I very clearly remember the first time I rode the MT-09 back when it launched at The Farm. I pulled back into the pits, laughing at how much fun the bike was, and thought to myself, “This engine belongs in a proper sportsbike.” Its punchy torque, linear pull, and that characteristic crossplane triple sound felt like it was just begging for clip-ons and fairings. Yamaha teased us for years…

Yamaha gave us the MT-09SP with its high-spec suspension and electronics, a wicked nakedbike. Then the XSR900 and XSR900GP with retro styling, and while they were brilliant street bikes, they never quite scratched that supersport itch for me. But now, with the R9, Yamaha has finally delivered on what so many riders, including myself, have wanted – a fully fledged YZF-R sportsbike powered by that magnificent CP3 engine, but friendly for the road.

A friendly YZF-R6, (which is still available as the YZF-R6 RACE for $20,249 ready for the track, on slicks), the R9 joins Yamaha’s huge YZF street legal sports lineup of the YZF-R15M, YZF-R3, YZF-R1, YZF-R1M, YZF-R7LA and YZF-R7HO (click on any of those to read our test on that bike) … But the R9 is the first sports triple. Bring it on, baby! We headed to SMSP for the Aussie launch, the day was run for Yamaha Motor Australia by MotoSchool, and they were fantastic, highly recommended…

THE RIDE
The first thing that struck me as I rolled out onto the track was just how different the R9 felt compared to the MT-09 or XSR900GP. This isn’t just an MT-09 with fairings bolted on. The R9 feels like its own model entirely, with a purpose and attitude far removed from its naked sibling. The chassis tuning, geometry changes, electronics calibration, and ergonomics come together to make it feel like a genuine supersport machine, not quite razor sharp and stiff, but very good on track and easier to ride…

Where the XSR900 GP is a retro street sportsbike with a fairing slapped on for styling cred, the R9 is a thoroughbred track-day ready contender. It’s a proper step up from the R7 and fills the void left by the legendary R6, offering something different – more midrange punch, easier rideability, and real-world versatility while still retaining that racetrack soul, and after testing it, I reckon it would be easy to set it up as a serious track bike, given that some small suspension changes really moved it forward that way.

At 187cm tall, I usually fold up awkwardly on supersport bikes, but the R9’s ergonomics surprised me. The footpegs in their lowest position offered plenty of room, and the ‘bars are slightly higher and flatter than a traditional supersport, giving it a neutral yet committed stance. Everything just fits. The seat is comfortable, the tank sculpted perfectly for knee grip, and the overall riding position felt more relaxed than an R6 yet still aggressive enough for serious track work. The bike should fit a broad range of shapes, there is plenty of room there to move around, and it definitely has that YZF familiarity.

I managed a solid 40 laps spread over four sessions, and despite a few injury limitations on my part these days – too many busted wrists over the years and too many hamburgers lately – I settled into a consistent 1:03 lap pace, with my quickest lap a flat 1:02. That’s about a second off my usual testing pace here, but considering I was nursing my wrists and dealing with occasional whiskey throttle moments, the R9’s forgiving nature really let me get away with it. I’ll pop a video on YouTube soon.

I found myself grinning inside my helmet lap after lap. The best way I can describe it is that it felt like riding a bigger R3, with grunt. That same nimble, flickable feel, but with the torque-rich triple engine launching you out of corners with authority. Unlike the old R6 engine, which is a true race motor so needs to be kept screaming at high revs to stay in the performance window, the R9 pulls cleanly from lower in the rev range thanks to its broad, linear power delivery. You can short shift it, ride it lazily, or wind it out and attack – it’s flexible and confidence inspiring, but it does reach that limiter early.

Underneath lies the proven 890cc CP3 engine, essentially the MT-09’s unit but retuned via mapping and ignition changes to suit the R9’s sporting intentions. Internally it remains unchanged, but the difference in feel is noticeable. It’s snappier, livelier, and more exhilarating than the current MT-09, almost reminiscent of the raw, aggressive original MT-09 from a decade ago.

The torque is broad, pulling cleanly from second, third, or fourth gear exits. On Sydney South’s shorter straight, the gearing felt ideal. Top speed? Hard to say without a proper long straight, but with gearing 15 per cent taller than the MT-09, I’d guess around 240km/h. On track, you do hit the rev limiter fairly quickly, but it’s not an issue once you get a feel for the engine.

It’s an engine with character, a triple that spins up with urgency yet remains composed and easy to modulate. The traction control was working hard out of a few corners, but that is because I was just holding it wide open and relying on the TC. Feeding the power in progressively revealed a very nice tractable delivery and good rear tyre control.

The chassis is an aluminium Deltabox frame paired with fully adjustable KYB suspension front and rear. The front runs USD 43mm forks, while the rear is a KYB monoshock with remote preload adjustment, handy for quick changes trackside. Out of the crate, the suspension is on the softer side, making it less tiring to ride compared to a rock-hard supersport machine. The negative is it does get a bit loose when up near the limit, and as grip and speed increases, so too will the need to stiffen up the suspension at both ends, but you would need to be pretty serious, as it is, it will do for track days and club level racing I reckon…

We only went up a little in preload front and rear to suit my 100kg with gear, and that small change made the bike livelier and more responsive. The R9 carries more frame flex than an R6, which makes it forgiving and comfortable, yet retains enough stiffness to attack turns with confidence. Despite chilly track temperatures limiting front-end feel early on, it was communicative enough to push hard. In warmer conditions with hot sticky rubber and dialled suspension, it will reveal its full potential.

Speaking of electronics, Yamaha has kitted the R9 out with a trickle-down of the first-gen R1M package…

On upshifts at full throttle, there were a few times the front got wild, near tank-slapping, so I would be fitting a high-quality steering damper if I owned an R9. The Bridgestone Battlax RS11 tyres warmed up well despite cool conditions and offered confidence on corner entry, edge grip and drive out, these are awesome tyres and I’ve raced on them in the past. The SpinForged wheels keep unsprung weight down, look great and come straight from the YZF-R6 RACE.

Braking is handled by Brembo Stylema calipers up front with a Brembo radial master-cylinder. Braking performance is decent, but not as jaw-dropping as some Stylema setups I’ve used. The initial bite requires a firmer squeeze, and there’s a hint of ABS valving sponginess, but the six-axis IMU-based ABS system never intruded harshly. We ran with rear ABS switched off, which I’d recommend for track use, but front ABS intervention was minimal. I also noticed the clutch take-up was abrupt and right at the end of the lever travel, making pit exits a little tricky, but on track it didn’t matter thanks to the flawless up and down quick-shifter.

