes), it was time for the entire MotoGP class to have two days of official testing. It was clear by the end of the sessions that the competition is still extremely fierce, with 19 riders all within one second of one another. In any case, the stopwatch confirmed that Aprilia is on the right path, with Aleix second, just 26 thousandths of a second behind the leader and beating the track record. Maverick was also fast straight away, just 130 thousandths of a second behind, riding his RS-GP to fifth place.
However, although the times may not provide the most accurate picture of the situation, since they were achieved by all during true time attacks on soft tyres, feedback on the feeling is a different story. And this is why Aprilia is confident as they head to the new Indonesian Mandalika track for the second and final pre-season tests.
Aleix Espargaró will be looking to impress this year on the new Aprilia RS-GP bike.
Aleix Espargaró: “I must thank the staff in Noale. Albesiano and all the engineers did a good job. From the first time I swung a leg over, during a photo shoot, I noticed how sleek and compact the new RS-GP is, and I know how hard it is to achieve this result. The ergonomics, the frame and all the new features make it extremely agile, letting me improve on corners speed, especially in fast turns. However, we still need to consider that this is just the first test and that we are all extremely close. The current level of MotoGP is absolutely incredible. We’ll keep working and I can’t wait to turn laps on the new Mandalika circuit too.”
Maverick will be looking to silence to critics after his early departure of the 2021 season.
Maverick Viñales: “I’m pleased with this first test. I felt extremely comfortable on the bike. I was especially surprised by our race pace, with used tyres, whereas on the flying lap, I am still unable to fully exploit the bike’s potential. When you try to find the limit, and you have to do that often in MotoGP today, the feeling has to be more than perfect, but I am still making a few mistakes. I need to get used to the way this bike behaves when I’m looking for maximum performance and that’s a process we’re working on.”
Francesco Bagnaia and Jack Miller concluded the first MotoGP pre-season test of 2022 at Sepang International Circuit (Malaysia). Over the two days, the Ducati Lenovo Team riders could lap again at the Malaysian track with their Desmosedici GP bikes in 2022 configuration.
The Ducati Lenovo Team concluded MotoGP pre-season testing at Sepang with Bagnaia sixth and Miller fourteenth.
Despite the scorching temperatures, the Borgo Panigale team’s riders found good conditions to ride, except for the last few hours of the second day, which were disturbed by rain. During the Sepang test, both Bagnaia and Miller continued the testing program they began last November in Spain, at Jerez de la Frontera, testing the new solutions developed by the Ducati Corse engineers over the winter.
With 110 laps under his belt and a best time of 1:58.265, Pecco closed the test in sixth position, while Jack, who completed 92 laps, finished fourteenth with a best time of 1:58.645, 380 thousandths behind his teammate. Enea Bastianini topped the Sepang test with the Ducati Desmosedici GP of the Gresini Racing team, thanks to a lap in 1:58.131, 172 thousandths faster than the current circuit record.
“With 110 laps under his belt and a best time of 1:58.265, Pecco closed the test in sixth position, while Jack, who completed 92 laps, finished fourteenth with a best time of 1:58.645.”
After these first two days on track for 2022, the Ducati Lenovo Team riders will have another three days of testing next weekend. From 11th-13th February, MotoGP will make its debut at the brand new Mandalika Street Circuit in Lombok, Indonesia, for the final official test before the season opener scheduled on 6th March in Qatar.
Francesco Bagnaia will be looking to take home more than the constructors championship for Ducati in 2022.
Francesco Bagnaia (#63 Ducati Lenovo Team) – 1:58.265 (6th) “I am happy with how this second day of testing went. We are definitely not at the level I aim for yet, but I know we will get there soon. In just two days of working with the new bike, we have taken a big step forward, and with each session, we continued to improve. Now we have to keep working in this direction to be ready for the start of the Championship. These days, I did not concentrate on finding the best time. My priority now is to work on developing the bike, which has shown to have really great potential. I am satisfied and can’t wait to get on track for another three days of testing next week”.
Jack is no longer the only Aussie on the grid this year, hopefully Miller and Gardner will be able to ride in front of a home crowd at Philip Island this season.
Jack Miller (#43 Ducati Lenovo Team) – 1:58.645 (14th) “Thanks to the data we gathered on the first day, we were able to take a big step forward today, and I also felt more comfortable on the bike. Unfortunately, we missed the afternoon because of the rain, but we could still carry out most of our program. I have been busy testing some new components, and maybe if we had pushed harder, we could have been even faster, but we are still not far off the front. In general, I’m satisfied with these first two days of work, and I can’t wait to get back on track in a few days at Mandalika”.
The two-day Official MotoGP Sepang Test concluded on Sunday, and with a new searing fastest ever lap of the venue. Enea Bastianini (Gresini Racing), on only his second day riding a MotoGP bike at Sepang International Circuit, set a scorching 1:58.131 to beat Aleix Espargaro (Aprilia Racing) by just 0.026.
Enea and Aleix were both under the previous fastest lap of the track. We saw 20 riders within 1.066 by the end of play, with Jorge Martin (Pramac Racing) third quickest and only 0.112 off the top.
Bastianini was the top Ducati on Day 2 – on the GP21 – as the ‘Beast’ hit back to topple Aprilia’s Saturday dominance. Martin, the rider who duelled and beat Bastianini in the fight for Rookie of the Year last season, leapt up the timesheets too – the Spaniard slotting into third and just 0.112 off the top. Francesco Bagnaia (Ducati Lenovo Team) made a big move up the timesheets into sixth on Sunday, 0.134 off Bastianini, with Johann Zarco (Pramac Racing) in ninth. Jack Miller (Ducati Lenovo Team) was P14.
On rookie watch, Marco Bezzecchi (Mooney VR46 Racing Team) came out on top once again, despite a crash. Just over half a second off the fastest ever lap of the track is a feat in itself, and the number 72 ends the test in P16. Teammate Luca Marini also had a good day and was P11 by the end of play. Fabio Di Giannantonio (Gresini Racing MotoGP™) was P20, the number 49 having missed two days of the Shakedown but still able to get within 1.066 of his teammate’s record-breaker at the top.
