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
See the full race report here…
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…
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.
Check out our other Bike Reviews here…
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…
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.
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 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…
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?
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.
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.
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!
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.
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 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.
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 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…
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?
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.
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.
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 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.
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…
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 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.
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.
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.
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.
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.
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.
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.
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
Engine: Liquid-cooled, in-line four-cylinder, four-stroke, 16-valve, DOHC, 998cc, 13.0:1 compression, 76 x 55mm bore x stroke, four dual injection 47mm injectors, electronic throttle valves, S-KTRC, Ride Modes, KEBC, KLCM, KQS Gearbox: Six speed, cassette style Clutch: Wet, multi-disc back-torque limiting clutch.
Chassis: Cast aluminium twin spar frame, aluminium swingarm, Rake: 25, Trail: 106.7mm
Suspension: 43mm Showa BFF forks, external compression chamber, compression, rebound, preload adjustable, 120mm travel, Showa BFRC lite shock, compression, rebound, preload adjustable, horizontal Back-link, 115mm travel.
Brakes: (KIBS) Dual 330mm semi-floating Brembo front rotors, Brembo radial Monobloc four-piston M50 calipers, Brembo master-cylinder, 220mm rear rotor, Nissin single-bore pin-slide caliper
Wheels & Tyres: Gravity cast 3-spoke, 120/70 – 17, 190/55 – 17 Bridgestone RS11 Battlax Racing Street tyres, Ohlins electronic steering damper,
DIMENSIONS:
Wheelbase: 1450mm
Ground clearance: 135mm
Seat height: 835mm
Overall length: 2085mm
Overall width: 750mm
Overall height: 1185mm
Instruments & Equipment: 4.3in TFT display, Power Modes, S-KTRC (Sport Kawasaki TRaction Control), KQS (Kawasaki Quick Shifter), 6 axis IMU, KCMF (Kawasaki Cornering Management Function), electronic steering damper, (ECC) Cruise Control, (ERI) Economical Riding Indicator, KIBS (Kawasaki Intelligent Braking System), KLCM (Kawasaki Launch Control), EBC (Engine Brake Control), BT connectivity via RIDEOLOGY THE APP.
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.
Read the full race report here…
The FIM Gala returned for a very special edition in 2021, with Champions from both 2020 and 2021 attending the event after the Covid-19 pandemic obliged the cancellation of the 2020 edition. The Gala took centre stage in the Principality of Monaco on Saturday night.
2021 FIM MotoGP World Champion Fabio Quartararo (Monster Energy Yamaha MotoGP) and 2020 Champion Joan Mir (Team Suzuki Ecstar) were two key headliners at the event as they received their medals, celebrating the last two years of incredible MotoGP action and a first premier class title for each of them.
They were joined by 2021 FIM Moto2 World Champion Remy Gardner (Red Bull KTM Ajo), 2020 Moto2 Champion Enea Bastianini (Avintia Esponsorama), 2021 FIM Moto3 World Champion Pedro Acosta (Red Bull KTM Ajo); the rookie history maker, and 2020 Moto3 Champion Albert Arenas (Aspar Team) – uniting quite a gallery of Champions from the MotoGP paddock.
Amongst the many others present were WorldSBK sensation Toprak Razgatlıoğlu, who took a stunning first WorldSBK crown in 2021, as well as 2020 and 2021 FIM Moto3 Junior World Champions Daniel Holgado and Izan Guevara. Holgado receives his medal ahead of his full-time debut in Moto3 on the world stage next season, where Guevara has already impressed to become a Grand Prix winner this year.
That’s a wrap on the final event of the season for those toasted on stage, with winter break now truly underway as we wait for the roaring engines to return at Sepang International Circuit for the Shakedown Test. There, Gardner will be the first back out as he takes part as a MotoGP rookie, before a few days later the likes of Quartararo, Mir and Bastianini suit up to begin their campaigns. Acosta, Arenas, Holgado and Guevara won’t be far behind them either as they get ready for more… so who will return to the Gala stage in 2022? Join us for another spectacular season to find out!
Motorcycling Australia say they are pleased to release the 2022 National Championships Calendar of events across the disciplines of both Track and Dirt Track for Senior and Junior Championships, as well as Classic and Post Classic.
To stay up to date with the latest information and announcements visit the MA website www.ma.org.au. To see more 2021 racing calendar info, head here…
The 2022 bLU cRU Oceania Junior Cup will have a full field of the brightest young male and female talent from Australia and New Zealand competing in the mi-bike Motorcycle Insurance Australian Superbike Championship, presented by Motul.