Speaking of electronics, Yamaha has kitted the R9 out with a trickle-down of the first-gen R1M package from a decade ago. It has a six-axis IMU enabling 9 level traction control (TCS), 3 level slide control (SCS), 3 level lift control (LSS), brake control (BC), engine brake management (EBM) plus cruise control, variable speed limiter, and multiple ride modes – Sport, Street, Rain, and two Custom plus four Track modes. It has it all, and a new style switchblock pair to help navigate it, and the Y-Connect app.

I tried a mix today, see the settings in the dash photos above. In full attack mode, it’s lively and urgent without being intimidating, but I preferred Power 2 rather than 1, as the throttle was nicer on initial opening, allowing me to keep the bike more balanced and retain rear grip off turns… One awesome feature is the Y-TRAC race setting complemented by a virtual pitboard feature that displays instructions and information from pit crew to rider in real time! You can also drop a pin on a GPS location on the track you are on, and the dash will do your lap times and display it on the dash each lap!

“The 2025 YZF-R9 is a friendly R6 with a broader power curve, stronger midrange, and easier ergonomics for real-world riding”…

The TFT dash is clear and intuitive, with four street themes and one track layout. Switchgear is typical Yamaha – functional and logical – although I struggled to change ride modes on the move, even with throttle shut. I’ll dig deeper when we test it on the road next month. The triple-clamp looks straight off the R1, with neat M1 MotoGP-style grooves, and there’s a GYTR race triple available for trackday warriors.

The R9 looks like a bigger R7 or smaller R1, slotting perfectly into the YZF-R family. The fairings are sharp and aggressive, the LED headlight compact and menacing. It looks every bit the middleweight supersport weapon Yamaha needed to fill the void left by the discontinued (road anyway) R6.

CONCLUSION
Overall, the 2025 YZF-R9 is a friendly R6 with a broader power curve, stronger midrange, and easier ergonomics for real-world riding. On track, it’s fast, confidence inspiring, and fun. On the road, it promises to be practical enough for commuting yet thrilling on your favourite twisties, we will find out soon. At $23,199 ride away, it’s not cheap, three grand more than the R6 (but ten grand less than an R1), but you’re getting a bike with true supersport handling, a punchy triple engine, and electronics that rival litre bikes from just a few years ago. For track days, weekend scratching, and even daily duties, it’s a winner. We’ll have a full road test coming in August after our street ride in July…

2025 Yamaha YZF-R9 Specifications

yamaha-motor.com.au

Price: $23,199 R/A
Warranty: Three-years unlimited km
Colours: Team Yamaha Blue, Matt Black, Intensity White/Redline
Claimed Power: 87.5kW@10,000rpm
Claimed Torque: 93Nm@7000rpm
Wet Weight: 195kg
Fuel capacity: 14L
Fuel Consumption (Claimed): N/A
Fuel Consumption (Tested): N/A
Range (Claimed): N/A

Engine: Liquid-cooled, four-stroke, DOHC, Crossplane triple, 78.0mm x 62.1mm bore x stroke, 890cc, 11.5:1 compression, three-into-one exhaust Gearbox: Six speed Clutch: Assist & Slipper Clutch with Quick Shift System (up & down), EFI, three-into-one exhaust.

Chassis: Aluminium Deltabox frame
Rake: 24.7° Trail: 109.2mm
Front Suspension: USD 43mm KYB forks, fully adjustable, 120mm travel, KYB monoshock, fully adjustable with low-speed valve, 117mm travel.
Brakes: Twin 320mm discs with Brembo Stylema four-piston radial calipers, Brembo radial master-cylinder, stainless braided lines, cornering ABS (f), Single 220mm disc with single-piston caliper, ABS (r), rear ABS disconnect for track
Wheels & Tyres: 10-spoke cast alloy wheels, Bridgestone RS11 120/70 – 17 (f), 180/55 – 17 (r) tyres

Dimensions:
Wheelbase: 1420mm
Seat height: 831mm
Ground clearance: 140mm
Overall width: 706mm
Overall length: 2070mm
Overall height: 1181mm

Instruments & Electronics: 5in full-colour TFT dash with four street and one track theme, Y-Connect app compatibility, Garmin StreetCross Nav support, 6-Axis IMU, Traction Control (TCS), Slide Control (SCS), Lift Control (LIF), Brake Control (BCS), Engine Brake Management (EBM), Back Slip Regulator (BSR), Launch Control, Cruise Control, Quick Shifter, Ride Modes (Sport, Street, Rain, Custom x 2), Virtual Pitboard, Variable Speed Limiter, Immobiliser, LED lighting.

The post Track Test | 2025 Yamaha YZF-R9 Review appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

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Chaz had wrapped up the WSS title the previous round to the finale at Portimao, where I rode the bike on the Monday after the race. In a more relaxed mood but typically in winning form, Davies took victory from Salom and Ellison in a stunning race the day before I rode the bike. It was a fitting last WSS race for the then 24-year-old, who went on to be a WSBK long termer, following his retirement at the end of 2021.

In it’s 12th year of development and with this particular machine in its second year (2009 with Cal Crutchlow, 2010 a year off, back for 2011), the then current factory R6 was a proven winner. Davies alone had given the bike six victories on his way to title glory. So when I walked into the ParkinGO pit garage with my lid under my arm and a signed waiver in my hand, I knew I was on for a good time…

The first thing I noticed about Chaz’s bike was how much it felt like a normal R6. The fuel tank, bodywork, all very familiar. The ride height both ends is tall as expected but not as radical as I anticipated. The ‘bars are really wide and flat, very close to a flat bar like an MX bike. The seat position is fantastic – close to the bars but there is still a comfortable reach. And the seat-to-peg distance is roomy. Overall a perfect fit for me. I’m the same height as Chaz so it makes a change from me trying to fit into the typical jockey sized bikes.

The bike was fitted with 30 per cent worn tyres, which was OK, and warmed up and ready to go. TC was set to level 3, which is as Chaz raced it the day before. Everything else was as per Sunday. The bike naturally felt like a racer as Yamaha developed it with racing only in mind….

Rolling out of pit lane and accelerating towards turn one the R6 spun up really quickly. The gearbox shift was amazing and was the fastest quickshifter around for the era. After a few corners to settled in, put my head down and started to push. The engine was a screamer, it builds from 12,000rpm but the business end is up around 14,000 – 16,000rpm where things get very rapid.

