Following the provisional calendar announcement, which sees the championship travel to seven different countries, the provisional Entry List for the 2022 FIM Enel MotoE World Cup can now be announced, with 18 riders of at least six nationalities set to contest the Cup next season.
“Following the provisional calendar announcement, which sees the championship travel to seven different countries, the provisional Entry List for the 2022 FIM Enel MotoE World Cup has been announced.”
A host of fast faces return to the grid, including 2020 and 2021 Cup winner Jordi Torres (Pons Racing 40). The Spaniard will be joined by the likes of 2021 runner up Dominique Aegerter (Dynavolt Intact GP), multiple race winner Eric Granado (LCR E-Team), 2019 Cup winner Matteo Ferrari (Felo Gresini MotoE), race winner Miquel Pons (LCR E-Team) and podium finisher Mattia Casadei (Pons Racing 40).
The 2022 season will also see the return of Grand Prix winner and established MotoE™ challenger Bradley Smith, the Brit set to line up at WithU GRT RNF MotoE Team alongside another experienced, returning rider in Niccolo Canepa. Grand Prix podium finisher Hector Garzo (Tech3 E-Team) also returns to the fold, having already proven one of the fastest in the field in his previous MotoE™ outings.
“A host of fast faces return to the grid, including 2020 and 2021 Cup winner Jordi Torres (Pons Racing 40).”
The experience continues with Maria Herrera (Openbank Aspar Team), Hikari Okubo (Avant Ajo MotoE) and Kevin Zannoni (Ongetta SIC58 Squadra Corse), and there are also a good number of rookies set to contest the Cup in 2022.
They include the likes of Xavi Fores (Octo Pramac MotoE) and Alex Escrig (Tech3 E-Racing). Fores is a multiple podium finisher in WorldSBK and has a wealth of experience on two wheels ahead of his new challenge, and Escrig arrives from winning the STK600 category in the 2021 Moto2™ European Championship – as did Fermin Aldeguer, one of the fastest MotoE™ rookies last season who then went on to take the European Moto2™ crown.
Wakefield Park is located near Goulburn in NSW and is named after the founder of Castrol Oil. While it is a relatively short track it has plenty of fast sections that can make or break your lap. Check out how to get the most out of your lap!
Turn one is the fastest corner on the track. Rider will often downshift a gear and roll the throttle back before turn two.
Turn One
Depending on what size bike you are taking through there, this is not really much of a turn and is more of a fast kink. On the ZX-6R it was back one gear from sixth and then rolling the throttle back on slightly before turn two.
After coming through turn one, you’ll be on the brakes hard for turn two. Don’t stress though, there a large run off and gravel area if you get it all wrong!
Turn Two After drifting to the outside of the track coming through the turn one kink in fifth, I would pick the bike upright a little to brake in a straight line while shifting back two more gears before tipping into turn two. It is important to release the brakes early here to let it keep rolling and pick up the throttle early to keep the rpms from dropping too low and get a good exit which could allow one of the very few passing chances up the inside into turn three.
“On your own (or at a track day) you would approach from the outside white line, shifting back to third for a fast entry.”
Turn Three On your own (or at a track day) you would approach from the outside white line, shifting back to third for a fast entry but in a racing situation you had to cover yourself a little from someone coming up the inside.
Turn three exit.
Turn Four
Turn Four Was simply about pulling it back to the left a bit and shifting back to second and even a mid-track entry was okay here because you tended to park it a little before you started to build speed again through the next series of turns.
The exit was fun as this was the first of two turns where it would slide and spin a little then shifting to third just before tipping into turn six.
Turn Five After picking it up a little and driving out of turn four over the slight rise, turn five was slightly faster as you went down through the dip that was the apex, all the time being careful not to grind out the cases and foot pegs through here and ending up on your arse in the dirt.
Turn Six
Turn Seven
Turn Six & Seven This turn meant building speed around the right and keeping the bike stable before flicking it left through the fast turn seven. Depending on the bike and gearing again, but usually it was up to fourth through here to soften the bike slightly under acceleration before grabbing the brakes and back to second for the tight left.
“Turn Eight was basically just a matter of getting it stopped and lining it up for the exit onto the next faster section.”
Turn Eight
Here it was basically just a matter of getting it stopped and lining it up for the exit onto the next faster section. After apexing the turn you would get on the throttle smoothly, a little like the 11 and 12 combination at Eastern Creek. Picking up the throttle and letting it run out before pulling it back in to apex again.
Turn nine is all about getting a good run onto the back straight. Plenty of time can be made up here on a small bike.
Turn Nine Having shifted up to third on the exit of turn eight and sometimes fourth (again to keep the bike settled), it was then the flick right and on to turn 10. You really needed to be inch perfect through here – outside white line, inside white line and outside white line again to get the run onto the back straight and hopefully create a passing chance into the last turn on the track, the tight second-gear turn 11.
Turn ten is a make or break corner. It sets you up for the rest of the lap but you can also get it all wrong through here and end your race.
Turn Ten Following KC around here in the early days was when I started to realise that rushing in all locked up on a bigger bike wasn’t always the best way because although I liked to be able to close the gap a lot on Kev on the brakes I would lose all of it and more again every time on the exit.
Despite it being a fast track, it flows well on 300cc or smaller bikes with corners being all about carrying the speed.
That was when I started to realise I wasn’t using the power on the exit because I couldn’t get the throttle opened. All because I was still trying to get it stopped and all back in line and I was carrying way too much lean angle while Kev was already gone with the throttle fully open.
Jeff has seen some success racing at Wakefield.
Overall, it’s a great track!
Overall I really enjoyed riding around on my own at Wakefield Park and loved the layout but racing on it left me a little frustrated trying to find passing places. I would imagine it must be a pretty tough race around there with a field of superbikes unless you had qualified on the front row and got away at the front. Saying that though, compared to some of the BSB tracks I have seen, Wakefield Park leaves them standing in the shade.
“compared to some of the BSB tracks I have seen, Wakefield Park absolutely leaves them standing in the shade.”
Being honest though, if they can run car races around Wakefield Park, then back in 1997 when I last raced there in my early Supersport days I probably still had a fair bit of my overtaking craft and manoeuvres to learn.
Wakefield Park is located near Goulburn in NSW and is named after the founder of Castrol Oil. WORDS: Andrew Pitt PHOTOGRAPHY: Keith Muir, John Smith
Thinking about getting into racing or just want to do a track day? Check out our list of contacts to help get you started.
When Todd bought his new 2012 CBR1000RR to get back into road bikes after a few years switching to off road, he went to town on all the bling bits he could find. What he ended up with was a stunning black current Blade and there was no way he was going to trash it at a track day.
“After many weeks he eventually found this amazing Fireblade on eBay, it turned out to be only 15km from his house.”
As a qualified flag marshal and a race fan, Todd had always wanted to get out on the track himself so decided to build a track hack just for that purpose. Something that was affordable and would not break the bank too much if it was thrown down the road…
After deciding on a big bore Japanese sportsbike, Todd began the search. After many weeks he eventually found this amazing Fireblade on eBay and better still, it turned out to be only 15km from his house. A call was made and a deal struck and later that night Todd had a crashed CBR929 in the shed. Well, in a mate’s shed anyway.
The best thing about bikes as commons as the Fireblade are that parts are super easy to score.
A quick look on eBay and he was in business.
The bike was previously a track day bike and the owner parted company with the bike. It had extensive gravel rash and the tank was dented. It was also dirty and in need of a service and new tyres. A quick visit to eBay saw Todd score a set of Castrol race fairings that were delivered from China for $500.
“I then filled the dent and had a local smash repair joint respray the tank white, then went over the bike with spanners and checked every nut and bolt, changed the oil and filter, and basically gave it a detail and tidy up”.
Yoshi exhaust kit.
More than enough power to have fun with.
“I then got a red Pro Bolt kit from eBay and a screen from the UK. The only problem I encountered on the build was the fairing kit mounting holes were too small for the grommets. But all up I only spent about four weeks on the bike”.
