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)
16-year-old female motocross sensation, Charli Cannon, will join Rhys Budd and Alex Larwood on the Yamalube Yamaha Racing Team and contest the Women’s division during the 2022 Pro MX Championship. Budd and Larwood will handle the MX2 duties while Cannon will add an extra dimension to the team.
Yamaha Motor Australia has a long history of supporting women in racing, ranging from several riders in the Australian Off Road Championship (AORC), including world champion, Jess Gardiner, to a wide range of female motocross and road riders over the past 20 years.
The Sunshine Coast based Cannon, a four-time national junior girls champion on 85 and 125cc machinery, graduated to the senior division late in the 2021 season and is determined to keep her climb up the ladder at a rapid rate as she pits herself against the best female riders in the country for the three round championship scheduled for Wonthaggi, Gilman and Coolum throughout the year.
She will also contest selected rounds of the MX3 championship (14-17 year old) at the Pro MX and race against many of her male rivals during her junior days.
Cannon, will have the exact same machinery available to her as her male team mates as she moves into the expanded Yamalube Yamaha Racing Team. Her number 7 YZ250F will be tailored to her needs but the same parts, components and development will be invested in Charli, as it is in Rhys and Alex.
“I was so excited to get this offer from the Yamalube Yamaha Team and have a major team support me in racing,” Cannon begins. “Mike and Nash have gone above and beyond to support me and I’m really looking forward to getting the season under way.
Charli is excited to give the boys a run for their money in the MX3 championship.
“Having the support of the team has taken a weight off the shoulders of my family but I also understand the responsibility that comes with it. The hard work begins now as Yamaha and the Yamalube team have invested in myself, and I want to reward them for it.
“My bike is awesome, and my pre-season is going well. We have some local races to contest in the coming weeks before the opening round of the Pro MX Women’s class starts at Wonthaggi in late March,” she said.
“And if Alex and Rhys aren’t carefully, they might get a hurry up from Charli in the future,” Ward laughs.
Team manager, Mike Ward, is elated to have Charli on board and explains she has the work ethic and determination to make it in the rough and tumble world of motocross.
“It was a simple decision to bring Charli into the team. She has been a Yamaha supported rider for some time now with excellent results and we have seen first-hand the effort she puts into racing. With a dedicated women’s class at the Pro MX, we felt she was the right person to have on the team and look forward to working with her not just at the Women’s rounds but also the MX3 and state races she contests.”
Charli will line up at Hervey Bay on February 19/20 in Queensland for the opening round of the Sunshine State MX Series.
“I also want to thank the team sponsors who have jumped on board to support Charli. Everyone has been so enthusiast about having a female factory rider on the team and we are positive Charli will make the most of this opportunity. And if Alex and Rhys aren’t carefully, they might get a hurry up from Charli in the future,” Ward says.
The year gets underway for all three riders on the Yamalube Yamaha Team in the coming weeks with Alex Larwood racing in Victoria this weekend while Rhys and Charli will line up at Hervey Bay on February 19/20 in Queensland for the opening round of the Sunshine State MX Series.
Fast Facts with Charli Cannon
Name: Charli Cannon
Age: 16
Lives: Coolum, Sunshine Coast.
Number: 7
Bike: YZ250F
Team: Yamalube Yamaha Racing
Career Highlights: 4 x Australia Junior Girls champion/ Multi QLD girls Champion/ MQ female sports person of the year.
Goals: To win the Women’s Pro MX and race the world Women’s championship.
The Official mi-bike Motorcycle Insurance Australian Superbike Championship presented by Motul (ASBK) Test kicked off at Phillip Island with torrential rain, no rain, light drizzle and humid morning conditions before the sun finally broke through in the afternoon and enticed the riders to attack the track in anger.
Most of the major players were in attendance, with all eyes were on 2020-21 Superbike Champion, Wayne Maxwell, who came out of attempted retirement to attempt to net another title in 2022.
Maxwell (Ducati V4R) lead the early dry sessions in the premiere Alpinestars Superbike category to the tunes of half a second ahead of Bryan Staring (Ducati V4R), with Aiden Wagner a further three tenths back in the Yamaha YZF-R1. Lachlan Epis (BMW-MRR) would later split Maxwell and Staring in fourth practice despite Maxwell dropping into the 1:31.9’s with a startling one-second advantage over the second place.
Bryan Staring followed close behind Wayne Maxwell as the pair of Ducatis trumped the timesheets.