Despite the peaky nature, once in the top end rev band the bike was electric smooth and the TC very subtle. The power didn’t tail off at all. The top end was just stunning, particularly compared to the Ten Kate Honda CBR600RR and much more than the MotoCard Kawasaki ZX-6R I rode on the same day.

The gearbox ratios felt closer and more competition-like than the other SS bikes and the shifter is great. Downshifting is simply a matter of clicking back through the gears – the engine blips itself and the clutch slips into turns accordingly. Run into corners was stunning and corner speed is 250 GP-like.

Initial throttle opening was silky smooth and the bike really was so easy to ride. It just felt like a normal track R6 but with stunning suspension and massive power. On the gas, even in the upper gears, the bike loved to wheelstand, so I found myself using a lot of rear brake over the crest at the back of the circuit.

The brakes on the bike were not as powerful as expected. Chaz may prefer a low ratio in the master-cylinder, as there was a lack of initial bite and the brakes needed a big squeeze to pull up. This is probably not such a bad thing in the heat of battle on such a short wheelbase bike. Chaz has a tendency to back bikes into turns and an abrupt initial bite would exaggerate that style.

Initial turn-in is fast, the best steering of all the bikes I sampled on the day, and the bike fell onto its side very quickly. Lean angle is incredible and the bike tracked through turns with the poise of a long wheelbase machine while still having the benefits of the agility and line changing ability that comes with the short wheelbase.

Considering just how well the bike turned in, it makes you think about what amazing things riders and engineers can get a bike to at world level.

The rear spring was really, really hard and there was some small rear chatter as I was not pushing through the stroke anywhere near as much as Chaz would be. Using full throttle off all of the corners on the bike and trusting the fantastic chassis and electronics was a great buzz and the speed down the chute sensational.

Overall, I was surprised at how easy the Chaz Davies ParkinGO world supersport championship winning R6 was to ride for a normal human like me. It was very exciting, don’t get me wrong, but so well sorted that it was easy. I can clearly see how a talented rider like Chaz Davies could steer this thing to so many victories and a title. It’s a winner in every sense of the word…

SPECIFICATIONS – 2011 Chaz Davies ParkinGO YAMAHA WORLD SUPERSPORT TEAM YZF-R6

Power: Over 145hp
Wet weight: 158kg
Fuel Capacity: 17.3L

Engine: Liquid cooled DOHC in-line-four 16-valve four-stroke
Bore and stroke: 64 x 42.5mm
Displacement: 599cc
Compression ratio: N/A
Fuel Delivery: YCC-T, standard throttle-bodies and injectors, Magneti Marelli
Exhaust: Akropovic
Gearbox: Close ratio race kit
Clutch: Wet, multi-plate slipper

Frame type: Aluminium die-cast Deltabox
Wheelbase: Adjustable
Rake: N/A
Trail: N/A
Front suspension: Stock R6 with Ohlins internals
Rear suspension: Ohlins TTX
Front brake: Stock Tokico
Rear brake: Stock Tokico
Front wheel: Stock Yamaha R6
Rear wheel: Stock Yamaha R6
Front and rear tyre: Pirelli

Instruments: Magneti Marelli race dash

The post Racer Test: Chaz Davies WSS Yamaha YZF-R6, A Decade On! appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Riding a real racebike is always a good reminder of how great a motorcycle can be and all true racers have one thing in common ­– lightweight and good geometry. One bike high on my bucket list to test has always been the Pierobon X60R, a super lightweight, compact, GP-style racer with a grunty Ducati Evo motor thrown in.

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The X60R has been around for a while, closer to a decade than not and to be honest I never thought I’d see one in Australia. When I built my Aprilia RSX550 F3 BEARS racer, on which I won a championship and set some lap records, I dreamed of owning a Pierobon X60R. That would have made life that much easier and given me a chance to run with the big guys… I at least wanted a spin on one…

Years passed, my Aprilia went, and I forgot about the X60R… Until Simon Galloway, the multiple Australian FX Pro Twins Champion, started to race one here for the Australian Pierobon importer, Evo Racing, who brought the first Pierobon X60R into Australia and promptly began to set lap records, win races and ultimately the FX F3 Championship with Simon at the handlebars. He also set lap records at Phillip Island, Lakeside and SMSP on the bike, as well as winning three out of four races in the Vic Titles. Not a bad effort at all…

“The Pierobon is such a sweet bike to ride,” says Simon, “It’s so different, a real challenge to get the best out of it and run with the more powerful F1 bikes. It is so raceable, I can carve through the field on the bike, taking advantage of the nimble nature of the bike and the broad, flat torque curve. It’s as though it has built in traction control.

“Top speed is just 235km/h, however, at Phillip Island it is just fantastic to ride, the flowing nature really suits the bike. The engine is like a Merlin plane motor, it just pulls from bottom to top and plays a sweet tune. We have worked hard on set-up and got it right for me now. I would usually have it even steeper than it is as you ride it but the ‘bars need more meat to clamp to on the top of the forks. Overall I love riding it, I am going to miss it this year as I just had an ACL reconstruction, but hopefully I will ride it again at some point…” He fnished.

“Top speed is just 235km/h, however, at Phillip Island it is just fantastic to ride, the flowing nature really suits the bike.”

When Evo Racing owner Nick Byrne offered me a ride on the bike at the end of the season, I really didn’t have to think twice. As quickly as I could, I lined up some time at our proving ground, the ultimate place to test such an amazing bike.

The test was a special one for me, being an F3 class bike, a true racer and a rare machine. Those are the things that really get me excited about motorcycling and a special bike like this deserves a thorough test on the best strip of tarmac in Australia, if not the world…

I rode the bike exactly as it came from the Lakeside round, which is good as Lakeside is similar in flow and speed to our proving ground, only a lot shorter. I was also glad to ride the bike as ridden by Simon, who happens to be an old friend of mine from when I was a 17-year-old screaming around on my TZR250 up the Old Road.

Simon was in my riding group and was one of the fastest guys up there, who thrilled us all of a Sunday doing all-gear wheelies along Peats Ridge straights on his 1993 Fireblade… He is a naturally fast, very talented rider and a polite, quietly spoken person off track but a fierce competitor when the visor comes down.