Todd purchased every single part online, “There are some great bargains to be had,” says Todd, “Don’t be turned off by cosmetic damage just add a fairing kit to your budget and any other minor scratches won’t affect your lap times!”
Nissin calipers.
“There are some great bargains to be had,” says Todd.
New parts used on the bike include the fairing kit, Pro Bolt kit, screen, oil and filter plus tyres are on the way. Used parts were donor bar ends from the owner’s 2012 CBR, heel plates and a chain guard.
“I couldn’t be happier. The entire bike cost less than a repair if I drop my new Blade. I spent just on $3000 and I took it to Western Sydney Dragway for a shakedown ride and ran 10.937@213km/h so that is great. Next up I want to change the gearing, fit new tyres and hit the track”.
Whatever the reason for a gearing change, you need to understand all the pros and cons of your gearing options, reason being, with every change in the direction you wanted to move, will be offset with positives and negatives. So when I make a change I consider at what cost did I get that benefit?
We see it all too often – a gearing change for one reason, without considering the effect on other areas.
The decision to change gearing is stemmed by the initial want for more power or speed, a holistic view will have you consider how the new gearing will affect following areas; rider input, geometry of your bike both front and rear, corner speed, how many gear change, what we gain in one corner, we lose in another or in an overall lap time?
As a coach I Quite honestly believe gearing has a huge impact on rider development. Gearing a bike around a poor riding habit is not going to help the new rider develop. What I usually find is as the rider improves he or she goes back to an original gearing, so the original problem was a riding problem and not a gearing issue.
There are plenty of advantages and disadvantages to changing your gearing set-up. A lot of it depends on your riding style and the track in question.
Gearing sounds simple but there are some trial blunders made especially by novices. I know because I made them myself. You know it’s funny how losing can be a real lesson; it’s the pain that makes the lesson stick in your head. Racing was great educator for me, I hated losing, and racing taught you one thing. The past should not equal the future!
With motorcycle road racing, if you did not make a change to what you were doing wrong, then you were getting much the same result at the next race meeting. So I learnt you can never sit on your arse and expect things to change – you had to sit down, work it out and not be complacent, competition tells you that just because you win today does mean you will win tomorrow.
“The dynamics of the bike and rider, the bond between the two, is paramount and a critical consideration in gearing decisions, even race strategies will be made around how you set up your bike.”
The dynamics of the bike and rider, the bond between the two, is paramount and a critical consideration in gearing decisions, even race strategies will be made around how you set up your bike, especially if you are interested in endurance racing.
It is also very important to understand that gearing doesn’t change the horsepower of the motorcycle, although different gearing on a dyno will change how the dyno reads your engine rpm may reflect a different opinion.
Reasons for change Road bikes are usually set up for a range of different conditions so when we race our road registered sportsbikes we are trying to improve lower acceleration in a straight line or out of a particular corner.
Maybe we are at a track where there is a lot of low speed turns requiring bottom power to drive.
Improve top end speed, especially if we get to a fast track or a track with a large long straight.
Get better engine performance in certain parts of the track
Different tyre manufacturers can have the same size tyres but have variances in rolling diameter.
Running out of rpm
While you may see some reasons to switch your gearing up listed above. There are still some downsides.
Down sides
Better bottom end power off the turns maybe great but the top speed of your motorcycle is affected
Gear engine rpm to your current riding skill and speed.
Not tuning for the slip stream
Increase wear and tear on tyres
Harsher acceleration = harder to get on the throttle earlier
More engine rpm in turns can make you feel real busy and that you are going faster than you actually are
There are quite a few ways we can change our gearing. Internal gearbox cassette gearboxes in genuine GP bikes and other exotic bikes means you can alter all gears – input and output – to gain an advantage in a particular area without losing out in another area… very good fun but very complex and expensive.
Front sprocket
The larger the sprocket the faster top speed less bottom power, the smaller the front sprocket the better bottom end power less speed. There are issues with changing the front sprocket in the way it pulls the chain and effects swingarm movement and rear squat.
Front and rear sprockets will make certain types of changes like acceleration and outright top speed.
Rear sprocket
When we change the amount of teeth on the rear it work in the opposite to the front. Three teeth up or down on the rear equals one on the front. The issues on changing this sprocket is not as bad as the front, however there are still changes which will affect ride height and wheelbase.
Diameter of wheel Rolling radius of rear tyre is just the same as your wheel-not every manufacture has the exact rolling radius tyre dimensions, knowing if you have a larger or smaller diameter tyre is critical especially if you have tuned the bike and gearing to a track then you change brand in tyres or model. It should be remembered that larger diameter tyres will also affect you steering geometry.
Wheel diameter actually makes a lot of difference too, this should be taken into account when deciding what gearing to run
Gear Ratio chart A gear ratio chart-can be a very effective way of calculating the overall ratio of the front and rear sprocket. The chart should be laminated and kept with track maps and tuning information. I have always used one and it is such a brilliant tool. The ratio can be worked out mathematically using a calculator – divide your rear sprocket i.e. let’s say your motorcycle has a 38-tooth rear sprocket, divide 38 by your front sprocket, which is 14 – this gives you a ratio of 2.714:1.
If we change the front sprocket to say 13 and maintain the same 38 rear this would give a ratio of 2.923:1. A gear ratio chart makes finding these ratios a lot easier and you have a better idea of what options you have available firstly with the sprockets you possess or may even need to buy so you can create a range of front and rear sprockets to fine tune your exact gearing.
“Being able tune your gearing so you can maintain concentration, reduce fatigue, high corner speed, good acceleration and easy motor, is a great advantage.”
Rider input When we lean a motorcycle over we use a smaller diameter of the tyre. When this happens, if you are paying attention, you will realise that the rpm will pick up. Likewise as we stand the motorcycle up we increase the rolling radius of the tyre, which also affects the gearing of your motorcycle lowering engine rpm. This means a good road racer or track day punter knows when to pick up the bike and why!
Being able tune your gearing so you can maintain concentration, reduce fatigue, high corner speed, good acceleration and easy motor, is a great advantage, we do this by reducing engine braking, noise, reducing the amount of gear changes we have to do, or just quite simply moving a gear change point to suit an action that makes the lap more efficient. This is a rider skill as much as a tuners skill.
Ensuring you match your gearing to the track you’re riding is important too. You don’t want your bike to run out of puff!
Measuring performance The measurement of rpm on the exit of every turn can help. The noise of an under geared bike can make us feel we are travelling faster than we are especially when we look at the overall lap time. If you get real smart you may even be able to get a friend to do track splits where you can measure a performance in one part of a track, this great to iron out both riding and gearing on your bike and help you run different lines to make a set-up work.
You will need the following information on your bike set up sheets:
Map of the track
Track information (length turns etc).
Engine hours
Fuel used
Weather conditions
Track surface conditions
Tyre details
Suspension settings
Chassis settings
Gearing
Lap times
Record the following info too
Make a map of gear change points up and down
Rpm out turns and max rpm on straight
Acceleration points
Braking points
Feeling of harsh acceleration
Feeling of lack of acceleration
Weather conditions
Dry conditions allow us to run more corner speed which means we will be able to pull higher gearing. Wet conditions means we are down on grip which has a huge effect on your corner speed so lower gearing. Windy condition may blow you around on the way into and out of turns which can affect your corner speed.
Change in sprockets can have an effect on your chassis set up. Front sprocket is preferred not to be changed from std as it changes the way the chain is pulled and that has a huge effect on the swingarm especially under hard acceleration. Rear sprocket change will affect the rear wheel position which can have an effect on the rear, wheelbase which will also have an effect on the geometry of the bike.
“Dry conditions allow us to run more corner speed which means we will be able to pull higher gearing.”