Pramac Racing looked comfortable by the end of the day.
Ducati, which has eight podiums, including two wins at Jerez, remains in first place in the manufacturers’ standings with a 36-point advantage over KTM in second.
Gresini Racing
MotoGP™ pitlane reporter Simon Crafar reported a concern shared with him by Ducati Lenovo Team Manager Davide Tardozzi: the throttle connection, and rideability. The new engine has made gains in top speed and at Jerez the feedback was all positive, but Sepang has shown there remains margin for improvement. Martin, as he begins his sophomore season, framed that more in terms of still having a big margin to improve the new bike – so pausing the ‘Jaws’ music may prove premature.
The GP22 machines appear to have settled with the new aero and updated air intake, and the updated ride-height device continues to make a splash as Borgo Panigale push the boundaries of innovation.
Aprilia will be on the full attack for 2022 as they re-enter the spot as a factory team.
After taking a fantastic 1-2 on the opening day, Aprilia Racing end the Sepang Test in P2 and P5 thanks to the efforts of Aleix Espargaro and Maverick Viñales. The new 2022 bike – with updates across the board – has been very well received by both riders. Aleix Espargaro has praised the turning and corner speed improvements, although the Spaniard does remain undecided on which chassis is best.
Technical Director Romano Albesiano explained that Aprilia’s longer runs at the Sepang Test, which included a 12-lap run for Espargaro, have been “to measure the temperature of the working components,” not seeing how fast Espargaro and Viñales can go. Whichever way you look at things, Noale have started 2022 on the front foot. Both Espargaro and Viñales are within 0.130s of Bastianini’s quickest time, so three more days in Mandalika should be enough time to iron out any remaining issues they have before the Qatar GP.
Joan Mir
Alex Rins
Suzuki confirmed they had “significantly improved the engine”, which was a real key for the Hamamatsu factory as the inline-four machines – Suzuki and Yamaha – look to gain top speed without compromising elsewhere. There was more mixed feedback for aero and chassis updates but plenty that did work, making for some more good news.
Alex Rins (Team Suzuki Ecstar) was the fastest Suzuki once again, slotting into fourth and less than a tenth and a half off the top. 2020 MotoGP™ Champion Joan Mir was P12, still within four tenths of Bastianini as the timesheets were split more often by hundredths and thousandths. Mir also crashed, rider ok.
All eyes will be on 2021 world champion, Fabio Quartararo, as he defends his title against a very capable field.
Yamaha’s engine has been a talking point for a few seasons now and after winning the World Championship in 2021, Fabio Quartararo (Monster Energy Yamaha MotoGP™) wanted more top speed. There has been a small step, but both Quartararo and Team Manager Maio Meregalli explained they expected a bigger improvement, so they’re focusing hard on other areas – mainly aerodynamics – to get the best out of the updated YZR-M1.
“We didn’t make any revolution, we tried to improve the bike we used last year and we mainly focused on aerodynamics, we started to compare two chassis and in my opinion the ‘real test’ will be in Mandalika, where the riders have their speed and confidence back,” said Meregalli to MotoGP™’s Jack Appleyard and Simon Crafar. “There we will spend three days working and testing all the items we’ve tested here. To take a decision on which way we can go is too early, we would prefer to wait in one weeks’ time to have a better overview of what is working better.”
Darryn Binder
Andrea Dovizioso
Franco Morbidelli
Fabio Quartararo
Quartararo’s best time at the end of the test was a 1:58.313, 0.182s down on Bastianini’s effort, but he sounded pleased with his pace. The Frenchman also saved a couple of sets of tyres for the afternoon, but rain put a stop to him heading out to try and go faster. Overall, it was an upbeat Quartararo by the end of the Sepang Test though. His lap time put him in seventh place, with the next best Yamaha down in P22. Andrea Dovizioso (WithU Yamaha RNF MotoGP™ Team) completed 55 laps as he continues his adaptation to the latest-spec Yamaha, with Franco Morbidelli (Monster Energy Yamaha MotoGP) and rookie Darryn Binder (WithU Yamaha RNF MotoGP™ Team) 24th and 25th respectively. Test Rider Cal Crutchlow was on track too, and we’ll be seeing more of the British rider in Mandalika.
Darryn Binder was able to get some wet weather laps under his belt in the afternoon on Day 2 as well, and finished 1.7s away from the fastest time at the Test. Very respectable from the South African, who now has three more days to get acquainted with his new bike in Mandalika.
“Work on the completely new RC213V continued on Day 2 for the HRC quartet of Marc Marquez, Repsol Honda teammate Pol Espargaro, Alex Marquez (LCR Honda Castrol) and Takaaki Nakagami (LCR Honda Idemitsu).”
Work on the completely new RC213V continued on Day 2 for the HRC quartet of Marc Marquez, Repsol Honda teammate Pol Espargaro, Alex Marquez (LCR Honda Castrol) and Takaaki Nakagami (LCR Honda Idemitsu), with the number 93 ending the Test as the quickest Honda.
Marc Marquez ended the Test with a 1:58.332 in P8 as the Spaniard got an important 101 laps under his belt overall. The new bike is a “big change” from the previous RC213V and Marc Marquez admitted he needs time to find the limits with the new bike, and at the end of Day 1 he was “very tired”. However, he did feel good with the package. Two crashes on Day 1 didn’t affect his preparations for the new season, and the three days coming up in Indonesia will be vital for the eight-time Champion.
Pol Espargaro
Taka Nakagami
Pol Espargaro was into the top 10 with a 1:58.420 to finish a couple of tenths away from the best pace, with Nakagami and Alex Marquez also in the 1:58 bracket. All three riders have been testing the 2022 RC213V from the get-go in Sepang and the signs are positive from the Japanese manufacturer.
For KTM it remained a more muted test on the timesheets, but new Red Bull KTM Factory Racing Team Manager Francesco Guidotti said the focus for now, after a tougher 2021, is getting a good base to begin the season, and one from which the Austrian factory can then further develop. Guidotti said they’d had a lot of work to do and plenty of new parts, as well as a lot from 2021 to evaluate better. Some parts were “much better than expected”, and some things “so-so”, according to the Italian.