THE EVO RACING PIEROBON X60R
Nick Byrne has a bit of a sickness for Euro bikes particularly of the Italian origin. Pierobon is one of the most unique, rare and sought-after of the Italians and as the Australian dealer for Pierobon, it made sense that Nick build an X60R to get the brand out there in Australia and to put some trophies in the cabinet.

As Nick says, “The idea of putting an ancient two-valve engine in a cutting edge chassis and maybe beating four-valve twins was too good to resist. And don’t forget that stunning two-valve sound…”

The kit used is a 2017 X60R frame number 077. It cost around the 25k mark and includes the 6.3kg 7020 alloy frame and hand made 21-piece swingarm, weighing just 3.6kg, a stunning 3.48kg handmade brushed alloy tank, featherweight front and rear alloy sub-frames, stunning carbon-fibre bodywork, stylish racing seat, adjustable billet CNC alloy triple-clamps, adjustable rearsets, everything except the engine, suspension, electrics, wheels and exhaust, which are left to the owner to choose.

The frame kit can be either made for a Supersport, Hypermotard or Sportclassic donor engine/airbox, this one was built using the Hypermotard as a donor engine.

The engine was up-spec’d to produce 115RWHP (standard is 98hp). The cylinder-heads were ported, flowed and 47mm (IN) / 41mm (EX) valves fitted. Camshafts were replaced with Kaema items, pistons with high-comp Pistal slugs, conrods with Pankl Ti units and the crankshaft, which spins in stock cases, was lightened and balanced.

Comp is bumped to 12.5:1, the gearbox is Hypermotard sans top gear set, which is from a 999, and the clutch is an EVR CTS slipper unit with sintered plates and Brembo control. Fuelling is by stock throttle-bodies and PCV, ignition standard and exhaust the ultra-trick Pierobon Termignoni. Sean at D-Moto built the engine, while tuning was taken care of by Mark Carlsson from Serco in Brisbane. A reverse quickshifter is fitted as well. There is no TC or any rider aids.

Nick says the bike went together easily, like a grown-ups Meccano set… “The bike was built in a month or so. The kit is really well thought-out with only a handful of tricks, parts or shortcuts to learn before it is ready for testing. Keeping the rear-cylinders cool is always a challenge, hence the double-coolers and carbon side-scoops”.r, Woodcraft ‘bars, Ohlins FGRT203 43mm forks running 9.0kg springs, an Ohlins DU235 shock with 8.5kg spring and the 7020 box-section swingarm with progressive cantilever.

Each end rolls on trick Magnesium Marchesini wheels wearing Pirelli slicks and braking is partly adopted from the Panigale, with Brembo M50 radial-mount calipers up front squeezing MetalGear rotors via Brembo Z04 pads and a Brembo RCS radial-pull master-cylinder. The rear rotor is by Braking, with a small Brembo caliper and master-cylinder. Fluid is delivered by Hel brake lines.

The bodywork is Pierobon X60R fibreglass kit with carbon-fibre tail, along with the seat unit and the tank as mentioned is the stunning brushed alloy handmade kit one. I have to admit, it is one stunning racebike and I have actually enlarged one of our high-res shots and printed it for my shed wall!

THE RIDE – EVO RACING PIEROBON X60R
F3 class bikes are some of my favourites, if they are proper racers or custom made hybrids. My RSX550 hybrid (RS250 chassis, SXV550 engine) was a beast and the Pierobon X60R takes that type of bike to the next level thanks to the bigger engine and super-trick chassis. I knew the ride would be good, particularly given Galloway’s results and the experience from the team at Evo Racing.

We took the bike to our proving ground, as mentioned, as it has a perfect mix of fast and tight, flowing and sharp corners and a long enough chute for the 1100 to stretch its legs. After a quick look over and a run down from Nick, which as he pointed out, there was nothing too fancy to worry about, I hopped on the tall, narrow X60R and immediately feel the raceful purpose of this Italian thoroughbred.

The racer in me comes back immediately and I start to feel butterflies in my stomach as the loud Termi booms crack after crack of high comp piston and big cammy large valve combustion explosions. It sounds as mega as it looks and feels a tad intimidating initially.

The racer in me comes back and I start to feel butterflies as the loud Termi booms crack after crack of high comp piston and large valve combustion explosions.

I pull in the firm Brembo controlled dry clutch, pop it up to first with a thud and roll out onto the tarmac, short-shifting my way into my out lap… I reckon that the torque is monster and flatter than the Simpson Desert. Definitely no need for traction control, it’s built into the engine delivery…

Nick has warned me that the brakes are, in his words, ‘retina detaching’ and I take heed of his warning, as the first time I use them, as I brake hard into a left hairpin, I almost go straight over the clip-ons, landing on the edge of the tank and that was one finger. Jesus it has big anchors…

I spew a little in my mouth, re-focus and then start to get in a groove. Just as I start getting a little cocky, I almost lose it again as I brake into a left-hand downhill off-camber blind entry. The bike is deceivingly quick thanks to the flat power and those brakes got me again, this time with the rear of the bike about a foot in the air (it’s OK Nick, you couldn’t see this happening)…

The Pierobon was telling me to calm down and give it some respect and a bit of space. I was already trying to grab it by the ‘bars and lead it around my way but this is not the right way to ride this bike. I soon settle into a rhythm, slow down to speed up and before I know it I’m in the zone and truly appreciating this motorcycle.

The engine is so sweet and throttle pickup is spot on once we remove the noise-limiting bung from the muffler. Whether cracked from low or high rpm on run-in, it picks up and doesn’t unsettle the bike at all. Also, the monster torque is delivered in such a way that is forgiving on the balance of the bike and on me, the rider, as I’m not even getting tired.

Shift is hit and miss, while the ignition kill of the quickshifter too broad, making for clunky progress on the way up the gearbox, so at some points of each lap I am shifting old style. I don’t notice the gear ratio changes that have been done but do find the gearing and the gear ratios right through to top to be really nice and the engine just keeps pulling.

On the way down, I’m becoming addicted to the sound of the bike blipping down the ‘box and I’m grinning each lap I enter the esses. It sounds awesome. Engine braking, for my liking, is a little overly engaged and I experience some speed hindering rear wheel hop into turns, no doubt due to my extra weight on the front of the bike and the way I am seated being a lot taller than Simon.

As the forks go through their stroke, my weight is shifting forward and lifting the back. Too many up-sized KFC meals I’m afraid… One of the rare A-Grade racers with a double-chin and proud of it!