In its fourth year, the bLU cRU Oceania Junior Cup, Motorcycling Australia’s junior road race academy, has already catapulted riders into international competitions such as the Asia Talent Cup, Red Bull Rookies Cup, European Talent Cup and the Moto3 Junior World Cup.
Officially supported by the Fédération Internationale de Motocyclisme (FIM), FIM Oceania and recognised by Dorna Sports sl, as part of the Road to MotoGP program, the OJC program is already proving to be the international springboard it was intended to be.
The bLU cRU Oceania Junior Cup provides some of the most spectacular racing in the world. Next year, a full grid of 20 riders has been confirmed who will ride the new race prepped 2022 Yamaha R15 V3. The 2022 season will see nine new riders debut with the return of 11 riders from the bLU cRU Oceania Junior Cup 2021 year.
The youngest rider joining the paddock is Hunter Corney from Gowrie Junction, Queensland, who will just scrape in on the 11-year-old cut off, with the eldest newcomer 15-year-old Cameron Rende from Could Creek, South Australia. New Zealander Nixon Frost, an 11-years-old from Lower Hutt, and 15-year-old Western Australian Abbie Cameron from Cardup, are some of the new talent that will be racing in the OJC in 2022.
Riders competing in the 2022 Championship will receive full technical support from the OJC technicians and elite coaching to help develop their bike skills and technique, health and fitness, sportsmanship, and off-track activities such as fan and media engagement.
2022 bLU cRU Oceania Junior Cup Rider Line-up
The Yamalube Yamaha Racing Team will continue to do what it does best, develop emerging motocross talent and the line up for 2022 has two of Australia’s best up and coming riders locked in and raring to go.
Rhys Budd and Alex Larwood will shape the team in 2022 and mounted on the championship winning YZ250F machines. For Budd it’s his second year with the Yamalube Yamaha Team while Larwood makes the transition to the Queensland based team as part of Yamaha’s step-up program.
Rhys Budd proved the surprise package of 2021, when after a last-minute call up to the Yamalube team, made every post a winner since coming on board. He finished the ProMX Championship in third place, beating plenty of more fancied rivals and established himself as a major player in the MX2 category.
Budd is a hard working and dedicated athlete who puts his heart and soul into racing. The support of the Yamalube Yamaha Team at the start of the 2021 season was just the leg up Budd needed and he is excited to be back with the team again for 2022.
“As soon as I got the call from the team at the start of the 2021 season, I put my head down and got to work,” Budd explains. “Now that the pressure of preparing bikes and arranging things was taken from me, I was able to dedicate more time to my riding and training and it paid off with some good results and a new deal for this year, which I’m stoked about.”
“The team have been amazing for me and its good to know you have a bunch of people who believe in you and want to help you achieve your goals. We already have a great base to start from as well as some additional plans that will only see me improve. I was pumped to stay with the Yamalube team again for 2022 and I really want to reward them for taking me on this year when they didn’t have to and no one else would,” Budd ends.
Partnering Budd and making for a very competitive environment within the team is Alex Larwood. The 18-year-old South Australian, is a product of the Yamaha Junior Racing program and stepped up to the professional ranks for the 2020 season. The 2020 season never got off the ground with Covid, but in just a handful of races contesting in 2021, Larwood showed he has what it takes at MX2 level.
He moves from the WBR Yamaha team to the Yamalube Yamaha Team, so his support continues to grow to match his results. Larwood charged to a podium finish at the opening round of the 2021 season, but injury slowed his progress at the remaining rounds. Back to full health and fitness, Larwood is ready to continue his meteoric rise up the ranks in 2022.
“I have been with Yamaha for a long time now and for them to continue to support me through the years is important to me. They picked me up back in 2014 as a junior, moved to the WBR Yamaha Team when I turned 16 and now the support increases in 2022 via Yamalube Yamaha. No other manufacturer can offer support like that over a long period of time. In just the short time I have had to deal with them, I can see the professionalism in the team and how they go about their jobs. The team have my back, racing is back to normal, and we are looking good for a full and exciting season next year. I can’t wait,” Larwood enthuses.
National racing gets under way in March with the return of the eight round Pro MX Championship starting in Wonthaggi, Victoria before finishing on the Sunshine Coast in August. Standby for a further announcement regarding Jay Wilson in the coming weeks.