2021 Moto2™ Champion Remy Gardner, still pushing through the pain barrier after breaking his wrist in training, put in a best lap of 1:59.348.
Miguel Oliveira (Red Bull KTM Factory Racing) was the fastest of the Mattighofen contingent in 15th but still within 0.570 of the fastest ever lap of the track, and Brad Binder was only a few places and a few tenths behind his teammate. On rookie watch, Raul Fernandez (Tech 3 KTM Factory Racing) was right behind Brad Binder and got down to a 1:59.180, 0.164 off the South African. 2021 Moto2™ Champion Remy Gardner, still pushing through the pain barrier after breaking his wrist in training, put in a best lap of 1:59.348.
That’s it from Sepang until the paddock returns later in the season to go racing. Now it’s time to pack up and head for the new Pertamina Mandalika Circuit for the second and final pre-season Official Test, with three days of action on the cards in Indonesia.
The State Motorcycle Complex at Broadford, Victoria is an amazing place. Owned by Motorcycling Victoria since 1975, the 420-acre property has a road race circuit, motocross and supercross tracks, speedway track, dirt track, enduro loop and trial area. Simply stunning. If only MNSW would do something similar!
Broadford is a special part of Victorian racing history, it has plenty of layouts to satisfy all forms of racing.
Located less than an hour (88km) north of Melbourne just off the Hume Highway, was made possible thanks to the guts and brains of a few back in the 1950s. The then ACU of Victoria started the Land Purchase Fund (LPF) with the aim of one day buying land for use by racers so they have somewhere to compete forever. A contribution of two shillings (20c) was made by each rider towards the fund. Eventually then Hartwell MC president Murray Nankervis spotted a parcel of land on Strath Creek Rd, Broadford.
The first track to open was the MX track, then the dirt track. In the mid 1980s an enthusiastic bunch of volunteers began work on the road race circuit and it was opened in 1990. The road race track is in Reg Hunt Park and is 2.16km long with 12 turns – nine rights and three lefts, or two lefts and a left kink. For me, it is the most enjoyable track in Australia. I love the undulations, camber changes and hard braking in some spots. Broadford has it all and is an extremely fun track to ride.
Broadford has managed to compact all the aspect of a great road track into a short, 2.16km course.
Back in the day, all the big names would do the Shell Oils Australian Road Race Championships, The Vic Titles and the NSW Titles. The State championships were just as big as the Nationals. It was fantastic. My first meeting was the first round of the 1996 Vic titles. I rode a Graeme Boyd sponsored RGV250. Kev Curtain had won the Shell Oils 250 Production Championship on it the previous season.
Back then the pits were chock-a-block. Well, there were only a few dodgy carports for the lucky few with the dollars. The rest of us were parked in the dirt. I had my Mitsubishi L300 as a garage and the back door up as shelter. It was stinking hot during the day and freezing cold during the night. I camped there in my van and was the only person in the pits – I’m sure of it. In fact, I spent half the night walking the track with a torch. A lot of good that would have done!
It went under the paint brush as the complex was refreshed to support large events like the Broadford Bike Bonanza.
First practice Friday was a disaster – a holed radiator on the back straight and a ceased engine by the run down the hill before I realised. As I was on my own, it was a nightmare… I missed the rest of the day of course and luckily a kind person in the pits drove all the way to Melbourne and back to get me a second-hand radiator! I rebuilt the seized engine in the dirt and in the back of my van and made it out for warm up and qualifying on Saturday morning. I can’t remember the rest of the weekend but a few top 10 finished in my first race meeting there was OK.
I remember watching the greats there. Back in the 250GP days who could forget Craig Connell or Marcus Payton (RIP) ripping it up in the 59-second mark. Or Andrew Willy on the 125GP bike, Kev Curtain, Chad Turnball, Andrew Pitt, Karl Muggeridge or Chris McAteer on 250 Proddies. Not to mention the awesome superbike and supersport races of the 1990s in the 57,58 and 59 second brackets.
Jeff has plenty of fond memories of Broadford throughout the years as he has raced there many times!
Back then the track was in shocking condition and I’m happy to say it is much better these days. The deep groove that sent many a rider into the wall on the brakes into turn one is gone, and there is a bit more run off in places but it is still a track you really, really don’t want to crash on… not only is the runoff limited by natural terrain and the odd concrete wall – there is also little room for other competitors to get out of the way so it is very easy to get yourself run over if you crash infront of a pack at Broadford – particularly in turns one and two…
Facilities are not bad. The bathrooms have hot showers and are clean. There is a good café with really good coffee. Power is trip free most times in the pits and camping is permitted too. All up a great place and best of all, Broadford is the best spectator track in Australia. From anywhere around the outside of the circuit you can see the full lap!
The pits are always packed when it comes time for the rider briefing, a sign of a great track!
There is plenty of accommodation in surrounding areas. I usually stay in Seymor as there are a bunch of reasonably priced hotels there and a good shopping centre to get supplies. It is just 20-minutes up the road and offers a lot more than Broadford.
Start/Finish Straight I start my lap on the chute and position myself to the far left of the track if going for an optimum time. About a metre in from the edge of the track there is plenty of rubber on the track and lots of grip. Braking here starts really, really late. I normally take up lever slack and roll off 10 meters before the track starts to climb and then I do my braking up the hill as I turn into T1. Using the track like a ramp to stop the bike. If you have someone slipstreaming you on the chute, stick about a metre from the inside and hug the paint into T1 on the brakes.
Getting a good run onto the main straight is an important part of your lap on just about any track.
Turn One & Two It is important to get your turning done quickly here and crack the throttle otherwise you load the front and it tucks a bit. As soon as you crack the throttle start to feed power on. There are numerous fast lines here but if alone I double-apex the two corners turning them into a triangle. Between T1 and T2 a quick turning moment means you can stand your bike up and use the fat part of the rear tyre.