Personal gearing lessons and strategies One of my racing mates would be over to our pit garage after every qualifying session asking what gearing we were running. We would not disclose it so we could keep the opposition guessing and play with their heads
My mate kept this up for quite a while, so I took this game one step further and I wrote in white marker on the rear sprocket the incorrect gearing. I knew I had succeeded with my little trick when he came to me all despondent asking how the hell we ran such tall gearing. I just laughed.
Bernie tells us some tips to final gearing choices… Words: Bernie Hatton
The Bend Motorsports Park was the location for the Grand Finale of the 2021 ASBK season, and championships were on the line in all classes. Big name riders returned from international racing to compete at the final ASBK round, including MotoGP superstar Jack Miller and World Endurance racer Josh Hook…
Wayne Maxwell leads the Superbike field in to turn 1, starting a very successful weekend.
The premier Superbike class saw Wayne Maxwell (Pirelli) enter the weekend with a comfortable points lead over second place, but with a championship up for grabs, and with a field stacked deep with talent, Wayne would have to be on top of his game. And from Friday afternoon it was evident just how good Maxwell and the entire Boost Mobile K-Tech Ducati team are. Setting the fastest lap time in Free Practice 3 on his Ducati V4R was just the start of what was a flawless weekend for Maxwell, going on to take Pole position with a new qualifying lap record on Saturday afternoon, and two race wins on Sunday to secure the Superbike Championship for himself, the Boost Mobile K-Tech Ducati team and Pirelli.
Taking second overall for the round and securing second place in the championship standings was Glenn Allerton (Pirelli) aboard his Maxima Racing BMW. Allerton rode strong all weekend and put in two great second place finishes behind Maxwell in what was a great result for Glenn and the Maxima Racing BMW team. Rounding out the championship standings podium was Cru Halliday, with Troy Herfoss in fourth, while DesmoSport Ducati’s Oli Bayliss (Pirelli) in his rookie year on board a Superbike rounded out the top 5.
ASBK Australian Superbike Champion for 2021 Wayne Maxwell.
The Australian Supersport Championship is always hotly contested and 2021 would be no different, with 3 riders in the hunt for the title going in to the Grand Finale at The Bend. It was a battle between Broc Pearson (Pirelli) who led the points going in to the final round ahead of Tom Edwards (Pirelli), and Max Stauffer (Pirelli) and it would be no holds barred racing between the riders in what made for some epic racing that won’t soon be forgotten.
Race 1 saw Edwards, Stauffer and Pearson battle at the front of the field early before Edwards was able to make a convincing pass for the lead and gap the other 2 riders. Stauffer was then able to make a pass on Pearson for second with 2 laps to go, holding him off until the finish line. The implications of that pass meant Edwards now trailed Pearson by 1 point in the championship standings with 1 race remaining. The final race of the season would determine the 2021 Supersport champion. And didn’t the final race of the season deliver. With everything on the line, Tom Edwards and Broc Pearson pushed the absolute limits of their Yamaha R6’s at the front of the field, trading paint and swapping positions almost once a lap for the entire race.
Broc Pearson and Tom Edwards battled it out on track in the Supersport class.
On the final lap it was Broc Pearson who was able to make the pass on Edwards, and with just several corners to contend with, was able to block any pass attempts Edwards made to lead in to the last turn. With a short run to the finish line it was Broc Pearson who would cross the finish line first, just 5 one hundredths of a second in front to claim the 2021 ASBK Supersport Championship. A well-deserved and hard fought championship win. Tom Edwards secured second in the championship with his second place finish for the round, while Max Stauffer rounded out the podium in third.
The 600cc Supersport division came down to a three man, all Yamaha race with Broc Pearson taking a narrow points gap in over rivals Tom Edwards and Max Stauffer.
The two deepest fields of the weekend belonged to the two 300 classes, the Supersport 300 class, and the Yamaha R3 Cup. The two extremely competitive classes both had full grids for their 3 races across the weekend, but there was one rider who had been a dominant force in both classes all year. Ben Baker (Pirelli) came in to the weekend with a sizeable points lead in both classes, and just needed consistent finishes across the 3 races in each class to wrap up the titles.
Two third place finishes and a race win in the final race of the weekend was enough to see Baker crowned the 2021 ASBK R3 Cup champion, ahead of Glenn Nelson (Pirelli) who put in 3 great rides which included a race win in Race 2 to secure second overall in the championship standings, while Cameron Dunker (Pirelli) did enough to secure third overall for the championship despite a crash in the last race of the weekend.
Despite not finishing race two, he still won the championship by nearly 30 points. In second place was Reece Oughtred and third was Zac Johnson.
In the Supersport 300 class it was anything but smooth sailing for Baker who had once again put himself on Pole, and after a solid third place finish in race 1, it was a crash in race 2 that left him outside of the points and potentially opened up the opportunity for another rider to snatch the championship from his grasp. The final race saw Baker ride a solid race to finish fourth, enough to wrap up the ASBK Supersport 300 Championship.
An amazing effort by Ben to win both the R3 Cup and the Supersport 300 championships. Reece Oughtred (Pirelli) had a great weekend to secure his second place finish in the Supersport 300 class, while Zac Johnson (Pirelli) did enough to hang on to his third place finish overall despite a crash in the final race which saw him finish outside of the points.
Swain was a convincing winner in the series, finishing well clear of Ryan Larkin and Levi Russo.
The Oceania Junior Cup always sees great battles with every rider aboard identically prepared race bikes, and the Grand Finale at The Bend was no different. With a points lead coming in to the final round, Cameron Swain (Pirelli) would be the rider to beat for the championship, with the likes of Ryan Larkin (Pirelli) and Levi Russo (Pirelli) looking for race wins and maximum points. In the end it was Swain who came out victorious with 2 second place finishes and a race win for the weekend to take out the 2021 Oceania Junior Cup. Larkin put in 3 great rides with 2 race wins and a third place finish to secure his second place overall for the championship, while Levi Russo was super consistent all weekend to lock away his third place for the championship.
Congratulations to all of the 2021 ASBK Champions as well as every rider that went racing in what was a difficult year due to the interruptions and cancellations of events throughout the year. Bring on 2022.
With COVID-19 restrictions and lockdown interrupting the ASBK season, club racing and state level competition, we’ve had to rely on the thrills of the MotoGP and WorldSBK championships for a racing fix. That doesn’t mean the first few rounds of ASBK didn’t produce some cranking action… Here are our favourite shots from 2021 so far…
Midway through the race Herfoss had a comfortable lead.
ASBK will be heading back to The Bend for the first time since 2019 in a season final spectacular.
Motul has placed motorsport as its prime creative and ingenious laboratory since it first began appearing in motorsport disciplines in the 1950s. They are continuing their support for racing by renewing their contract with ASBK.
The 2022 ASBK season starts on the 25th of February on the Philip Island Circuit. Be sure to check out all the action then!
It was an exhilarating weekend for Aussie racing fans as the ASBK Descended upon The Bend Motorsport park for the 2021 Grand Finale which saw Wayne Maxwell win the championship and Miller jump on the podium! Words: Stu McGraw Photos: Optikal/ASBK.
Jack Miller put on an awesome show for fans at the ASBK finale. Pic: Optikal
After a hearty breakfast I zipped over to the track to check out how the inclusion of a MotoGP rider affected crowd numbers at the ASBK Grand Finale. The fact that it took 35 minutes to get into the gates should tell the story – reports indicate that this might be the best attendance in ASBK history.
Endurance World Champion Josh Hook is back again for another tilt at glory with the F.C.C.TSR Honda France team.
Wayne Maxwell Photo: Optikal
Jack Miller Photo: Optikal
Jack Miller Photo: Optikal
The entire facility and organisation of the event was absolutely top shelf. Kudos to the track owners and event organisers, considering the disjointed and limited nature of the 2021 ASBK season this weekend should provide a beacon of light for years to come.
I witnessed Miller spending time with almost all of the Oceania Junior Cup kids, chatting about various aspects of life as a racer…
On to the action, and early practice saw the usual suspects at the top of the leader board – Maxwell, Falzon, Bayliss – with outright lap records tumbling further and further as the session progressed. Lucky too, as they were pushed hard by the ring-in. And that really goes to the heart of what we are seeing here this weekend – a transfer of knowledge.