Cru Halliday has ended the 2021 Australian Superbike Championship (ASBK) on a high note claiming a third place for the round and also third place in the championship after the final round was conducted at The Bend Motorsport Park, in South Australia.
The Yamaha Racing Team rider entered the final round in fifth place after some consistent racing in the opening rounds but with the big break in racing due to Covid border restrictions, it was a chance to Halliday to review and refresh. With about 20 points separating second through sixth positions plus the return of several international riders, anything was a possibility for the championship podium.
Halliday finished the day with 3-4 results in the two races conducted to take third for the day and leapfrog his way to third in the championship. Race one saw Halliday in the top five and looking to move forward when the race was stopped after a rider fell heavily. Officials re-stacked the riders on the grid for a three lap, all out sprint to conclude the opening leg. Halliday was able to make a last lap pass and to secure third place.
Race two and there was action all over the place on the opening lap, two multi rider pile ups in the opening half a lap saw competitors back on the grid and waiting for the track to be cleared. On the restart, Halliday was in fifth on the first lap before moving into fourth at the halfway stage. He made a late race charge on Miller but was unable to secure another podium for race two, forced to take fourth.
“The weekend has been positive all-round. Each session we were able to get faster and close the gap on the time sheets and I knew our strength would be the ability to maintain our speed during the race. In the races, I couldn’t quite run at the pace of the front couple and they were able to get a little gap, but from the half way stage on, the bike and tyres came into their own. Thanks to YRT and the Dunlop guys for giving me a good package all weekend. Thanks again to everyone at Yamaha and YRT who always work hard and its only two months before we are back on track at the first test for 2022, so there is no time to rest now,” Halliday ends.
Team-mate Aiden Wagner also had one of his best outings, only a crash in race one dampened an otherwise productive weekend. Wagner finished the weekend outside the top ten, but his efforts were more than his results. The opening moto had Wagner in fourth and looking for a way around Jack Miller. After a lap of continuous pressure, Wagner made his move and slipped down the inside of the GP star before losing the front end and fell, taking both himself and Miller out of the race.
He regrouped for the final race of the year and moved into sixth place on lap five, where he stayed until the chequered flag. Like Halliday, Wagner improved his time in each and every session as the team worked hard to get the bike and suspension right for the tricky “The Bend” circuit. He even pulled out a top three lap in the warm-up on Sunday morning which is more indicative of what Wagner is capable of.
“Fourteenth on paper doesn’t look good, but I felt I gave it everything I had and rode as well as I have in some time,” Wagner explains. “Maybe I was pushing a little too hard when I went down in race one and I will own that, but I just wanted to get up the front and get a podium for myself and the team. Thank you to YRT and my supporters. 2021 has been tough for everyone but we kept swinging all the way until the end,” said Wagner.
Yamaha also won the manufacturers championship with 167 points, well clear of BMW in second on 95 and Ducati in third with 85. This brings the 2021 ASBK season to a close. With the first official test of the new year usually at the end of January, it will be a quick two month reset for YRT, who aim to be a major contender in the 2022 championship.
The ASBK descended upon The Bend for an action-packed final round of the 2021 championship with Jack Miller joining Oli Bayliss aboard a DesmoSport Ducati prepared Panigale V4 R. Ultimately securing 5th in the championship, Oli now sets his focus on 2022 as he begins testing on the Ducati Panigale V2.
Team co-owner, Ben Henry: “It’s strange actually. On paper, we didn’t have a great weekend with Oli. A mechanical issue caused the bike to essentially go into a safety mode in race one, making it impossible for him to continue and in race two he didn’t have the rear grip needed to move forward. It’s not that we didn’t have the speed, I mean Oli was only a tenth off Mike’s (Jones) lap record, but everyone was riding really well this weekend too. It was a lot of fun, and a bit of pressure to also have Jack (Miller) and his crew with us this weekend, and I honestly can’t thank him enough for doing what he’s done this weekend.”
“Having just five weekends of championship racing in two years is really tough, but Jack essentially coming to have some fun with his mates has given us all a much needed boost with huge crowds and record TV numbers. I’m really excited now to help in the final preparations of Oli’stransition to World Supersport, as well as begin our preparations for a full ASBK season in 2022. I finish the season really happy with what we’ve achieved as a team both on the track and off it, and both Troy and I really look forward to announcing some more initiatives in 2022 to keep progressing.”