Lots of highsides here as riders open the gas in the wrong part of the corner. It is very off camber. Off the start this is a great place to pass. Hug the paint all the way around the inside and you are guaranteed to pass at least five people and block them on exit. A good exit is crusial for speed at the end of the back straight.
Turn 1
Turn 2
Turn Three & Four – back straight The back straight is so, so important. As you exit T1 and T2 you crest a small hill at the top then there is a flat-out downhill run to T5. T3 is a small kink, as is T4, and so the fast way is to straightline it all the way to T5. Stay tucked in really tight. I find this a great place to pass as people run wide on the gas out of T2 I stick to the right of the back straight all the way and then have the upper hand on the brakes into turn five, usually making up a few spots in the first few laps.
Turn Five The approach to turn five is uphill and can catch you out. As you brake very, very hard and late up the ramp the back wheel wants to come off the ground. It can be a tricky balance trying to get optimum stopping done while keeping the bike stable in readiness for turning. I usually get my arse right back off the seat over the back of the bike here to help out. If you are alone, you can use all the track from left side braking right up to just before the apex of the corner. If you are in a battle you need to make your way to the inside before you get to the corner.
This section of the track is faster than it seems, with its twisting, high speed turns.
Beware! It’s not hard to go around the outside of someone into this corner and you can then get on the gas earlier and ruin the other rider’s run. So it is a corner of many variables. The main thing is getting that throttle open hard. It is off camber on exit but there is grip. If you are not battling wheelstand down the hill you are not opening the throttle hard enough! It is important to get good drive down the hill to T6 as a pass up the inside is possible. If you don’t make the pass here it is almost impossible until after T9.
Turn Six Turn six is a right kink that is very fast. As you exit T5 it is easy to get yourself a bit wide. You can’t afford to drop off the edge of the track as it is around a 10cm drop off to the dirt and you won’t get back on without a crash. As you accelerate downhill towards T6 you are already setting yourself up for T7 where you brake hard for the T8/9 flip flop. I sometimes go around the outside for a pass around T6 & T7 and just shoot up the inside into T8 but you have to have the pace. If you hesitate on excecution you end up in the dirt!
You can see the slight camber through each turn, helping you to hook into the apex and get into a rhythm each lap.
Turn Seven/Eight/Nine If alone I do my braking earlier and I’m on the gas into T7 and on steady throttle through T8 & T9 back hard on the gas. If in a battle I brake into T7 and even the change of direction in T8 then hard on the gas. It’s important to really get the steering done quickly and get that bike from full lean right to full lean left then right again as fast as you can. It’s quicker to sit in the middle of the seat and not hang off too far wasting time climbing from one side of the bike to the other in T7/T8 then hang off for T9 so you can get the bike up on the fat part of the rear tyre for the off camber exit. Really important to get good drive off T9 for the long downhill run to T10 where it is a great place to nip up the inside.
Turn Ten & Eleven These are my favourite corners. They are cambered positively and there is lots of grip here. Ideally you want to use all the track into T10 and not brake too hard but carry lots of rolling speed which will have you flowing all the way onto the chute eventually. But in a race you usually have someone trying to pass on the brakes here. Then they will lose their rhythm and slow both of you up through T11 and T12. So I usually stick to the middle of the track and brake like a bastard into thos corner, then ease the lever off and it’s immediately rolling on the throttle hard at what seems like an incredible lean angle heading into T11. It is amazing how hard you can accelerate towards T12 there is lots of time here.
Turn 12 coming up means you’ve stayed on the bike around one of the tightest race tracks in Australia!
Turn Twelve If you got T10 & T11 right and got good drive off T11 you will have had a heart-in-mouth whoooaa ‘I hope the front holds because my elbow is almost on the ground’ moment into T12. Don’t panic there is grip just don’t go too wide and don’t grab a handful of brakes! I use plenty of rear and lots of throttle through T12, lifting the bike between my legs through the off-camber exit then driving it at full throttle down the hill onto the chute. If in a battle, you need to square off T12 entry and brake deep, turn and squart the gas for a run onto the chute but that is not the ideal way through the turn.
Jeff took the 2018 Ducati Panigale V4 S for a spin at our proving grounds. The technology still stands up to 2022 model bikes, making the V4 S a wild machine. Check out our run down of this amazing bike in the video review below…
We had the V4 S for a week or so and Jeff covered 600km on the bike including a day at our proving ground working through the huge array of electronic settings on the bike. Check out the video to see how the Panigale V4 S handled The Farm!
In 2019 Kawasaki did a host of updates to their Ninja 636. For 2021 we have the hot looking KRT edition. We spent a few weeks on the road and a day on track. Jeff has done a video review on the special edition ZX-6R, check it out!
Jeff had loads of fun on the ZX-6R 636 KRT edition at a recent Sydney Motorsports Park Ride Day, comfortably lapping in the 1:43s on the Bridgestone S22 rubber and stock settings. A great little bike and comfy to ride home!
The ZX-6R is an excellent little road or track day bike. The extra capacity gives it broad, useable torque for daily road riding and the overall chassis set-up provides comfort and stability on even the worst of our Aussie roads. While the styling is definitely 2021, the rest of the bike is slightly old school, despite having traction control, ABS, a quickshifter and ride modes, in terms of electronics the systems are a few years old now. However, at $15.199 + ORC, you are getting a lot of motorcycle. Anyway, check out the video review for all the info and don’t forget to subscribe to our YouTube channel!
2021 KAWASAKI ZX-6R KRT EDITION VIDEO REVIEW
TECH TALK, 2021 KAWASAKI ZX-6R 636
The Kawasaki ZX-6R 636 was an early adopter of a range of rider aid technologies, including power modes, traction control and their own ABS system, which continue to be found on these machines. The updated Ninja ZX-6R ‘636’ features gearing aimed at delivering stronger low-end response, making the new model even more fun on the street and winding roads, and goes from 43/16 to 43/15, in a move that no doubt mirrors the choice of many owners on the previous edition.
310mm rotors, KIDS, ABS.
Fully adjustable shock.
Quickshifter – up only.