To see Jack Miller riding in competition with the ASBK guys is to witness everyone having their skills elevated. Jack was adamant he was going to make this round to finish his year off with a home race, because he knows how much the local fans have missed out these last two years.
Jack Miller spent plenty of time talking to young competitors at The Bend, ASBK
Whether he realises it or not it actually means more than that. The value to the up and coming riders is immeasurable. The lack of the MotoGP media contingent has provided a freedom I am sure that Miller has missed, one that has allowed him to wander the paddock alone and unfettered. I witnessed Miller spending time with almost all of the Oceania Junior Cup kids, chatting about various aspects of life as a racer. For these heroes of tomorrow with stars in their eyes that alone is an opportunity I am sure they would never have dreamed of.
Oli Bayliss, Wayne Maxwell, Jack Miller, Glenn Allerton
Wayne Maxwell (L) and Oli Bayliss.
For these heroes of tomorrow with stars in their eyes that alone is an opportunity I am sure they would never have dreamed of…
Wayne Maxwell, Jack Miller, Oli Bayliss and Glenn Allerton
Jack Miller.
Back on the track, Miller had a minor off at turn 1 while he was exploring the limits of his Michelin tyres. Anthony West continued to have troubles with his YZF-R1 and Oli Bayliss made it a Ducati 1-2-3 at the top of the timesheets with all three bikes clocking almost 10km/h faster than 4th placed Falzon.
Wayne Maxwell, Pole Award, Photo: Optikal
Running a MotoGP-style double qualification format, the top three of West (Yamaha), Wagner (Yamaha), and a still-wounded Troy Herfoss (Honda) progressed through Q1 to ride for pole. The Q2 session ended prematurely for Westy as his R1 called it a day at the back of the track.
Miller almost repeated his earlier mistake but managed to stand the bike up and get away with a wide exit out of T1. Falzon briefly headed the table Maxwell lit the blue touch paper and absolutely operated the 1:50.9 lap record he had set early in the morning – ultimately finishing top with 1:50.5!
Autograph signing session. Anthony West had a tough weekend plagued with bike problems. Photo: Optikal
The Q2 session ended prematurely for Westy as his R1 called it a day at the back of the track
Arthur Sissis and Falzon both impressed with their incredible efforts all day, and their teams should both be proud of the bikes they have delivered this weekend. But in the end, it was Ducati power that stole the day once again, with Maxwell and Miller delivering when it counted. The front row is completed by Falzon who just held into 3rd after Bayliss could not quite string together a complete lap to kick the Yamaha out of the spot.
Wayne Maxwell, Glenn Allerton, Jack Miller, Oli Bayliss
Glenn Allerton
Oli Bayliss
Endurance World Champion Josh Hook is back again for another tilt at glory with the F.C.C.TSR Honda France team.
A great day’s action at a great venue with a fantastic crowd to provide an awesome atmosphere – what else could a race junkie ask for?! The only blight on the day was the announcement that Adelaide had been declared a COVID hotspot by the Queensland government, meaning this little maniac had to run out for an emergency PCR test to ensure I will be allowed back home…
A great day’s action at a great venue with a fantastic crowd to provide an awesome atmosphere – what else could a race junkie ask for?
Jack Miller had problems getting off the line all weekend. Pic: Optikal
Race One After all the Saturday action, a quiet race day was never on the cards – and true to form we were all on the edge of our seats from the off. Before Race 1 even began the drama started off track with one International rider being picked up by police, after quarantine rules were changed overnight meaning he had not served enough time in isolation!
Jack Miller. Pic: Optikal
Miller will be back again, giving Australia’s top riders a run for their money on an unfamiliar machine!
Jack Miller. Pic: Optikal
Jack Miller. Pic: Optikal
Race 1 started in warm conditions with Miller going backwards off the line after he struggled to master the traction control and clutch of his Panigale V4R. All the hard work to get onto the front row was undone by turn 1, with Miller slipping back to 7th place. Up front Maxwell, Sissis, Allerton, Falzon, and Bayliss made the early running until Falzon crashed out and Bayliss made a small error that allowed a recovering Miller to slip by into 3rd. Oli’s day didn’t get any better as a mechanical issue forced him to retire soon after.
Josh Hook ASBK Pic: Optikal
Oli Bayliss, ASBK, Talem Bend Photo: Optikal
Troy Herfoss, Talem Bend Photo: Optikal
Jack Miller. Pic: Optikal
Up front Maxwell was still breaking lap records in a display of dominance. No-one could get near the rear wheel of his Ducati…
Up front Maxwell was still breaking lap records in a display of dominance. No-one could get near the rear wheel of his Ducati and he was able to focus on riding the amazing Bend track layout. With Miller having made his way back up to 2nd ahead of Sissis and Allerton the race seemed to settle down until local rider Evan Byles went down in a dangerous area and needed medical attention (we hope you are OK Evan). This forced a red flag and the excitement once again grew.
Maxwell leads Allerton, Bayliss and Miller. Pic: Optikal
As the riders made their way back around to re-form the grid we were informed by race control that the restart would be a 3 lap sprint, effectively undoing all Maxwell’s hard work. The 2nd race start of the day again saw Miller struggle with a launch but he manage to stay with the leaders. He then showed why he is a world class rider by outbraking everyone into turn 1 – classy stuff but short-lived as Maxwell grabbed the place back almost immediately along with Allerton.
Jack Miller. Pic: Optikal
Maxwell took the race two win. Pic: Optikal
Yanni Shaw hard ont he bbrakes.
Oli Bayliss, The Bend
Falzon sustained serious injuries at The Bend
Epis also managed to slide by Miller as he saw the leaders pulling away. As Jack struggled with rear grip Wagner saw an opportunity but overcooked his corner entry up the inside of Miller. The result was a very inelegant dismount that took out the MotoGP star and made Wagner the most unpopular guy of the weekend.
Maxwell took the win from Allerton and Halliday and took the Aussie Title while he was at it!
Back at the front Maxwell had again cleared out, with Allerton in hot pursuit. Epis and Halliday engaged in battle, with Halliday coming out on top to secure the final podium spot. The victory was enough for Maxwell to secure the title, his victory lap saw the now traditional gold helmet presented by his team.
ASBK Grand Finale Race One Podium (Full Results Here)
1 Wayne Maxwell – Boost Mobile Racing with KTech / McMartin Racing Ducati
2 Glenn Allerton – Maxima Racing Oils BMW (+0.906)
3 Cru Halliday – Yamaha Racing Team (+1.562)
High track temperatures of 50-degrees or more meant tyre life was a worry in the afternoon.
Race 2 Race 1 earlier in the day had exposed some serious tyre degradation issues for many riders. By the time race 2 came around tarmac temps were even hotter at over 50°C, meaning everyone expected most riders to struggle with rear grip.
ASBK Australian Superbike Champion for 2021 Wayne Maxwell.
The race start saw Miller struggle yet again as he just could not get to grips with the Ducati launch control. But that turned out not to matter as a series of incidents at turns 1 and 3 again brought out the red flag. The first involved Honda rider Hook and Yamaha’s Sissis, with both riders getting up immediately but bike debris littering the track. The 2nd incident was rather more severe however, with Falzon sustaining serious injuries to his back and pelvis, and breaking his femur, and privateer Cooper knocking his head and having no memory of the incident plus his bike caught fire.
ASBK Talem Bend Maxwell and Miller. Pic: Optikal
Daniel Falzon, Pic: Optikal
The 4th race start of the day was soon upon us. In another familiar sight, Miller bunny-hopped his Ducati off the line in pursuit of Maxwell, Allerton, and Bayliss. Bayliss showed his skill by passing Maxwell to take the lead, but then ran wide to allow him and Allerton back through.