Tom Edwards (YZF-R6) lead the way early in the Michelin Supersport class, edging Harrison Voight (YZF-R6) to the tune of one-tenth, with Senna Agius (Honda CRB RR) just three-hundredths of a second in arears. Oli Bayliss however would trump Edwards in Practice Four to the tune of seven-tenths in the interests of getting a solid hit-out on his Ducati 955 before heading to Europe next week to contest the World Supersport Championship.
“Oli Bayliss however would trump Edwards in Practice Four to the tune of seven-tenths in the interests of getting a solid hit-out on his Ducati 955.”
In the Dunlop Supersport 300 / Yamaha Finance R3 Cup/ Moto3 combined session, the Moto3 spec KTM of Harrison Voight topped the table ahead of fellow Moto3 Hondas ridden by Carter Thompson and Angus Grenfell. The first Dunlop SS300 rider was Marianos Nikolis (Yamaha YZF-R3). Second and third in the class results were Liam Waters and Cameron Swain (both Yamaha YZF-R3’s) respectively.
“Lachlan Epis (BMW-MRR) would later split Maxwell and Staring in fourth practice despite Maxwell dropping to 1:31.9’s.”
The bLU cRU Oceania Junior Cup was the first opportunity for a number of rookie riders to get to grips with the Yamaha YZF-R15 under the watchful eye of new series coach Garry McCoy. Marcus Hamod was the quickest out of the blocks, shading Harrison Watts by four-tenths of a second, with Levi Russo a further tenth in arrears. In Practice Four, Hamod continued at the, albeit just five-hundredths of a second ahead of Teerin Fleming, who was in turn four-tenth ahead of Ryan Larkin.
Day Two
Day Two of the Official mi-bike Motorcycle Insurance Australian Superbike Championship presented by Motul (ASBK) Test began in dry but humid conditions at Phillip Island. In what turned out to be a reverse of Day 1, torrential rain marred the afternoon, eliminating the prospect of any serious times being set late in the day.
Wayne Maxwell was instantly back out on top for day two of the ASBK Philip island test…
Day one’s front-runner Wayne Maxwell (Ducati V4R) scorched the Phillip Island circuit with a 1:31.848 to head Alpinestars Superbike Practice 5. Last year’s ASBK champion was over a second ahead of Lachlan Epis (BMW MRR), who in-turn enjoyed a one-tenth margin over Cru Halliday (Yamaha YZF-R1). From there it appeared Maxwell had nothing more to prove, preferring to leave his opposition wondering as he sat out the rest of the day. Maxwell was cautiously optimistic about his performance, preferring not to read too much into the test.
Other riders maximised their testing time at Philip Island after both the 2020 and 2021 season were cut short due to COVID.
“A lot of people are running different programs and a lot of people have changed teams, so they’re trying to find their way on a new bike,” said Maxwell. “For us we’ve got a bit more continuity than most. Pirelli have worked really hard to bring us some updated tyres, so it’s really worked out and great to be where we are headed into the 2022 season.”
Allerton, Herfoss and Staring are all looking like promising contenders for the ASBK crown this year.
In Maxwell’s absence, Halliday topped the timesheets in Practice 6 with a 1:32.232 to go second overall for the day. Lachlan Epis was six-tenths in arrears, with Marcus Chiodo (Yamaha YZF-R1) a further two-tenths behind in third. Amid increasingly wet conditions, only four riders ventured out for Practice 7. Jed Metcher (Yamaha YZF-R1) led the way with a 1:50.178 with Mike Jones only other rider to set a time with a 2:07.063.
The Supersport field were scrambling to tumble Oli’s time as he gets some practice in before heading overseas to race in the World Supersport Championship!
Oli Bayliss topped Michelin Supersport Practice five on his Ducati 955, whilst in the Supersport field, Senna Agius (Honda CBR-RR) led Tom Edwards (Yamaha YZF-R6) and Harrison Voight (Yamaha YZF-R6), who were separated by just over a second.Bayliss lead the field again in Practice 6, with Tom Edwards heading the Supersport field with a 1:35.012 to go second overall for the day ahead of Agius. Oli Bayliss and Senna Agius will be racing overseas in 2022, making Tom Edwards the top Dunlop Supersport competitor at the test.
All classes were out during testing. The 300s were keen to get some track time ready to start the season.