Good rear brakes.
KQS (Kawasaki Quick Shift) is standard equipment, complementing advanced support technology like three-mode KTRC (Kawasaki Traction Control), Power Mode selection and KIBS (Kawasaki Intelligent Braking System). New styling also offers the next evolution of Ninja design, and gives the new Ninja ZX-6R strong family looks to the brand’s highly successful WorldSBK winning machinery, with a revised front fairing and the adoption of twin LED headlights. The tail has also been revised and now also incorporates an LED taillight.
2021 ZX-6R headlights.
2021 ZX-6R taillights
Broad, comfy but sporty seat.
Very versatile engine.
Kawasaki are also boasting improved performance with the 636cc liquid-cooled, four-stroke in-line four-cylinder engine, which offers greater performance across the rpm range, particularly for low and mid-range torque for usability in everyday riding situations. Updates also ensure emissions clear Euro4.
Shorter gearing care of the revised final ratio works alongside race-inspired clutch technology offering both a back-torque limiting function as well as a light feel at the lever. In addition to the standard fit assist and slipper clutch, other rider friendly features include a handy 12V power outlet.
The race-developed perimeter frame is the key to balanced flickable handling, mid-corner composure and an ability to change lines on command, along with excellent chassis feedback. SFF-BP forks (Separate Function Fork – Big Piston) offer both racetrack performance and everyday usability, while preload and damping (rebound and compression) are separated, facilitating setup to suit owner’s needs. Adjustability for the rear monoshock includes preload, rebound damping and compression.
A two-piece rear frame is an aluminium die-casting consisting of a front and rear section. This layout enables a very lightweight construction, which is also very narrow, allowing the rear of the bike to be very compact and slim. Bridgestone’s Battlax Hypersport S22 tyres are also standard fitment, to contribute to lighter handling, while offering superior grip in both dry and wet conditions, which translates to greater rider confidence and enjoyment.
ZX-6R 2021 KRT edition.
ZX-6R 2021 KRT edition.
ZX-6R 2021 KRT edition.
ZX-6R 2021 KRT edition.
Large 310mm petal rotors, radial-mount monobloc calipers and a radial-pump front brake master-cylinder complete the front brake package. A 220mm rear petal rotor and lightweight caliper slow the rear wheel.
The LED dash feature a large analogue tachometer flanked by warning lamps on one side, and a gear position indicator, fuel gauge and remaining range function and multi-function LCD screen on the other.
In the countdown to the April season start, winter tests in the MOTUL FIM Superbike World Championship are in full swing, with the Algarve track at Portugal’s Portimao to host this week’s two-day test (Feb 8 and 9).
Oli Bayliss will finally jump into international racing today as he heads out for the WorldSSP test at Portimao…
Organised by Ducati, the test will feature teams from both WorldSBK and WorldSSP including new bikes and returning manufacturers in the latter. Track time in Portugal will be between 10am and 5pm GMT/Local Time, with seven hours on-track each day.
Three of the five WorldSBK factory squads head to Portimao, including the first appearance of Pata Yamaha and their reigning world champion Toprak Razgatlioglu and teammate Andrea Locatelli.
“Pata Yamaha will be joined by Kawasaki Racing Team of deposed champ Jonathan Rea and team-mate Alex Lowes.”
Pata Yamaha will be joined by Kawasaki Racing Team of deposed champ Jonathan Rea and team-mate Alex Lowes. It’s the first time Rea and Razgatlioglu have been on track together since their incredible title battle was settled in Indonesia. Rea and Lowes will be taking part in their third test of the off-season, with the aim of confirming items they have tested at Jerez in the previous two tests.
The third factory on track will be the Aruba.it Racing – Ducati squad with Alvaro Bautista and Michael Ruben Rinaldi. It will be Bautista’s second test with the Ducati Panigale V4 R since his return to Ducati, having tested at Jerez in November, while it will be Rinaldi’s first test of the year. He was forced to miss the November test through an injury sustained in the season-ending Indonesian Round.
Oli Byaliss has taken to Barni Spark Racing for 2022 while Luca Bernardi has taken the WorldSBK spot in the team…
Two riders who have had success in WorldSSP will make their debut on WorldSBK machinery at the Portimao test. Philipp Oettl (Team GoEleven) earned a shot in WorldSBK after two podium-laden seasons in WorldSSP and will jump on the Independent Ducati Panigale V4 R for the first time with Team GoEleven. Luca Bernardi (Barni Spark Racing Team) will also be on track on a Ducati machine for the first time since he was announced as a full-time WorldSBK rider for 2022. It will also be his first time on a bike since his Magny-Cours crash which ruled him out of the remainder of the 2021 campaign.
Two more Independent outfits will be on track at Portimao. One of the standout stars of 2021, Axel Bassani (Motocorsa Racing), will take to the track with other WorldSBK competitors for the first time in the off-season although he did complete some training at the same venue when he shared the track with eight-time World Champion Marc Marquez and 2019 Moto2(tm) World Champion Alex Marquez. The other outfit taking to the track will be Gil Motor Sport-Yamaha with French rider Christophe Ponsson, who will be on track for the first time since he was announced as returning to the Championship for 2022.
Oli was only recently seen taking his V2 Panigale for a spin around Philip Island at the offical ASBK test.
Five riders from four WorldSSP teams will test at Portimao, with three Ducati bikes on track in Portugal. Oli Bayliss will get his first taste of the Ducati Panigale V2 and the Barni Spark Racing Team as the Australian returns the famous Bayliss name to Ducati machinery, with Bayliss gearing up for his first season in WorldSSP.
Nicolo Bulega (Aruba.it Racing WorldSSP Team) will get his second test for the squad after he took part in the November Jerez test alongside Bautista on the Panigale V2 as he, like Bayliss, gears up for his maiden WorldSSP campaign.
Rea’s teammate, Alex Lowes, will also be out on track as they look to take control of the championship for 2022.