“On the way down, I’m becoming addicted to the sound of the bike blipping down the ‘box and I’m grinning each lap I enter the esses.”

Back to the brakes. I’ve figured out by now that if I raced this bike I would crash on lap one, the moment I got into a battle and lost a bit of my smooth style. Simon is a calm type of person. I’m a hyper mental case.

We grab brake levers differently so for this test, I am just taking a calming breath and ‘easing’ the lever in a bit earlier than normal, being careful as to not smash the forks through the ground with reckless grabbing at the lever. It works and honestly the stopping power is up there with the Cagiva 500 I rode. It’s sh*t scary… I love rear brakes and I’d usually be doing my best to burn these pads up on the Pierobon, however, with the engine braking I’ve hardly touched the rear lever.

Handling is absolutely sublime, a large step above most current production bikes, with lightweight agility, high-end Ohlins, magnesium wheels and lots of sticky Pirelli on the tarmac it is a match made in heaven when all tied together with the sweet Pierobon frame and swingarm.

I’m not privy to Evo Racing’s geometry setup on the bike but it’s purposeful and racey. Initial turn-in is fast, accurate and effortless on or off the brakes, fall-in is predictable and neutral enough given the layout of the bike and once on its side, line holding is superb.

When pushing at full lean through the esses, the front did want to push, or be driven wide, by the rear but it is predictable and there is plenty of confident feedback through the ‘bars and shape of the tank. The rear of the bike hooks up amazingly and is controlled and also inspires confidence, with loads of grip from the fat rear Pirelli slick.

As I pulled up after my test I was grinning and felt honoured to have had the opportunity to ride a Pierobon, particularly the X60R. For a bike chassis that is close to 20-years young now, it sure does perform well. The big factories haven’t caught up yet… What a ride, it’d be the ultimate track day tool. As soon as I got home, I picked the scab off a cold tinnie and reflected on a test that is a definite highlight for me.

ABOUT PIEROBON

Pierobon is an Italian chassis manufacturer that has been supplying components at elite level since 1952. As well as box equipment Pierobon specialise in frame kits, bodywork, fuel tanks, triple-clamps and swingarms and just about any racing solution required, working closely with and supplying to MotoGP and WorldSBK teams.

EVO RACING PIEROBON X60R SPECIFICATIONS

ENGINE: Ducati Hypermotard 1100 Evo (2010 – 2013), 98 x 71.5mm bore x stroke, 1078cc, 12.5:1 compression ratio, Pistal high-comp pistons, Pankl Titanium conrods, lightened and balanced crankshaft, Kaemna camshafts, 47mm (IN) and 41mm (EX) valves, Kaemna ported and flowed cylinder-heads, standard crankcases, 1198 oil cooler with additional Earls 13-row upper cooler with oil supplied to heads via cam covers, standard ignition, Power Commander V tuned by Serco on 98 PULP, 996 bellmouths, MWR filter, custom Termignoni exhaust system, stock Hypermotard gearbox with lower top gear, race pattern with reverse quickshifter, 15/39 gearing as tested, EVR CTS slipper clutch with sintered plates, Brembo RCS slave / master-cylinder.

CHASSIS:2017 Pierobon X60R frame, Pierobon triple-clamps, billet alloy headstock and swingarm pivot points, box-section alloy Pierobon swingarm, Ohlins DU235 shock with progressive cantilever and 8.5kg spring, Ohlins FGRT203 43mm forks, 9.0kg springs, 150mm oil height, standard internals, Brembo M50 front calipers, MetalGear rotors, Brembo Z04 brake pads, Brembo RCS master-cylinder, Hel brake lines, Braking rear rotor, Brembo caliper and master-cylinder, Marchesini Magnesium wheels – 17 x 3.5in (f) and 17 x 5.5in (r), Pirelli SC2 slicks, Woodcraft 57mm handlebars, Pierobon fairing kit in fibreglass, carbon-fibre tail, handmade aluminium fuel tank, Pierobon seat.

PERFORMANCE: 115whp, 136kg dry, over 235km/h top speed.

OWNER: Nick Bryne – Evo Racing, Sydney, Australia

EVO RACING PIEROBON X60R Gallery

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The ZX-6R is an excellent little road or track day bike. The extra capacity gives it broad, useable torque for daily road riding and the overall chassis set-up provides comfort and stability on even the worst of our Aussie roads. While the styling is definitely 2021, the rest of the bike is slightly old school, despite having traction control, ABS, a quickshifter and ride modes, in terms of electronics the systems are a few years old now. However, at $15.199 + ORC, you are getting a lot of motorcycle. Anyway, check out the video review for all the info and don’t forget to subscribe to our YouTube channel!

2021 KAWASAKI ZX-6R KRT EDITION VIDEO REVIEW

TECH TALK, 2021 KAWASAKI ZX-6R 636

The Kawasaki ZX-6R 636 was an early adopter of a range of rider aid technologies, including power modes, traction control and their own ABS system, which continue to be found on these machines. The updated Ninja ZX-6R ‘636’ features gearing aimed at delivering stronger low-end response, making the new model even more fun on the street and winding roads, and goes from 43/16 to 43/15, in a move that no doubt mirrors the choice of many owners on the previous edition.

KQS (Kawasaki Quick Shift) is standard equipment, complementing advanced support technology like three-mode KTRC (Kawasaki Traction Control), Power Mode selection and KIBS (Kawasaki Intelligent Braking System). New styling also offers the next evolution of Ninja design, and gives the new Ninja ZX-6R strong family looks to the brand’s highly successful WorldSBK winning machinery, with a revised front fairing and the adoption of twin LED headlights. The tail has also been revised and now also incorporates an LED taillight.

Kawasaki are also boasting improved performance with the 636cc liquid-cooled, four-stroke in-line four-cylinder engine, which offers greater performance across the rpm range, particularly for low and mid-range torque for usability in everyday riding situations. Updates also ensure emissions clear Euro4.

Shorter gearing care of the revised final ratio works alongside race-inspired clutch technology offering both a back-torque limiting function as well as a light feel at the lever. In addition to the standard fit assist and slipper clutch, other rider friendly features include a handy 12V power outlet.

The race-developed perimeter frame is the key to balanced flickable handling, mid-corner composure and an ability to change lines on command, along with excellent chassis feedback. SFF-BP forks (Separate Function Fork – Big Piston) offer both racetrack performance and everyday usability, while preload and damping (rebound and compression) are separated, facilitating setup to suit owner’s needs. Adjustability for the rear monoshock includes preload, rebound damping and compression.