Danial Falzon Photo: Optikal
Daniel Falzon. Photo: Optikal
Falzon sustained serious injuries to his back and pelvis, and breaking his femur. We wish him a speedy recovery.
Oli’s day got worse as he fell victim to Miller and slipped back to 4th. Allerton managed to challenge Maxwell somewhat until the new champion lit the blue touch paper and dropped his Ducati down into the 1:50’s – a time previously unthinkable on a race tyre that showed why he is the best in Australia.
Oli Bayliss, ASBK, Talem Bend Photo: Optikal
Oli Bayliss. Pic: Optikal
As the pace started to settle it was clear that Miller was struggling on his tyres. Halliday saw the opportunity and picked up the pace to get within a few tenths of the MotoGP star. It was not quite enough however, with Miller retaining the bottom spot on the podium behind Allerton and Maxwell.
Maxwell took the race two win. Pic: Optikal
The post-race celebrations saw stand up wheels and burnouts aplenty, with both Miller and Maxwell lighting it up in Parc Ferme. Everyone was on a high as they were finally able to see the guy they had travelled to the middle of nowhere to get a glimpse of. Jack was gracious with his time and open with the crowd. Wayne Maxwell remained cagey about his future and would not be baited on whether he would have another tilt at the title in 2022.
Kate Peck and Jack Miller. Pic: Optikal
As the post-race interviews wrapped up Jack was asked if he would be back for another cameo. His reply? “Let’s have a summer series so I can compete right around the country!” Hell yes!
ASBK Grand Finale Race Two Podium (Full Results Here)
1 Wayne Maxwell – Boost Mobile Racing with KTech / McMartin Racing Ducati
2 Glenn Allerton – Maxima Racing Oils BMW (+3.823)
3 Jack Miller – Ducati / Ducati Corse / Dainese / AVG / Red Bull / Caterpillar / Rival Ink (+5.887)
1 Wayne Maxwell – Boost Mobile Racing with KTech / McMartin Racing Ducati Panigale V4R
2 Glenn Allerton – Maxima Racing Oils BMW
3 Cru Halliday – Yamaha Racing Team
For the full results and reports on all classes of the weekend, click here…
GALLERY BY OPTIKAL PHOTOGRAPHY
Oli Bayliss, Wayne Maxwell, Jack Miller, Glenn Allerton
Jack Miller.
Glenn Allerton
Wayne Maxwell, Glenn Allerton, Jack Miller, Oli Bayliss
Glenn Allerton
Oli Bayliss
ASBK Talem Bend
ASBK Talem Bend
ASBK Talem Bend
ASBK Talem Bend
Jack Miller and Wayne Maxwell
Glenn Allerton
Jack Miller. Pic: Optikal
Jack Miller. Pic: Optikal
Jack Miller. Pic: Optikal
Josh Hook ASBK Pic: Optikal
Jack Miller. Pic: Optikal
Photo: Optikal
Jack Miller. Pic: Optikal
Jack Miller Photo: Optikal
Wayne Maxwell Photo: Optikal
Endurance World Champion Josh Hook is back again for another tilt at glory with the F.C.C.TSR Honda France team.
Autograph signing session. Photo: Optikal
Wayne Maxwell, Danial Falzon Photo: Optikal
Autograph signing session. Anthony West Photo: Optikal
Danial Falzon Photo: Optikal
Cru Halliday Yamaha R1 ASBK Talem Bend Photo: Optikal
Jack Miller, Daniel Falzon: Optikal
Mi-Bike
Jack Miller. Pic: Optikal
Oli Bayliss, ASBK, Talem Bend Photo: Optikal
Troy Herfoss, Talem Bend Photo: Optikal
Wayne Maxwell, Pole Award, Photo: Optikal
Wayne Maxwell, Talem Bend Photo: Optikal
Jack Miller. Pic: Optikal
Alpinestars has announced their continuing support of the Superbike class for the 2022 season.
This is great news for racing fans and the sport as a whole. ASBK will continue to regain popularity as it becomes more accessible for fans.
It was an exciting weekend of racing at The Bend Motorsport Park with Jack Miller coming home to race for fun and support classes battling it out for a packed crowd at the world class track in South Australia! Check out all the best shots from the weekend below… Photography: Optikal/ASBK
Jack Miller slides out of practice while learning the limits of his V4R and Michelin slicks at The Bend.
Cru Halliday Yamaha R1 ASBK Talem Bend Photo: Optikal
Wayne Maxwell, Pole Award, Photo: Optikal
Daniel Falzon. Photo: Optikal
ASBK Talem Bend Photo: Optikal
ASBK Talem Bend Photo: Optikal
ASBK Talem Bend Photo: Optikal
Danial Falzon Photo: Optikal
Danial Falzon Photo: Optikal
Danial Falzon Photo: Optikal
Wayne Maxwell, Danial Falzon Photo: Optikal
Autograph signing session. Anthony West Photo: Optikal
Autograph signing session. Photo: Optikal
It was always unlikely that Jack Miller would be the sole rider in the Thriller Motorsport garage, ASBK have now announced some additional riders set to descend upon The Bend Motorsport Park.
Endurance World Champion Josh Hook is back again for another tilt at glory with the F.C.C.TSR Honda France team.
Jack Miller Photo: Optikal
Photo: Optikal
Photo: Optikal
Photo: Optikal
Photo: Optikal
Jack Miller Photo: Optikal
Wayne Maxwell Photo: Optikal
Wayne Maxwell and Oli Bayliss.
Jack Miller. Pic: Optikal
Jack Miller. Pic: Optikal
Supersport 300 Talem Bend
The Dunlop Supersport 300 Championship is rightly considered as both an important step in the development of young riders and fantastic and exciting class in its own right.
Supersport 300 Talem Bend
Jack Miller. Pic: Optikal
Kate Peck and Jack Miller. Pic: Optikal
Jack Miller. Pic: Optikal
Jack Miller. Pic: Optikal
Jack Miller. Pic: Optikal
Josh Hook ASBK Pic: Optikal
Lachlan Epis.
OJC Qualifying Cameron Swain
OJC Podium
Cameron Swain
Cameron Swain
ASBK Talem Bend
ASBK Talem Bend
ASBK Talem Bend
Oli Bayliss Talem Bend
ASBK Talem Bend
ASBK Talem Bend
ASBK Talem Bend
ASBK Talem Bend
Jack Miller’s V4R
Ben Baker
Ben Baker and Kate Peck ASBK
Archie McDonald.
Supersport 300 Race 2 Podium.
Tom Edwards
Ben Baker, R3 Cup Champion
Supersport Race 1 Podium
Supersport Race 1 Podium
OJC Race 2
Supersport 300 Race 2
SS 300 Podium, McDonald-Drane-Grenfell
SS 300 Podium, McDonald-Drane-Grenfell
Oli Bayliss, Wayne Maxwell, Jack Miller, Glenn Allerton
In 2016 KMA hosted the World’s First press test of the new ZX-10R. Back then we said it was the closest Kwaka to a real World Superbike. The ZX-10R SE came next and we loved that. Now, in 2021, Kawasaki have done the impossible and further improved the mighty Ninja ZX-10R…
The heavily updated 2021 Kawasaki Ninja ZX-10R costs $26,000 + ORC and is available in Kawasaki dealerships now.
Back in 2016 when I rode the all-new heavily revised ZX-10R at the World Debut at Wakefield Park, I was completely blown away by the improvements to the machine. Having tested every version of the 10R since the first one, and had multiple long-term ZX-10R projects, I was pleased to find the aggression had gone and the chassis was balanced and, most importantly, it steered well.
I then road tested that bike followed two years later by my all-time favourite ZX-10R, the limited edition ZX-10R SE, which had electronic suspension and was the ultimate road going 1000cc superbike, with 200hp, a plush ride over bumps but firm and razor-sharp with the press of a button, ready for a track day. So, when I got the call to grab the latest 10R, the further revised 2021 model, I could not wait to find out what it was going to be like on road and track…
The new ZX-10R has geometry, engine tune, styling/aero and electronics updates all with the aim of a racier ride.