CM Racing have switched to Ducati machinery for 2022 and, with Bernardi’s move to WorldSBK, have recruited Austrian rider Maximilian Kofler for the upcoming season. Kofler has two full seasons of Moto3(tm) under his belt but will now focus on WorldSSP for 2022 and will get his first taste of WorldSSP machinery at the Portimao test.
Ducati is returning to WorldSSP for 2022 with the new rules set, as are British outfit Triumph with the PTR squad, under the Dynavolt Triumph banner. Having recruited Hannes Soomer and Stefano Manzi for 2022, the team will be on track for the first time with their new bike and riders. It also marks PTR’s return to the Championship, having not competed on the world stage in 2021.
I have been eagerly awaiting a turn on the new Yamaha YZF-R7 after it was announced earlier in 2021, with COVID outbreaks and border closures the launch of the all new model was pushed back to December where I finally got to check out how the bike handled SMSP. Words: Zane Dobie.
The new Yamaha YZF-R7 has been eagerly awaited follow the new that Yamaha will be discontinuing the YZF-R6…
2021 was a blur, with half the year spent cooped up at my desk. This meant little track time throughout the year, so what better way to get my confidence back up than on Yamaha’s new mid-range sports bike. I’m no stranger to the YZF-R7’s road centred brother, the MT-07, I spent thousands of kilometres daily riding one through 2019 and applying the entirety of Yamaha’s genuine accessories catalog to it, I was looking forward to seeing how their latest attack on the mid-size category compared to the MT-07.
Yamaha welcomed us to the track with the range of YZF-R7’s in all the colour schemes they’ll be available in for 2022.
With the YZF-R6 being a much loved bike for over 20 years, the YZF-R7 had big boots to fill. Sean Goldhawk at Yamaha Australia explained that the motivation to bring in the new model and stop production of the R6 was to try and find that happy medium between the YZF-R3 and the YZF-R1 in the R family. They have successfully achieved this by offering a LAMs approved option for new riders, looking for something fun and easy to ride. But, has it successfully filled the void left behind by the R6? Not quite, but more on that later.
The R7 name was first seen on a Yamaha back in 1999.
The model was a special WSBK homologation bike.
The stunning site of YZF-R7 OW-02 homologation streetbikes and the factory racers together.
Back then, the R7 had double the cylinders and plenty of high end parts.
We can’t forget the beginning of the Yamaha YZF-R7 name back in 1999 with the WSBK homologation bike. Off the showroom floor, the original R7 was sporting a four cylinder 749cc DOHC engine with a whopping 20 valves which produced 79kW@11,000rpm and 72Nm@8,000rpm.
Along with the beautiful engine which was obviously capable of a lot more, proven by the Nori Haga WSBK R7, was a top of the line Ohlins suspension set-up which could be thrown on a 2021 bike and not look out of place. It’s safe to say that the 2021 YZF-R7 has a lot to live up to.
Gorgeous single projector nestled in the air scoop.
R1 inspired tail section.
After seeing the new YZF-R7 in real life for the first time, it’s safe to say that just about everyone who caught a glimpse of it was impressed. Everything from the single projector front, streamline curves and R1 inspired tail fairing were carefully crafted to make one stunning looking bike. Don’t even get me started on how extraordinary the 60th anniversary livery looks. If I had the coin, one would be hanging up on my wall right now.
The 60th anniversary livery was on display at SMSP, we were extremely impressed with how well it fit the YZF-R7.
Despite looking gorgeous from just about every angle, Yamaha engineers looked to make the R7 more comfortable and streamline, adding that signature racer feeling to an otherwise tame bike, much like on the R3. I’m not the smallest dude but at six foot tall I seem to feel uncomfortable on most small bikes, while the R7 had plenty of room to move about, the knee positioning on the fairing could definitely use some tweaking to accommodate for the larger crowd.
Knee pockets in the fairing and tank.
Simple LCD setup.
The YZF-R7 seems to lack in the adjustability section, the R6 was sporting Yamaha’s amazing suite of assists and a TFT dash, which unfortunately didn’t make its way over to the R7. Instead, you’re met with a black and white LCD screen combined with hopes, dreams and rider skill for wheelie control, TCS and etc. You do however get ABS which works a dream.
The 2022 Yamaha YZF-R7 uses the same torque rich parallel twin as the MT-07…
The new sports model shares the same parallel twin powerplant as the MT-07, which prior to jumping on the bike, I had my reservations about. It’s a great engine with plenty of torque but almost a polar opposite to what the R6 was sporting. Initial start up also proved somewhat depressing as the beautiful sound of the four cylinder has been replaced with a quiet and gentle sound of the two-cylinder. I’m sure the Akrapovic system available in the Yamaha genuine parts catalog should sort it out, but the void left by the gorgeous sounding R6 engine hasn’t been matched in terms of exhaust note.
The parallel twin is available in a LAMs and HO capacity.
Strengthening restrictions are making it more difficult to have a nice sounding exhaust note.
Before jumping on the bike to take it for a spin around SMSP, a quick check over things that might annoy riders daily was on my mind. Throwing your leg over while it was on the side stand felt a little goofy with the high tail fairing but the stand seemed to sit in an easy spot for new riders to not make the mistake of dropping the bike putting the stand down. The pillion seat is quite high, I would be opting for the seat cover to have an excuse not to take anyone on the back…
The Ride The launch of the R7 was actually supposed to be held at The Bend Motorsport park in SA, which I felt would’ve been a little more suited to the bikes abilities. Nonetheless, I still thought I’d take it nice and easy and just enjoy the ride on the SMSP GP layout.
Despite weaving for tyre warmth being prohibited, the Bridgestone S22 hoops had Zane cranking the R7 over in no time.
Initial tip on the sizeable Bridgestone S22 tyres was seriously impressive. Even on the first session out with no warm up due to weaving being prohibited at the event we were riding, the R7 was already falling into corners with ease after a lap. The tyre edge had confidence inspiring grip levels which made for plenty of fun.
180/55 – 17 tyre for the rear.
120/70 – 17 for the front.