A two-piece rear frame is an aluminium die-casting consisting of a front and rear section. This layout enables a very lightweight construction, which is also very narrow, allowing the rear of the bike to be very compact and slim. Bridgestone’s Battlax Hypersport S22 tyres are also standard fitment, to contribute to lighter handling, while offering superior grip in both dry and wet conditions, which translates to greater rider confidence and enjoyment.

Large 310mm petal rotors, radial-mount monobloc calipers and a radial-pump front brake master-cylinder complete the front brake package. A 220mm rear petal rotor and lightweight caliper slow the rear wheel.

The LED dash feature a large analogue tachometer flanked by warning lamps on one side, and a gear position indicator, fuel gauge and remaining range function and multi-function LCD screen on the other.

2021 Kawasaki Ninja ZX-6R 636 KRT Specifications

Kawasaki.com.au

Price: $15,199 + ORC (Click here and add your postcode for R/A pricing)
Claimed Power: 95.4kW[130PS]@13,500rpm (136hp with ram air)
Claimed Torque: 70.8Nm@11,000rpm
Wet Weight: 196kg
Fuel capacity: 17L

Engine: Liquid-cooled, four-stroke, four-cylinder, DOHC, 636cc, 67 x 45.1mm bore x stroke, 12.9:1 compression ratio, EFI, KRTC, Ride Modes, KQS
Gearbox: Six-speed, return Clutch: Wet multi-disc, slip and assist

Chassis: Perimeter pressed-aluminium tubular diamond frame, two-piece die-cast subframe
Rake: 23.5° Trail: 101mm
Suspension: 41mm Showa SFF-BP forks, rebound, compression and preload adjustable, Bottom-Link Uni Track rear shock, piggyback reservoir, compression, rebound and preload adjustable
Brakes: KIBS, semi-floating 310mm stainless-steel front petal rotors, radial-mount four-piston monoblock calipers, radial-pump master cylinder, 220mm rear rotor, single-bore pin-slide caliper
Wheels & Tyres: 120/70 – 17, 180/55 – 17, Bridgestone S22.

DIMENSIONS
Wheelbase: 1400mm
Seat height: 830mm
Ground clearance: 130mm
Overall width: 710mm
Overall Length: 2025mm
Overall height: 1100mm

Instruments & Electronics: Analogue tacho, digital multifunction display, KQS, Dual Throttle Valves, A&S Clutch, KIBS, ABS, KRTC, ECO Mode, Power Modes

The post Video Review: 2021 Kawasaki Ninja ZX-6R 636 KRT Edition appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

BMW test rider, all-round good guy and 250GP hero Jurgen Fuchs turns to us and asks, “You guys haven’t ridden here before. We will take it easy for a few laps, I will show you the way”. Somehow, having experienced riding with Jurgen on previous S 1000 RR launches (I won’t expand on the 3am drive around Portimao years ago doing jumps in a BMW M3), I knew that ‘easy’ was a load of crap and he was going to cut loose for us.

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Firing up the M Package S 1000 RR for the first time, I’m met with a wild, highly tuned rumble. I’m excited. It has been a long trip from Sydney. I look around at the other guys and off we go, the only reservation I have are the tyres. I just don’t know why the M Package, at a racetrack, has the road and 10 per cent track S21s on it. As brilliant as they are on the road, I know the limitation here will be the tyres well before anything else…

We ride out of Estoril’s pit lane, the giant grandstands eerily empty but the history of the place definitely present as the S 1000 RR engines echo off the concrete walls either side.

Onto the track at turn one, Jurgen turns and looks at us, then takes off. On cold, new, unscrubbed rubber, we are into it. The bike doesn’t feel familiar at all. If it didn’t have BMW badges on it, it could be another brand. It feels so light, so flickable and smooth.

Carefully following the lads around this incredible circuit for the first lap to get familiar and warmed up, Jurgen showing us the neat lines with his distinctly smooth 250 style, the S 1000 RR is immediately impressive. However, even without hard braking, the brake package stands out. It just doesn’t have the feel and power of before. The traction control on my bike is working overtime as the rear tyre tries to smoke up in the long, third gear right-hander.

Jurgen pins it and we all go. It’s a special moment for me, three legends on a legendary track, riding at my pace, Jurgen Fuchs, Steve Martin and Cameron Donald. We have the track to ourselves and I’m already grinning as I sit up to brake from 280km/h at the end of the long straight.

The pace increases, with smooth riding and super neat lines from Jurgen, who did 26,000km of testing on racetracks for BMW with this model last year! My left knee touches down for the first time, in the first tight left hairpin. This is the first time I realise the bike is too soft for me in these settings (Pro 1 pre-set by BMW for the session) as the rear sags and the bike wants to go wide.

On the gas, the electronics fight the bike and as we up the pace the S 1000 RR starts to feel more and more like a 600 supersport bike power-wise. The traction control is pulling everything back. It’s frustrating me as we have limited laps (three 15-minute sessions) but I need to learn the track enough to push hard later.

The sighting lap turns into seven of them as Jurgen urges us to keep riding with him even after we were signalled to come in, I think he is enjoying the company of Steve and Cam for a change from us usual journalists. So off we go, head down, I literally rode the wheels off the bike in the soft settings and it was a laugh. I’m sure the other guys were cruising. Top speed was just over 290km/h and by the end of it I am happy I know the track well enough to get on with the job…

My first solo 15-minute session comes after a quick rest. I ask one of the staff to change the settings for me to give some more support on the front under brakes, which is where, at 90kg, I always have a problem. I head out and this time run through my usual testing range I have developed over the past 20-years in the job.

Tucked in and powering onto the chute at full throttle, I tuck in tight and shift through the ‘box via the quickshifter. Set in road pattern, the shift is firm but smooth. I go as fast as I dare, again nudging 290km/h, before sitting up and braking hard for turn one, the 80km/h right-hander. I flick the bike right, left, and right then hard on the gas. So light, so flickable. The biggest stand out is the weight. The bulky feel of the outgoing model is long gone. This feels like a 600. Amazing…

The torque is brilliant and I take advantage of that mid-range boost powering down the hill to the right-hand, off camber up hill turn three. Braking deep, late and at lean angle after messing up the entry is a heart-in-mouth moment. Thankfully, the ABS saves the day as the tyre lets go. I’ll know next lap…

Drive uphill to turn four is stunning. Turn four is a long, increasing radius flat left leading onto a very fast kink. I don’t feel comfortable here. Lack of tyre feel, soft suspension and I can’t get the revs right as I can’t carry the speed I want to. Off this turn, the S 1000 RR is scary fast. I try to hold on with my knees and lock on, shifting up through the ‘box, then knee on the ground at 230km/h through the turn five kink, where a big dip that would surely unsettle most bikes is soaked up by the ingenious suspension.