You can click the link below to read about all of the changes to the bike for this year, I won’t go into it again. In short, there are refinements to the electronics, engine, geometry, suspension, ergonomics and the obvious one, the aero package/styling… I have to admit, I reckon it looks amazing.
Looking at the weather forecast, I knew I was in for a soaking during the fortnight I had the ZX-10R in the garage… This stunning, brand new Ninja without as much as a speck of dust on it was about to become filthy. It was forecast to rain most of the fortnight, so the Rain mode was going to get a workout – and it sure as hell did… On the street and the circuit.
2021 Kawasaki ZX-10R new face and winglets.
2021 Kawasaki ZX-10R restyled rear-end and muffler.
Walking around and taking a good look over a new bike is always the first thing I do once I get it to BikeReview HQ. Checking out the ZX-10R, I was undecided as to whether or not it beats the SE in looks or not. So I looked back on my old images and decided the new one definitely gets the nod, particularly with the TFT display and the new front-end. It looks a lot better in the flesh than images, too, and over the test period would prove to be a magnet wherever I parked up…
The 2021 ZX-10R has 5mm taller ride height, a revised swingarm pivot position and taller COG among many updates.
THE RIDE
Sitting on the bike for the first time, the changes to the rider triangle are immediately noticeable to me. This feels more like a superbike than any of the previous ZX-10R models. Well, perhaps not more than the Tom Sykes factory WorldSBK I rode in 2011 at Portimao, but close! With a tall rear section of the race-firm seat, a longer reach forward to lower and flatter ‘bars, plus even taller footpegs than the already tall ones of the outgoing model, the new ZX-10R is all about the track, no compromises…
The new rider triangle is more track focussed than previous models, an advantage when scratching but a little uncomfortable around town.
It certainly feels more like my own race bikes did over the years, almost more like a nakedbike with flat, low and wide ‘bars and a tall ride height. I already know this will work on track and that it will be a compromise to the road experience for some riders. For me, I like the familiarity. I’m just concerned about the legroom as I prepare to head off for my first ride on the bike – a trip to catch up with Streetbike and Performance Cycles founder and Street Machine legend, now Retrobike (one of our previous titles) editor, Geoff ‘Seddo’ Seddon, who I first started chasing along the Old Road when I was just 16! What will he think of such electrickery?
New TFT display.
Ohlins electronic steering damper.
KQS up and down quickshifter.
Premium switches previously only on SE models.
I fire the beast into life (it takes about five cranks, this doesn’t improve over the test), and it settles into a low, rough idle with a few exhaust leaks until the system heats up and expands. It reminds me of a real race exhaust system built to exact tolerances. As the engine warms, I familiarise myself with the new TFT dash and the switches, which are standard Kawasaki premium model in design and function. I select Road mode, reset trip B, adjust the mirrors and brake (clutch is not adjustable) and head off…
My first impression of the ZX-10R as I head down the road is that it is very radical in seating position for the street. Being taller, the ‘bars are a long reach, so where the ergonomics are designed to promote race crouch, for me, my arms are dead straight, because my back is long. If I bend my elbows and move to a race crouch, I can’t see forward or around as much as I would like to for urban riding. I also need to crouch down just to see out of the mirrors. The new footpeg height is tight but OK, I would not want it any closer though between the footpegs and the seat. I like the wide ‘bars.
When sitting upright the handlebars are low and quite a reach forward. The mirrors are also very low and out of my field of vision. It’s a pure race ride position.
Like it was previously, the engine is as smooth as silk, a proper inline-four. In Road mode the throttle is gentle on initial opening and below 4000rpm the engine is nice and docile in the traffic. The clutch feels heavier than it did previously, which is strange, but it hardly get used. The KQS, which is only supposed to work above 2500rpm, works as low as 1000rpm, up or down. The engine will pull from 1000rpm, no problem, with a step up from 4k and another from 6k, and is a pleasure in town.
The new winglets are integrated neatly into the top fairing.
Another quality touch is the embossed seat.
Of course, gearing is tall, not too tall though, so first and second gears are all I use, with a short-shift to third at times. The temperature is well regulated and there is no unpleasant heat around my legs. Braking in town is a one finger task on the front lever, or a decent push on the rear brake. The rear brake ratio is another indication of the track focus and one I prefer, as I’m a clumsy but heavy user of rear brake on the racetrack and I always lock up sensitive rear brakes when racing or at track days. I was one of those riders that used to bleed air bubbles into my rear brake system, or add huge rubber bands to the lever, to prevent the bike going sideways into hairpins!
The Brembo M50 Monblock calipers and 330mm rotors are brilliant.
Nissin radial-pull master-cylinder needs only one or two fingers even for hard braking.
220mm rear rotor and a single-piston sliding caliper are adequate on the bike.
A firm foot is required to get the rear brake working.
I’m soon on the M1 motorway. I could have taken the twisty road but I really want to try the Cruise Control. So easy to use, the ECC is armed with a button on the left switch block and then alongside that there is the + and – speed, Select/Reset buttons. At 110km/h the ZX-10R is spinning at just 4500rpm and virtually vibe free, just a tingle through the ‘bars and ‘pegs as I relax on the Ninja.
The River Mark and neat graphics all add to the ownership experience…
Up to 120km/h, that buzz increases and can cause some numbness in the hands (as I found out on a few of the longer trips I did). The mirrors are clear, unlike the 2016 model mirrors at speed. When increasing or decreasing the cruise speed via the buttons, it takes a good few seconds for the 10R to react. Still, a great feature and one I use a lot during the test.
The mirrors are clear and vibe free but at constant freeway speeds there is some buzzing through the ‘bars and ‘pegs.
I arrive and Seddo and I discuss old school versus new. His famous red 900SS is still in his shed. I remember it on the cover of Performance Streetbike when I was still in school… I try to convince him that the new bikes and electronics are, in fact, awesome and fun. He shakes his head. When you come from old school air and oil-cooled long-stroke grunt, these new bikes are like electric vehicles, I guess.
I head home on the tourist route. Fast, bumpy and familiar. With the outstanding grip from the Bridgestone RS11 Street Race tyres on hand I’m able to push the limits, even with damp patches of tarmac lurking in the shadows. In Sport mode, the 10R comes alive, with a slightly more direct feel at the throttle from around 4000rpm and a heap on tap from six grand.
The lean angle indicator is cool.
The 10R averaged 6.2L/100km over 500km.
The riding position is making sense as the speed increases and the lean angle indicator starts going past 50º in the corners. The forks are as good as I remember them being, as close to the best I’ve experienced on the road. Bumps are almost not felt, not even a twitch through the ‘bars, yet there is firm support on the brakes.
The steering is quicker, more accurate and lively, yet confidence-inspiring and communicative. Feel is top level, on or off the brakes. It is an impressive setup, on a wide variety of surfaces.
Steering is noticeably sharper on initial turn-in, particularly off the brakes where the previous model liked the front loaded up for a quick turn. The new riding position, revised fork settings and rear spring change has made the 10R racier into corners. It’s fantastic for last-second line changing, even deep into a committed turn, while remaining stable and communicative. You would not even know the steering damper was working hard, there is no vagueness in the front, and the mid-corner composure, even at full lean and over bumps, is rock solid, no doubt in part thanks to the longer wheelbase and the revised swingarm geometry.
The swingarm is longer and the pivot point has been moved.
The forks have been tuned for more feel and are more track focussed..
The handlebar and seating position feels great while riding like this, easy to get up on the front and with loads of leverage from the ‘bars. The brakes are perfection, one or two fingers, even during really hard stops, with good feel and modulation and just the right level of initial bite for the road, without upsetting the balance of the bike. I’m sure the KCMF is helping all the time, it is so good I can’t feel it at all, so I guess it is doing its thing in the background. The footpeg position just feels wrong for me. My legs are close to full flex, so I lose some of the footpeg input/control rather than gain anything. I’d move them down 5mm if I owned one of these…
Footpegs are 5mm higher.