Harrison Voight (KTM RC 250) and Carter Thompson (Honda NSF 250) headed the combined Supersport 300/R3 Cup session in Moto3 machinery. Leading the SS300 field was Brandon Demmery and Archie McDonald – both on Yamaha YZF-R3’s. Voight again topped Practice 6, with a 1:42.725. Heading the SS300 field in fifth overall was Cameron Swain with a 1:49.491, followed by Archie McDonald (1:49.897) and Brodie Gawith (1:49.943) on his Yamaha YZF-R3 to complete the top three in SS300.
“The bLU cRU Oceania Junior Cup riders were keen to put into practice series coach Garry McCoy’s words of wisdom.”
The bLU cRU Oceania Junior Cup riders were keen to put into practice series coach Garry McCoy’s words of wisdom and set about running old rubber to get to grips with tyre wear simulations. With Practice 5 cut short, Ryan Larkin topped the order with a 2:13.540 – half a second ahead of Levi Russo, who was four-tenths ahead of Teerin Fleming. Practice 6 saw a slight mix-up of the order with Jodie Paige leading the way with a 2:12.961 to top the day overall, just over half a second ahead of Larkin and Harrison Watts a further tenth away to round out the top three.
That wraps up the offical 2022 ASBK test! Riders will be battling it out on track starting on the 25th of February.
Practice 7 was run in the dampest conditions of the day, but riders braved the wet, with Sam Drane leading the way with a 2:21.763 – one-tenth ahead of Bodie Paige and Levi Russo, who was a further second behind.
MotoGP testing is finally underway! The Shakedown took place from the 31st of January to the 2nd of February at the Sepang International Circuit, before the whole grid heads out for the official two-day Sepang Test on the 5th and 6th of February. Check out all the best shots below.
Day one meant we finally got to see the home hero, Remy Gardner, head out on his MotoGP KTM for the first time!
Day 2 of the Sepang Shakedown saw Stefan Bradl and Honda join the fray, as well as Maverick Viñales for Aprilia Racing. The Noale factory’s concessions allow their race riders, Viñales and teammate Aleix Espargaro, to take part in the Shakedown. Fabio Di Giannantonio (Gresini Racing MotoGP™) was sidelined with illness on Tuesday.
Honda were out on track on Day 2 with Bradl at the helm
Yamaha fielded Nakasuga (alongside Nozane)
Bezzecchi was the fastest rookie on Day 2
Gardner was back out despite still recovering from injury
The third and final day of the Sepang Shakedown saw Aleix Espargaro join Aprilia Racing teammate Maverick Viñales on track as the Noale factory continue to benefit from concessions, allowing their race riders to take part. Viñales topped the timesheets with the only 1:58 of the day, ahead of his teammate.
“Viñales topped the timesheets with the only 1:58 of the day, ahead of his teammate.”
Another headline saw Cal Crutchlow join the Yamaha contingent following the recent announcement that the Brit would be continuing as Monster Energy Yamaha test rider for another two years.
Pirro was doing some back-to-back comparisons for Ducati on Day 3.
Guintoli got the hammer down for Suzuki, alongside fellow test rider Tsuda.
Aleix Espargaro joined the fray for Aprilia.
Darryn Binder continued to settle in on the leap from Moto3™ to MotoGP™.
The number 35’s running was limited on Day 3, however. Fabio Di Giannantonio (Gresini Racing MotoGP™), meanwhile, remained sidelined with illness on Wednesday. The rookie is now looking to return to the track on Saturday as the two-day official Sepang Test begins.
All the best shots from the Sepang Shakedown.
Gardner was back out despite still recovering from injury
Bezzecchi was the fastest rookie on Day 2
Yamaha fielded Nakasuga (alongside Nozane)
Day one meant we finally got to see the home hero, Remy Gardner, head out on his MotoGP KTM for the first time!
Darryn Binder continued to settle in on the leap from Moto3™ to MotoGP™.
Honda were out on track on Day 2 with Bradl at the helm
Pirro was doing some back-to-back comparisons for Ducati on Day 3.
Guintoli got the hammer down for Suzuki, alongside fellow test rider Tsuda.
Luca Bernardi and Oli Bayliss hit the track for Barni Ducati Racing Team for the first time during the two day test.
The ‘next generation’ of the Supersport World Championship gets underway with new bikes, returning manufacturers, rookies and familiar faces all taking to the grid. With the unveiling of the provisional entry list, 30 riders will be on the grid this season, including 18 year old Australian, Oli Bayliss, son of three-time World Superbike Champion, Troy.
A new ruleset has brought plenty of changes to the WorldSSP grid for 2022 but 30 riders will battle it out for glory in the upcoming campaign.