Oli Bayliss: “The weekend wasn’t exactly what I had pictured for my last race weekend before heading to Europe, but it was great to finally go racing again. Congratulations to Wayne for taking the championship and especially to Broc(Pearson) for taking the SuperSport Championship. We train together a lot, so I’m really happy for him. It was great to have Jack alongside us this weekend, it really lifted the event to have him on track and I picked up a few things from him along the way which was great. This year I’ve learnt so much and so I’m excited to take the next step in my career, but before I go, I really want to thank some people.”
“Obviously Mum and Dad, they’re always behind me and I couldn’t do what I’m doing without them and I really appreciate it. Bryan(Hands) and Byron (Draper), these guys have basically been there for every step of my career with advice, support and hard work. They make me more motivated every time I ride the bike. And Ben. He puts in so much time, effort work behind the scenes that no one ever see’s and I’m sure he sometimes thinks no one notices, but we all do Benny, thank you for everything you’ve done for me.”
Troy Bayliss: “It was a great weekend at The Bend, just not the results we wanted or expected really. I’m still impressed with the way Oli rides the bike and sometimes these things happen in racing. With such short seasons the last two years, it’s frustrating that it can cause such an impact on your championship results, but we made no secret of the fact that it was another year of learning and progression for Oli.”
“Next year is already looking really strong though with a great ASBK calendar being released and a little extra exposure thanks to Jack coming for a spin to showcase just how good the racing is here. I wouldn’t be surprised if timing works, that we see some other international riders find bikes and come for race or two. The whole team comes away from the season really upbeat to be honest, and excited for the season ahead.”
The WBR Yamaha Bulk Nutrients Team will head into 2022 with two fast and exciting young prospects to contest the ProMX and Australian Supercross Championships in MX2. Keeping their role of developing the up coming riders within the ranks, Levi Rogers and Ryder Kingsford will spearhead the team.
Rogers moves across from the Yamalube Yamaha team and looks forward to the new surrounds and environment to continue progressing in his career. Rogers has proven to be fast, as fast as anyone on his day, with plenty of rides in his rookie MX2 season in 2021 showing he is capable of mixing it with the biggest names in the MX2 class.
Working with the Whitten family at WBR Yamaha, Rogers will be looking to cash in on his undoubted speed and turn that into results both at a state and national level. At just 18 years of age, Rogers has time on his side and is out to make his second year in MX2 memorable for all the right reasons.
“2021 was my first year in MX2 and while there was speed and some good results, there was some mistakes which I need to reduce to be a contender at each and every round,” Rogers begins. “I’m thankful Yamaha were keen to keep me on board and that Travis and Nathan from WBR Yamaha offered me a great opportunity for the new season. We already have a few plans in place and I’m looking forward to getting stuck into a new year with the team. Their bikes have been proven to be good, we have a great group of sponsors on board and hopefully we can get a full season completed. I’m excited for 2022 already,” Rogers said.
Joining Rogers will be young Yamaha sensational Ryder Kingsford. Like Rogers, Kingsford has been a long-term product of the Yamaha Junior Racing program and after a strong 2022 season where he finished in second place in the inaugural MX3 championship, he makes the move to not only the WBR Yamaha team, but also steps up to the MX2 division.
Kingsford is equally skilled at motocross and supercross, having both style of tracks at his disposal in his own back yard in Goulburn. He has already won multiple Australia junior championships in motocross and supercross and is eager to make the big leap into the professional ranks.
“I know stepping into the MX2 class is a big decision to make but Yamaha and WBR were happy for me to take it and I thank them for showing the faith in me when I could have stayed another year in MX3. Getting the support of the team at WBR Yamaha is awesome and we have already had a successful couple of days testing and I feel right at home on the bike and with the team. We plan on doing as many events as possible before the start of the Pro MX Championship in March so I’m well prepared for what’s to come.”
Travis Whitten, team manager of the WBR Yamaha Bulk Nutrients team, is enthusiastic about his team for 2022 and knows the importance of the development role within Yamaha.
“Since becoming part of the Yamaha Racing group in 2018, we have help guide and assist several riders onto bigger and better things within Yamaha. It’s a role we take seriously as we mould young riders as they leave the YJR program and move to the senior and professional ranks. With Levi and Ryder, we feel we have two fast and dedicated young riders who both want to forge ahead with their racing careers. Our aim is to get Levi into the top five in MX2 as we believe he has the speed to run there each weekend and expose Ryder to the top level of racing in Australia and fast track is improvement.” Said Whitten.
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