Handlebars are 10mm lower and 10mm further forward, with a less angled bend.
The rear of the bike is as magical as the front on the road, somehow managing to soak up a variety of bumps, yet supporting the bike well on the spring at all times, even hard on the gas in the high rpm range, with my 100kg in gear to deal with and the RS11 hooking up like glue. It’s a great setup at both ends, even on fast bumpy roads like this one. Very impressive…
The engine is and was previously a cracker. However, those that like low down grunt and power wheelies out of hairpins may not gel with the 10R motor. It is the softest down low of the current superbike class, however, those from a supersport background will appreciate the character, a very soft forgiving nature down low and through the mid range with a massive climb into the power from 6000rpm onwards.
I used the 10R as a daily ride for almost two weeks and loved every minute…
If you time the power right, to come on just as you exit the turn and begin to stand the bike up, the reward is an arm-stretching grin-inducing moment of mayhem as you chase gears through the KQS. It’s addictive and very fast. It is one of those engines that feel slow when you are going quick. It is an engine designed for lap times and rear tyre life. With six World Titles, Kawasaki seem to have got it right, wouldn’t you agree?
Time the power delivery right and the ZX-10R is an absolute missile off the corner.
I head to the racetrack the next day in the hope of a good wet and dry test. Leaving home at sunrise and with a backpack of camera gear, I really appreciate the cruise control. I head to Sydney from the Coast on the M1, straight into the NorthConnex, down the M7 and arrive at SMSP having done 120km on cruise and feeling comfy and relaxed.
Nothing like a wet track day on a brand new bike…
Luckily, Jeff had a whole week to get used to the bike.
The only issue? It is absolutely pissing rain. Oh well, I have a job to do and as I always tell myself when I have to track test in the rain, I end up smiling most of the time anyway and keep going out for the fun of it. Like jumping in the surf, once the initial lap is out of the way (that first cold shock), it’s all good fun!
Now, Bridgestone RS11s are not exactly a rain tyre, however, where they have an advantage over some other supersport tyres is that they have grooves right to and off the edge, so my previous experience tells me they work to half lean, just off the shoulder, then crab predictably from there. Other tyres can dump you on your arse pretty quickly at that point! With that in mind, I set the beast to Rain mode and head out for a look around. Surprisingly, the grip is not too bad say for the mud washing over the track at turn five and the rubber on the apex of turn eight. It feels good so I stay out.
The RS11s were not too bad as long as you stayed the upright side of the shoulder. The 2021 ZX-10R is handy wet weather tool… With the bike set in Rain mode, I did five full sessions and had a lot of fun splashing around SMSP.
In Rain mode the power is dumbed down significantly and the throttle is soft, however, there is a snatch on initial opening that is not there in the other modes. Also, at constant throttle around 4000rpm, the engine suddenly steps up rapidly and there is a power spike. I ride around it and get used to the throttle and power, keeping the revs above 5000 where possible.
Even with traction maxed out, the rear RS11 tyre is spinning at certain points, particularly if I try and feed power in out of turn five, up the hill, it spins up significantly, the engine rapidly climbing revs, then the S-KTRC catches it before again, it spins up. This is a surprise as on the road in Rain or Road modes, when I buried the throttle hard the previous day, the S-KTRC would interfere quite a lot before any spinning would occur, so I am unsure why it is spinning up on the racetrack.
The brakes are fantastic in the rain, with good feel and not too much initial bite. Overall confidence in the front-end was a highlight of the wet weather testing.
The braking package is impressive in these slick conditions and I’m thankful for the forgiving initial bite of the M50 calipers. Too often whopping 330mm rotors mean just breathing on a brake lever has your eyes popping out of their sockets. I much prefer to brake hard on my own terms, knowing the power is there the harder I squeeze, at least on a road based motorcycle and especially when negotiating a wet racetrack on road tyres.
Despite all the rain, the ZX-10R was still a ball of fun.
The tyres were far from a rain tyre but still had no issues in the wet.
Overall, after five sessions in the pouring rain, the ZX-10R got the job done and I am smiling as I roll out of the pits for the ride home. Of course, by the time I get to a coffee stop for a stretch, the sun is shining. Typical. I take the scenic route again, as if I wasn’t already mentally and physically drained. That’s just the engaging nature of the ZX-10R…
I’m blessed with a half sunny day a few days later, so gear up and head West to play with the custom Rider modes and get some more dry time on the bike. I end up having a good few hours of fun on Full power with S-KTRC off. The engine comes alive and is brutally strong. With 200hp on tap, you better hang on. It truly is a tyre shredding top-end only for those willing to play with fire.
The front wheel wants to hover above the ground in the first three gears above 8000rpm and the bike pulls out of corners like a missile. I then settle on Full power and S-KTRC level 2, which tames things a bit and makes me at least feel safer. On the other side of the performance spectrum, I set Rider mode 2 to Low power and maximum S-KTRC and try that on the slimy, damp parts of the road. It is super intrusive and safe, and a great option to have for those nasty sections or days.
The front wheel wants to hover above the ground in the first three gears above 8000rpm and the bike pulls out of corners like a missile…
Riding the bike back to KMA, I realised that the 10R can be a daily ride and a track day weapon. My initial impression of it being an all-out track bike was proven wrong by the simple fact that I used the 10R as a daily ride for almost two weeks and loved every minute. The little touches like the easy to get to sidestand, the great headlights, the loud horn, the taller screen, the awesome TFT display (although no range remaining is annoying), and the looks of the bike – it is stunning, with the River Mark and neat graphics, all add to the ownership experience. If I was younger, I’d have one as my daily ride. In fact, when I think of it, I did have a ZX-10R when I was 35…
Splashing around on a brand new motorcycle in the rain might be scary to think about, but the ZX-10 has a heap of assists to keep both wheels on the ground.
CONCLUSION
The new ZX-10R is more racebike than ever, with the same screamer yet tractable engine and a more track-focussed riding position and suspension setup. That makes it an even better ride day and road sports weapon than it was previously. The changes will take a small amount of comfort away on the road for taller riders but the handling improvements more than compensate for a little discomfort during those pesky transport sections. With the advanced electronics and high end brakes and suspension, and a price tag on par with the competition, it is well worth a look. Click here to find a Kawasaki dealership near you and go and have a try for yourself. Like I said, it looks even better in the flesh.
2021 ZX-10R Tech Highlights The Ninja ZX-10R has won both riders’ and manufacturers’ titles for six consecutive years in WorldSBK, the pinnacle production road racing series. For the 2021 models, Kawasaki say that high level of track performance has been elevated yet further with new ZX-10R & ZX-10RR models.
“The 998 cm3, liquid-cooled, four-stroke, inline four, DOHC engine benefits from feedback based on the Superbike World Championship machine.”
The 998 cm3, liquid-cooled, four-stroke, inline four, DOHC engine benefits from feedback based on the Superbike World Championship machine in the form of a new air-cooled oil cooler and cylinder-head changes, with both bikes high-lift cam ready. Peak power is 203hp with the race exhaust fitted, while the engine now meets the strict Euro 5 emissions requirements.
The new air-cooled oil cooler is a design often seen on high-performance models. Rather than routing coolant from the radiator to the oil cooler and back to the engine, the new oil cooler is air-cooled and has an independent circuit. Oil is routed from the left lower crankcase to the oil cooler, where it is cooled, then returned on the right side. The increased cooling performance contributes to engine performance at all rpm.
New oil cooler.
Euro compliant exhaust.
As for the limited-production Ninja ZX-10RR (500 machines worldwide), it benefits from new lightweight pistons to complement its Titanium connecting rods, both designed by Pankl. Also, a higher rev limit (400rpm more) further strengthens the potential of the base model. It also has Marchesini forged alloy wheels, a single seat and stainless-steel braided brake lines and an adjustable swingarm pivot point.