The field represents five manufacturers with the return of Ducati and Triumph, as well as a new bike on the grid for MV Agusta. There are also four graduates from WorldSSP300 embarking on their first campaign in WorldSSP including the 2020 and 2021 Champions.
Headlining the entry list for the 2022 campaign is the return of two manufacturers with new bikes following the introduction of the new ruleset, with Ducati and Triumph making welcome returns. The Ducati Panigale V2 will be used by seven riders across six teams as the Bologna manufacturer returns to WorldSSP action.
Australia’s Oli Bayliss will compete for Barni Spark Racing Team in 2022, while Federico Caricasulo will compete for Althea Ducati. Nicolo Bulega will be with the Aruba Racing Supersport Team as he switches from Moto2™ to WorldSSP.
Australia’s Oli Bayliss will compete for Barni Spark Racing Team in 2022.
Raffaele De Rosa sticks with Orelac Racing for 2022 but on Ducati machinery, with the team known as Ducati Orelac Racing VerdNatura while Maximilian Kofler will race with CM Racing with the Ducati Panigale V2. Davide Giugliano is returning to the paddock as a team manager with D34G Racing, with two Ducati bikes, running brothers Filippo and Federico Fuligni in the WorldSSP Challenge.
Triumph are also returning to the Championship with two bikes at Dynavolt Triumph, run by the very successful PTR squad, with Hannes Soomer and Stefano Manzi looking for a title fight using the Triumph Street Triple 765 machine for the 2022 season. Niki Tuuli returns for a second season with MV Agusta Reparto Corse, with the team running the MV Agusta F3 800 RR in 2022 with the new ruleset. He will be joined in a two-rider line-up by Bahattin Sofuoglu, who will run in the WorldSSP Challenge.
Reigning Teams’ Champions Ten Kate Racing Yamaha have stuck with Dominique Aegerter as they look to make it two-in-a-row in 2022, with young Italian rider Leonardo Taccini joining the team. At Kawasaki Puccetti Racing, Turkish star Can Öncü is looking to build on podium finishes in the closing stages of 2021 as 2022 gets underway while Yari Montella joins the team.
Two generations of Bayliss Ducati Superbike riders. Oli will be out to break his Dad’s records!
The Evan Bros. WorldSSP Yamaha Team have retained Hungarian rider Peter Sebestyen for 2022 but will field Lorenzo Baldassarri alongside him after finishing second in the Riders’ Championship in 2021 with Steven Odendaal. Frenchman Jules Cluzel will remain with GMT94 Yamaha once again, and he will race alongside Andy Verdoïa who returns to the Championship full-time. MTM Kawasaki will be competing in WorldSSP in 2022, with 2021 WorldSSP300 Champion Adrian Huertas riding for the team that has had so much success in WorldSSP300 and who he claimed the 2021 title with, while Benjamin Currie will make his debut in WorldSSP in 2022 with Motozoo Racing by Puccetti. German rider Patrick Hobelsberger returns to the Championship on a full-time basis after three outings in 2021, competing with Kallio Racing in 2022.
Kyle Smith returns to the Championship with VFT Racing alongside Marcel Brenner, who will compete in the WorldSSP Challenge while Dutch rider Glenn van Straalen returns with EAB Racing Team after finishing the 2021 campaign with the team. At Yamaha MS Racing, they retain Unai Orradre who made a mid-season step up to WorldSSP in 2021 from WorldSSP300 and he will be alongside Ondrej Vostatek in the Yamaha MS Racing box.
Seven riders will compete for WorldSSP Challenge honours including Filippo and Federico Fuligni and Marcel Brenner, including three riders who have graduated from WorldSSP300. 2020 WorldSSP300 Champion Jeffrey Buis made his debut in the final two rounds of 2021 in WorldSSP and will continue with Motozoo Racing by Puccetti in 2022, while Tom Booth-Amos will make his debut in WorldSSP with the Prodina Racing WorldSSP600 outfit as the team also steps up. The third WorldSSP300 graduate in the WorldSSP Challenge is Turkish star Bahattin Sofuoglu with MV Agusta Reparto Corse. The final WorldSSP Challenge competitor is Alessandro Zetti with Kallio Racing.
The two-day test for the MOTUL FIM Superbike World Championship came to a conclusion with six-time Champion Jonathan Rea (Kawasaki Racing Team WorldSBK) topping the timesheets as the only rider to lap in the 1’38s bracket across both days of the offical test.