Tucking in again, I realise how well I fit on the bike and although it is tiny, the screen and fairing completely isolate me from the air pressure. I get to glance at the dash here also, which I must say is the easiest to read of all the sportsbikes on the market.

Hard braking for the awesome parabolica, turn six, I notice the very first signs of brake fade for the day. It’s worrying me, as I haven’t really started to push hard yet… What will the brakes be like later?

Holding a line through turn seven is so easy. Knee down, run it wide, pull it back in tight at will and stand it up to power it out at full throttle for the long run to turn seven. I would not be able to do that on the previous model. This MY19 is so nimble and raceable in terms of track position changes…

The wheelie control goes mental as the bike screams past 9000rpm and rapidly, I really mean rapidly, goes to maximum rpm before I brake hard for turn seven. Flick it right and drive it hard to turn eight, an awesome quick-flick right hander, I power the bike up to the ultra-tight switch-back chicane, turns 9 and 10, that honestly would be hard even on a 250 GP bike, but the S 1000 RR makes easy work of it.

Now the fun part, letting those incredible electronics keep me out of the ambulance as I hold it on through the turns 11 and 12 esses and into what is definitely one of my new all-time favourite corners, turn 13, parabolica Ayrton Senna… driving through turn 11, I enter 12 with a little front brake on, then flick it right into turn 13 before grabbing third for this amazing long corner, feeding the power on all the way through, the rear wheel is trying to break away but the DTC is reeling it in. The front lacks feel and is a worry… Once a little upright, I open the tap to full and let the beast rip. It’s mind blowing…

After lunch our bikes had Bridgestone Battlax V02 slicks fitted and the appropriate settings implemented. I was chomping at the bit to get back out there, waiting in pit lane to jump on my bike…

Well, what a difference. It was like riding an entirely new model again… It is amazing what grip can do. Within a few corners I am already going faster than I could on the OEM tyres and thanks to Nate, a BMW test rider, for setting up the ride mode and suspension for me, the bike feels fantastic.

Loads of grip, feel, support at both ends and whoa… serious power. In fact, to me it doesn’t feel all that much slower than the HP4 Race to be honest, I might even like it more as it is so easy to ride and the electronics are just incredible. Although the HP4 Race audible DTC is something I do love that this hasn’t got… Top speed is now over 295km/h thanks to the drive onto the chute, in fact, I am using a gear higher through the final turn on the slicks!

Everything feels better and all is going so well until five laps in I have one hell of a big scare. Tucked in at over 290km/h, I sit up to brake for the 80km/h turn one and the bike is stuck in top gear as the quickshifter fails and I try to manually backshift but the gearbox won’t do it. Luckily, I have two things up my sleeve – slicks with ABS Pro, and I had already eyed off the run-off ramp at the end of the straight during our slow sighting lap and noted it was unswept and has loose gravel on it.

So, my option is to get the clutch in, full brakes and trust the ABS, and get the thing turned. I manage, somehow, then I force the bike down into third gear and ride it back to the pits. Had I been on the S21, I would be typing this from a hospital in Portugal for sure… scary stuff. The BMW mechanics quickly took the bike and closed the roller door, then rolled a fresh one out for me, but sadly the flag came out. I never did get an explanation about what happened, or at least not one that I believe…

“For the final session everything is smooth. New slicks, racier settings, race shift pattern and the temperature was up to match the blue skies over Estoril.”

During the wait for my third and last ride I did two tracking video laps on a stock bike with completely destroyed S21s, trying to keep up with a fast racer girl on slicks, this gave me the chance to further sample the electronics as the bike slide all over the show. Impressive. And fun!

The final session was only 15-minutes, but it was one hell of a memorable and thrilling 15-minutes and although I didn’t get a chance to experiment with any electronic settings, I did get a more intimate knowledge and appreciation of the bike and the big standout for me was feel and feedback from the new Flex Twist frame, awesome Marzocchi suspension electronic control, which felt just like a well valved track bike, amazing power and sensational ergonomics.

The negatives? The brakes did not cope with the higher pace, the lever was coming back to my knuckles and I had to adjust it, and to be honest, they were not that good. Initial bite is OK but there is not a lot of stopping power and they fade quickly. They feel out of date and not up to current standards. Whether or not the wrong pads were in for the situation or not we will find out when we get the bike ourselves. It was the main point of discussion among the press between sessions.

All up, this was a quick test, three 15-minute sessions, one cut short, plus a seven-lap viewing session and a two-lap photoshoot. I learned enough though, for the track test, the bones can’t be argued with – it is light, torquey, full of safety rider aids and looks absolutely awesome…

TECH TALK – 2019 BMW S 1000 RR 

To achieve their target goals for the all-new 1000, BMW had to revisit and re-engineer every component. Not a small task, particularly in a rapidly declining sportsbike market. The result is a technical marvel that truly showcases BMWs ability to produce super high output, low weight and high-tech performance machinery…

Engine output went up by 6kW to 152kW, weight has dropped significantly from 208kg to 197kg (193.5kg M Package), torque is up to 113Nm and spread wider with 100Nm available from 5500rpm to 14500rpm. The new donk is an incredible 4kg lighter than previously and has a maximum rpm of 14,600 screaming revs.

The main goal for BMW was to make the engine more useable, without losing that top end hit. The solution was to come up with variable cam timing, which is called ShiftCam Assist. This increased low and mid-range as well as top-end. The system is unique to BMW but variable valve timing is not new in the class.

The BMW system uses a triple-section intake cam that has two cam lobes per valve, these shift over at 9000rpm in just 10ms as valve actuation transitions between the partial load and full load lobe, depending on whether the revs are climbing or dropping.

Activation is via electromechanical actuators. Valve lift is increased after 9000rpm. The intake and exhaust valves are Titanium and the intake valve stems, in a world first for a production bike, are hollow. Activation is via finger followers, as before, however they are 25 per cent lighter and DLC coated.