Designed with advanced aerodynamics, a new upper cowl with built-in winglets and compact headlights both improves aerodynamic performance and introduces next-generation Ninja styling. Furthermore, chassis geometry has been updated in order to improve upon the Ninja ZX-10R’s cornering performance and nimble handling. Suspension settings have been optimised to match. The swingarm pivot is 1mm lower, which enables better rear suspension action during corner exits.
“Designed with advanced aerodynamics, a new upper cowl with built-in winglets and compact headlights both improves aerodynamic performance.”
The screen is 40mm taller and set at a steeper angle. Together with the large upper cowl it contributes to the aerodynamic performance of the machine-rider package. The wind protection offered by the cowl and windshield translates to reduced stress from wind blast, enabling riders to change positions more smoothly as they set up for corner entry when riding on the track.
The LED headlights use direct projection units from Mitsubishi – the first use of their luminous optical modules on a motorcycle. The LED headlights are bright, compact and lightweight, weighing 1200g (compared to 1650g for the halogen units on the previous model). Use of a “reverse slant” design sees the new LED headlights positioned on the underside of the upper cowl. Flush fit of the centrally located LED position lamp contributes to the cowl’s aerodynamic performance.
LED headlights.
Taller windshield.
The Ram Air intake – a Ninja supersport trademark – has a new shape and is more compact than that of the previous model, but the design of cowl directs air toward the intake so its efficiency is unchanged. Winglets built into the upper cowl generate downforce that helps keep the front wheel on the ground on corner exits and during strong acceleration. Openings in the side cowl help dissipate engine heat, directing hot engine air away from the rider’s knees. Cowl-mounted mirrors feature new-design integrated LED-type (1-bulb) turn signals.
Wider fork clamping area for the lower triple-clamp and revised rigidity balance for the fork outer tubes contribute to improved handling and turning performance. Revised handle position is 10mm farther forward with less turn-in (i.e. straighter), contributing to a more aggressive, circuit-focused riding position.
More space between the handles and the seat offers the rider greater freedom of movement.
A longer wheelbase (1440mm to 1450mm) care of a 2mm greater fork offset and an 8mm longer swingarm offers even greater overall stability – already a strength of the previous model. The revised fork offset results in a shorter trail, which facilitates changing direction, especially in the off-throttle phase of the corner (after tip-in, before apex). The new geometry moves the front-rear balance slightly forward (0.2%), contributing to improved handling and turning performance.
More circuit-focused settings include a stiffer spring rate (91 N/mm >> 95 N/mm), complemented by softer compression damping, and softer rebound damping. The revised settings make it easier to induce pitching motion even when on the throttle while maintaining the rear height steady.
Race inspired suspension.
Stiffer springrates.
At the back, more circuit-focused settings include a stiffer spring rate (91 N/mm >> 95 N/mm), complemented by softer compression damping, and softer rebound damping. The revised settings make it easier to induce pitching motion even when on the throttle while maintaining the rear height steady.
Repositioning the rear brake reservoir further to the inside offers riders greater freedom of movement as they shift position on the bike. Footpegs are positioned 5mm higher, contributing to the more aggressive, circuit-focused riding position. The higher position makes it easier to weight the pegs when cornering. The rear of the rider’s seat is higher, allowing riders to elevate their hips when in a full race crouch. The position makes it easier to minimise drag when tucked in.
Cruise control.
TFT screen with lap timer.
Bluetooth connectivity.
Easily reachable controls.
Finally, the addition of new features like Electronic Cruise Control and TFT colour instrumentation with smartphone connectivity makes it possible to enjoy sport riding in a wider range of situations. Riders can choose from three pre-determined settings (Sport, Road, Rain) or four manual settings (Rider 1-4). In the manual Rider modes, each of the systems can be set independently.
High-grade full colour display features TFT (thin-film transistor) technology, delivering a high level of visibility. The screen’s background colour is selectable (black or white), and screen brightness adjusts automatically to suit available light.
“High-grade full colour display features TFT (thin-film transistor) technology, delivering a high level of visibility.”
Updates to Modes 4 and 5 (the most intrusive) result in a more rider friendly character that facilitates making throttle inputs mid-corner or on corner exits. The benefits can be noticed when cornering on the circuit or on winding roads. In addition to scrollable multifunction windows, two display modes offer riders a choice of how their information is presented.
Price: From $26,000 + ORC ($28,117 Ride Away, Sydney See Kawasaki website for on-road cost at your postcode (link) Click ‘How Much?’ tab to get your personalised On-Road cost (includes CTP, rego etc) Warranty: Two-year, unlimited kilometre Colours: (Tested) Lime Green with Ebony & Pearl Blizzard White – Kawasaki Racing Team (GN1), Flat Ebony – Kawasaki Racing Team (BK2) Service: 1k then every 12k, valve clearance & spark plugs every 24k
Claimed power: 149.3kW[203hp]@13200rpm (213hp with ram air) Claimed torque: 114.9Nm[85ft-lbs]11400rpm Wet weight: 207kg Fuel consumption (measured over 500km): 6.2L/100km Fuel capacity: 17L
The mirrors are clear and vibe free but at constant freeway speeds there is some buzzing through the ‘bars and ‘pegs.
The 2021 ZX-10R has 5mm taller ride height, a revised swingarm pivot position and taller COG among many updates.
2021 Kawasaki ZX-10R restyled rear-end and muffler.
The new ZX-10R has geometry, engine tune, styling/aero and electronics updates all with the aim of a racier ride.
Nothing like a wet track day on a brand new bike…
2021 Kawasaki ZX-10R new face and winglets.
The new winglets are integrated neatly into the top fairing.
Another quality touch is the embossed seat.
New TFT display.
Ohlins electronic steering damper.
KQS up and down quickshifter.
The forks have been tuned for more feel and are more track focussed..
The swingarm is longer and the pivot point has been moved.
The Brembo M50 Monblock calipers and 330mm rotors are brilliant.
Premium switches previously only on SE models.
Nissin radial-pull master-cylinder needs only one or two fingers even for hard braking.
Footpegs are 5mm higher.
A firm foot is required to get the rear brake working.
220mm rear rotor and a single-piston sliding caliper are adequate on the bike.
The RS11s were not too bad as long as you stayed the upright side of the shoulder. The 2021 ZX-10R is handy wet weather tool… With the bike set in Rain mode, I did five full sessions and had a lot of fun splashing around SMSP.
Splashing around on a brand new motorcycle in the rain might be scary to think about, but the ZX-10 has a heap of assists to keep both wheels on the ground.
The brakes are fantastic in the rain, with good feel and not too much initial bite. Overall confidence in the front-end was a highlight of the wet weather testing.
Despite all the rain, the ZX-10R was still a ball of fun.
The steering is quicker, more accurate and lively, yet confidence-inspiring and communicative. Feel is top level, on or off the brakes. It is an impressive setup, on a wide variety of surfaces.
When sitting upright the handlebars are low and quite a reach forward. The mirrors are also very low and out of my field of vision. It’s a pure race ride position.
Time the power delivery right and the ZX-10R is an absolute missile off the corner.
Luckily, Jeff had a whole week to get used to the bike.
The new rider triangle is more track focussed than previous models, an advantage when scratching but a little uncomfortable around town.
In an exciting Portimao race weekend, Francesco Bagnaia (Ducati Lenovo Team) was unstoppable at the Grande Prémio Brembo do Algarve and picked up his third victory of the season, with his latest 25-point haul handing Ducati the 2021 Constructors title too.
From 2018 to date, Jack has achieved 16 podiums with the Desmosedici GP, including two thrilling wins with the factory team.
If you’re in South Australia, be sure to get down to The Bend to see some of the greatest Australian racing talent battle it out on a world class track…
With two Australian Motorcycle Grand Prix cancelled over recent years due to the COVID-19 pandemic, racing fans will finally be able to see and cheer the Australian hero on home soil.
This extends the longstanding partnership and also includes an expanded commercial presence within MotoGP™, taking the collaboration to new heights.