Chucking 120/70 – 17 hoop on the front and 180/55 – 17, which is the same as the MT-09, on the rear don’t just suit the R7 perfectly in terms of grip levels, but transform the look of the bike. Being the age demographic that Yamaha would be looking to market the LAMs R7 for, something as comical as having a decent sized set of tyres to show off that you’re not riding a low powered grocery trolley but a high powered sportsbike is something on the list of many new riders… Seriously!
Yamaha really hit the mark with their tyre sizing. Making the Yamaha YZF-R7 look like a proper, full sized sportsbike instead of the usual skinny tyres seen on most LAMs approved bikes.
Confidence has always been a big thing for me, I always make sure to bring media bikes back in one piece at the end of the day. That being said, the R7 just seemed to fall on its side with ease, the whole tyre set-up was amazing and suited the chassis well. The bike allowed me to lean it over right to the edge through corners while gripping well under brakes and on corner exit, what a beaut of a set-up!
Brembo braking system.
Sculpted Tank.
Something Yamaha attacked extremely well is the braking system on the R7. Earlier in the year, Jeff and I were riding the whole MT range at 70North and after Jeff hopped off the MT-07, it had almost no brakes left, this was not the case with the R7. After being thrashed around SMSP all day, the brakes had absolutely no fade. Even after multiple laps of slamming the front and a bit of rear brakes on into turn two, they were always there and always at 100 per cent usage.
Two-piston caliper at the rear.
Dual four-piston calipers at the front.
The braking power is improved by a radial brake master-cylinder from Brembo, running down to the dual four piston calipers with 298mm discs at the front, the lever felt great all day. Rear brakes are nothing special but still work great without any lock up no matter how hard I jammed them on. Impressed with the braking system is an understatement!
The parallel twin appeared to be struggling a fair bit when it came to the big SMSP straight, it felt like it was just running out of puffing in sixth gear. While the parallel twin is the perfect choice if you want buckets of power, it felt like it didn’t perfectly suit an R chassis on track. The rest of the R range begs to be revved to redline and even the R3 will continue to gather speed before turn one a SMSP but the R7 seemed to be topping out at around 210km/h while in a fully tucked position.
“After a while you’ll start to work out that the lower the revs, the quicker you’ll go as you roll into corners and unleash the torque on exit.”
With that being said, the set-up felt like a perfect bike for a beginner track day rider. It was super easy to power out of corners without needing to worry about being in the wrong gear. In just about every gear the R7 felt more than happy to give you plenty of grunt out of corners. After a while you’ll start to work out that the lower the revs, the quicker you’ll go as you roll into corners and unleash the torque on exit. A weird sensation for me as I’m used to slamming down the gears of my race bikes, getting plenty of engine braking and exiting the corner at full revs…
The R7 struggled with top speeds down the big SMSP straights, even with Zane in a full tucked position he could only manage a max of around 210km/h.
Gearing was strange for the track, most of SMSP you were either in fourth or sixth to get the most out of the parallel twin, a track like Wakefield Park I probably wouldn’t have noticed it as much as on a track such as SMSP. The clutch seemed to be slightly grabby on downshifts despite a slip and assist setup, toward the end of the day it loosened up so it may have just needed to be broken in with some hard riding!
“Despite taking it relatively easy and getting a feel for the bike, before the end of the day I was only slightly lifting off into turn one. A testament to how well the chassis was setup…”
I was seriously confused why Yamaha didn’t throw a quickshifter from the factory on the bike. It was crying out for one even when I took it for a quick spin out on the road before arriving at the track where the need for it became even more apparent. The shifter felt clunky and awkward which really let down the overall feeling of the bike. Yamaha say they have one available in their genuine accessories catalog but are unsure if it will fit the LAMs version, my bet is that it will, they just don’t want to advertise licence class that aren’t allowed modifications.
Triple-clamp with lowered bar set-up.
KYB 41mm USD forks.
Adjustable for preload, rebound and compression damping force
Standard Yamaha monoshock.
Despite the simple set-up, I quite liked the suspension in terms of performance. The front KYB 41mm USD forks in particular were set-up nicely for track riding and can be adjusted manually for preload, rebound and compression damping force. A whole day on track along with a short road ride proved the front suspension to be comfortable.
Under braking, the nose didn’t dive no matter how much you squeezed those marvellous brakes, and the triple-clamp provided a nice sporty position without being a pain on the wrists. We’ll be back with a full road test soon, but initial impressions after a half hour ride are good – it’s a great motor on the streets and will be a fun and potent weekend scratcher.
The R7 suspension might not be on par with the old R6 but Zane reckons it handles braking and hard acceleration well…
The shock fell to the same demise that the MT-07 has had for many years, it’s not perfect on the public roads. I will however admit that I didn’t change any of the spring preload and rebound damping set-ups on the monoshock but knowing the MT-07 well, I’m not sure that wouldn’t have changed much. With that being said, the rear performed beautifully when it came down to track riding. No squatting despite twisting the life out of the throttle on the corner exits, although something a bit higher tech would’ve suited nicely, maybe even an SP model in the future?
Despite the seat dipping down to cradle the rider, the seat is still quite high.
Not much room in terms of passenger space.
The seat could’ve been more comfortable on the street too. It seemed overly slippery and on downhills when I slid forward and met with the tank, I was left in serious pain. However, the rest of the design worked really well on track, much like the R3, the R7 makes the most of its space and allows riders to get the most out of the relatively small bike with knee pockets on the side of the bike and an optimisation for the tuck position. I felt more than comfortable to lean completely off the bike without needing to modify the seat, which is often the first course of action for any bike I take on track.
The R7 braking setup is great, lots of confidence braking into corners, but the seat was slippery and that was tiring.
Yamaha seem to have perfected the art of the chassis with a lightweight Deltabox setup which allowed me to just focus on my riding without worrying about a heavy and unpredictable set-up. The footpegs are also in the perfect spot for leaning the bike over, I made sure to use as much of the tyre as I could and at no point did the footpegs touch the ground. They were super grippy and comfortable, no issues of feet slipping or straining.
If you’re looking to grab the new YZF-R7…
…We suggest getting on one in 2022 to get this gorgeous livery.