Despite only half a day of testing at Jerez, Jonathan Rea topped the timesheets ahead of teammate Alex Lowes as the Jerez test came to an end.
After sitting out of day one of testing, Rea also only took to the track around 13:00 Local Time for a half-day test, but it did not stop him going straight to the top of the timesheets with a 1’38.851s. Rea was able to complete 61 laps in his half-day of testing, lapping faster than teammate Alex Lowes by around 1.4 seconds.
Lowes had spent the first day of action focusing on the front of his Kawasaki ZX-10RR machine before switching his attention to the rear on day two as he looked to focus on corner exit improvements. Lowes completed 59 laps and posted a best lap time of 1’40.266s. Both Rea and Lowes were able to test Pirelli’s new-for-2022 SCQ tyre during their day two action.
“Lowes had spent the firs day of action focusing on the front of his Kawasaki ZX-10RR machine before switching his attention to the rear on day two as he looked to focus on corner exit improvements.”
Lucas Mahias (Kawasaki Puccetti Racing) was the third Kawasaki rider on track and the final WorldSBK rider on day two, as the Frenchman continued his comeback from a scaphoid injury that forced him out of the end of the 2021 campaign. Mahias had some new components on his bike, with more to come including updates such as the gearbox and aerodynamics. Mahias also tested a new suspension at Jerez as Kawasaki Puccetti evaluates Öhlins suspension. He completed 64 laps with a best lap time of 1’40.542s.
Finnish rider Niki Tuuli (MV Agusta Reparto Corse) ended the day on top in the WorldSSP category after completing 45 laps. Running the old bike with a new engine in a hybrid, the Finn posted a best lap time of 1’42.341s as the sole full-time MV Agusta tester on track. He had been joined on day one and part of day two by five-time champion Kenan Sofuoglu after his nephew, Bahattin Sofuoglu, tested positive for COVID-19 before the test.
Only three WorldSBK riders took to the track as Team HRC opted to miss day two of action after a “fantastic” test day.
Tuuli was followed by Turkish duo Can Öncü (Kawasaki Puccetti Racing) and Kenan Sofuoglu, with the latter switching his attentions to Kawasaki Puccetti in the afternoon. With a new ruleset coming into force in WorldSSP for 2022, the team drafted in Sofuoglu to test out the new brake systems for the upcoming campaign including a new brake pump and disc. Sofuoglu took to the track on Öncü’s #61 Kawasaki ZX-6R machine, with the #61 bike completing 85 laps, the most of anyone, with a best time of 1’42.361s. Sofuoglu’s best recorded time, when he was with the MV Agusta machine, was a 1’43.774s after putting 30 laps to his name.
Yari Montella, who is making his full-time debut in WorldSSP in 2022 for Kawasaki Puccetti Racing, added 49 laps to his tally across the two-day test despite a few crashes for the Italian. He had a tumble at the final corner on day one but was able to re-mount and continue riding, while he also had two more crashes today including one at Turn 10. Despite this, he posted a best time of 1’43.875ss on an eventful two days for the Italian.
“Tuuli was followed by Turkish duo Can Öncü (Kawasaki Puccetti Racing) and Kenan Sofuoglu, with the latter switching his attention to Kawasaki Puccetti in the afternoon.”
WorldSSP rookie Ben Currie (Motozoo Racing by Puccetti) and teammate Jeffrey Buis added 44 and 49 laps to their experience respectively on day two, with Australian rider Currie riding on track despite a wrist injury he noticed on day one; he had some physio in the evening to ensure he was able to ride again on the second day. His best time was a 1’44.606s while Buis, who took part in the final two rounds of WorldSSP in 2021, was around one second slower. Ana Carrasco was also on track at Jerez, testing a WorldSSP machine for the first time, completing 52 laps with a best of 1’47.553s.
Unofficial WorldSBK times from day two at Jerez:
1 Jonathan Rea (Kawasaki Racing team WorldSBK) 1’38.851s
2 Alex Lowes (Kawasaki Racing Team WorldSBK) 1’40.266s
3 Lucas Mahias (Kawasaki Puccetti Racing) 1’40.542s
Unofficial WorldSBK times after day one of testing:
1 Alex Lowes (Kawasaki Racing Team WorldSBK) 1’40.316
2 Xavi Vierge (Team HRC) 1’40.342
3 Iker Lecuona (Team HRC) 1’40.496
4 Lucas Mahias (Kawasaki Puccetti Racing) 1’40.921