Overall, I did thoroughly enjoy the YZF-R7. I believe it will sell well not only in the LAMs trim but in the HO as well with Yamaha reporting a 50/50 split in orders already. I was hung up on the R title that was handed to it and the name it shares with the spectacular 1999 World Superbike homologation R7, it just seemed to fall short of that “supersport” title with it really needing to be more for it to be crowned as a supersport machine.
“The 2022 Yamaha YZF-R7 is a spectacular ride and something that the learner market really needs….”
The 2022 Yamaha YZF-R7 is a spectacular ride and something that the learner market really needs. If you jump on one without the hope of it replacing/surpassing the R6 in terms of performance and technology then you will be far from disappointed. At a rideaway price of $13,999 for the learner approved LA model and $14,999 for the high output HO model it comes in a lot cheaper than its main rivals, the Aprilia Tuono 660 and RS 660. But, one look at the 60th anniversary edition should be enough to make you want one, I know it has almost inspired me to buy one…
Tech Talk
The all-new 2022 YZF-R7 is the latest model in Yamaha’s supersport segment. Built from the ground up with a sleek ultra-thin lightweight chassis powered by Yamaha’s proven CP2 engine, and enhanced with track-focused supersport features, Yamaha say the R7 embodies Yamaha’s rich history of aggressive performance and racing dominance.
The 2022 Yamaha YZF-R7 is on sale now in Australia, check out all the specifications and tech below…
The all-new 2022 YZF-R7 bridges the gap between the entry-level YZF-R3 and the prestigious YZF-R1, offering a mid-level option for both new riders looking to grow into a more powerful motorcycle, as well as experienced riders seeking a sportsbike with supersport performance that fits within their budget. With a unique package of performance, price and sporty styling, the R7 is true to its R-Series DNA and the lineup’s aspirational history of racing success.
Performance Black, YZF-R7.
Team Yamaha Blue, YZF-R7.
YZF-R7 uses Yamaha’s proven liquid-cooled, four- stroke, in-line two-cylinder, DOHC CP2 engine. Forged aluminium pistons with direct-plated cylinders integrated with the crankcase makes for lighter weight and excellent strength at higher temperatures, ensuring reliability at higher rpm. The crossplane engine’s 270-degree crank provides an uneven firing sequence with a more characterful exhaust note that emphasises torquey acceleration and linear power delivery for response at all engine speeds. Additionally, the R7 has an optimised secondary gear ratio for a sportier performance.
The parallel twin is available in a LAMs and HO capacity.
Narrow 270-degree CP2 engine is already a proven powerplant.
Yamaha claim the YZF-R7’s ultra-narrow, high-strength steel frame provides excellent rigidity for a sporty and responsive ride by mounting aluminium centre braces near the swingarm pivot, which improve torsional rigidity. Rake, trail, and wheelbase dimensions have also been optimised for superb handling while cornering on a racetrack or a twisty road. The narrow, lightweight frame design has resulted in the slimmest bodywork found in Yamaha’s supersport lineup and reduces air resistance while incorporating the rider’s body into its design.
Steel frame with alloy sideplates at swingarm pivot.
Ultra narrow steel frame.
The 2022 YZF-R7 features inverted KYB 41mm front forks with optimised spring rates and damping settings for front-end feel during cornering and braking. The product specific settings make for easy and predictable behaviour, Yamaha state, with a stiff feel for twisty roads and racetracks. The forks are fully adjustable for preload, rebound and compression damping force. The inverted KYB front forks are mounted to the steering tube via a forged aluminium lower triple-clamp, and a gravity-cast aluminium upper triple-clamp.
KYB inverted forks.
Adjustable for preload, rebound and compression damping force
KYB 41mm USD forks.
Alloy swingarm and revised final gearing over the Tracer and MT-07.
Standard Yamaha monoshock.
New alloy wheels, Bridgestone S22 tyres.
Yamaha say the link-type Monocross shock with adjustable spring preload and rebound damping strikes a balance between ride comfort and sporty performance for capability across a wide range of uses, from urban commuting to track days. The rear shock unit is mounted horizontally, fastened to the crankcase for efficient use of space and weight, contributing to mass centralisation and further highlighting the bike’s compact size.
The new Yamaha YZF-R7 features a Brembo radial-pull master-cylinder and 298mm front rotors.
The 2022 YZF-R7 is the first Yamaha model to feature a radial brake master-cylinder from Brembo. This new Brembo radial master-cylinder provides a more linear supply of hydraulic pressure to the radial mounted, four pot front brake calipers creating excellent controllability and stopping power through dual 298mm front brake rotors.
The 2022 Yamaha YZF-R7 has a race inspired riding position and cockpit, with an aggressive sports stance.
Yamaha say the comfortable new seat with material and cushioning used in the YZF-R1, combined with new low-profile fuel tank covers with deep knee pockets for optimal hip and knee positioning gives the rider freedom to move while also providing a firmly planted feel when leaned over. Separate clip-on handlebars are set in relation to the rider’s hips and footpeg positions for an aggressive position allowing the rider to naturally grip the machine with confidence, especially when tucking behind the windscreen on twisty roads or on the racetrack.
Simple LCD setup.
Clip-on handlebars and new switchgear.
The 2022 YZF-R7 features a new full LCD instrument panel. The high-contrast negative dashboard and its compact and lightweight multifunction display with larger displays for the clock, gear, trip meters and tachometer provide clear information. The use of spot colour gives an accent for the high-rpm range display – and new handlebar switches enables the rider to operate the meter more easily and efficiently.
Gorgeous single projector nestled in the air scoop.
R1 inspired tail section.
The iconic R-Series M-shaped intake duct and twin-eye front design of the new YZF-R7 houses an adaptive bi-functional LED headlight. The R7 is also equipped with a new LED taillight and front and rear turn signals. Light and compact, Yamaha say the new LED lighting complements the next- generation style of the bike and reinforces the premium specification of the supersport class. Not only do the LEDs offer long life with minimal power draw they provide brilliant illumination for confidence and visibility day or night.
2022 YAMAHA YZF-R7 Specifications (LA in brackets)