The upper crankcase hoses the gearbox and has the cylinders integrated into it. The cases are lighter, stronger and more compact. The cams are driven straight off the crank now, with no idler gear. The oil and water pumps are combined into one multi-pump unit, the starter motor now engages directly with the clutch, helping reduce width of the engine by 12mm. Height is also reduced, although it is not clear how. The ShiftCam system adds 1kg to the engine, however, the 4kg drop is impressive.

Variable intake lengths are used again, which open (shorten) at 11,700rpm. The intake ports, combustion chamber shape, airbox, intake tract are all redesigned. On the exit side, a completely new exhaust system is fitted, which is 1.3kg lighter. Made of stainless-steel, it features a three-way Cat and a front silencer as well as a rear silencer.

Not much is available about the gearbox and clutch, other than that they are refined and improved, with clutch actuation on the right side now. The quickshifter is standard and can easily be switched between race and road pattern.

The electronics package, standard and optional levels, is new and designed to optimise the new engine outputs. The Ride Modes include Rain, Road, Dynamic and Race plus you can opt for the Pro Modes (std on M Package), which allow further Race Pro 1, Race Pro 2 and Race Pro 3.

There is a huge amount of adjustability and only an owner could fully explore these over time, or if we had a long test period, but in short, there are four fixed basic settings – Rain, gentle throttle response and reduced torque in the low gears. Road, optimum road throttle response with torque reduced in the lower gears. Dynamic, same as Road according to the press kit, however, Dynamic is a sportier version of Road. Race, full power and quicker throttle response.

The Pro Modes Race Pro 1-3 can be configured by the rider for the conditions, including engine braking control. The DTC can be switched up and down on the go via a toggle switch. Hill Start Control is standard, it locks the rear brake on at a gradient of plus or minus 5 degrees, shortly after the bike comes to a standstill. There is also a Pit Lane Limiter in all modes.

The suspension is new, supplied by Marzocchi and replacing the Sachs suspension. The forks are 45mm inverted units (previous were 46mm), and feature closed-cartridge inserts. DDC is standard but racers can now revalve the forks as per standard style forks, while still having the benefit of electronic damping control overall. The forks weigh 300g less all up.

The same goes out the back, the DDC valve is fitted with a conventional shim package. There is also an electrically controlled bypass valve and the oil flows parallel to this. If the bypass is activated, the oil flows through the conventional piston assembly only. This depends on Ride Mode and speed.

The basic DDC settings are linked to the Ride Modes. Rain and Road is sporty and comfortable. Dynamic is for smoother, faster country roads and mountains. Race is for fast sports riding or track days and Pro Modes are for serious track work.

All modes can be individually customised in standard and Pro, so it gets confusing, it’s almost limitless.

The frame is new and is called a Flex Frame. This takes some of the stiffness out of the old models, which was always a characteristic of them, and gives a lot more feel to the rider. It’s a welded four-cast frame with a 32-degree tilt forward, but the headstock area is reduced and the engine loaded a lot more. The frame weighs 1.3kg less now and is 13mm narrower.

The swingarm is all-new, weighing 300g less than before and is a single cast underslung unit, positioning the shock upright and further away from the heat of the exhaust and engine. On the M Package the pivot point is adjustable.

The swingarm / shock ratio has been altered from 1.9 to 1.6:1, along with the larger 46mm shock piston, there is a larger hydraulic operating flow and lower operating pressures. The triple-tress and handlebars are all-new, as are the footpegs and hangars.

The 17in wheels are either cast alloy or forged alloy or carbon-fibre (M Package). The stock wheels are 1.6kg lighter than the previous model. The M Package comes with thicker rotors, so some of the weight saving of the cast or carbon wheels is lost to the brakes, however, the brake rotors are up-spec.

Now for the strange part, the awesome Brembo monoblock calipers have been replaced by American Hayes calipers (never heard of them? Neither had I). There is no reason given by BMW and no mention of them in the press kit at all, however, the reason can surely only be cost saving.

I didn’t look at them closely enough, but wish I did, as there is no mention of whether they are monoblock or not and no images at the right angle to see… The Brembo master-cylinder has been replaced by a Nissin item and the rotors are not specified.

There is a new 6.5in TFT dash that is insanely cool. It features everything to get even the most techo hardened person excited. The dash has four screen options, Pure ride for the main road ride details and three Core screens for track use, all accessed via the easy to use multi wheel on the left ‘bar.

As well as the display of ABS Pro, DTC, DDC, speed, rpm, time, temp, odo etc, it is also possible to view bank angle in degrees, deceleration rate, speed warning, ave speed, ave fuel, trip 1 & 2, remaining range, total km, fuel level – all on the road. On track you can view lap time, distance, lap specific speeds, max banking angle, DTC torque reduction Max, number of shifts, ave throttle opening, total laps, best lap.

The RR also features LED lighting all-round, with the indicators now integrated into the mirrors and rear indicators integrated onto the tail light assembly. The styling of the bodywork is completely new and the RR is available in only two colour options, Racing Red or BMW Motorsports.

2019 BMW S 1000 RR HIGHLIGHTS

• New 4kg lighter engine with ShiftCam technology, 152kW and 113Nm, wider range of torque from 5500rpm to 14500rpm
• Newly developed Marzocchi suspension and Flex Frame, with the engine taking on more load bearing
• Haynes brake calipers and Nissin master-cylinder at the front, Brembo rear
• DDC (Dynamic Damping Control) with new valve generation as an option
• 11 to 14.5kg weight reduction (std and M version)
• ABS Pro as standard, cornering ABS
• New Ride Modes including Rain, Road, Dynamic and Race as standard and three optional modes Race Pro 1, 2 & 3
• Launch control
• Pit lane limiter
• Shift Assist Pro two-way quickshifter standard
• New TFT dash
• LED lights

2019 BMW S 1000 RR OPTIONS

• M Package – Pro Mode, Motorsport paint, M carbon wheels, M lightweight battery, M sports seat, M chassis kit with ride height adjuster and adjustable swingarm pivot.
• Dynamic Package – Next generation Dynamic Damping Control, heated grips, cruise control
• Race Package – Pro Mode, M forged alloy wheels, M lightweight battery, M chassis kit and adjustable swingarm pivot.
• Other – Alarm, Passenger seat cover, RDC tyre pressure control, E-call.

There is a huge range of other options for the bike, check out your local dealer or BMW Motorrad website.

2019 BMW S 1000 RR (Std) Specifications

As tested – M Package: Includes Pro Mode, Motorsport Paint, M carbon-fibre wheels, M lightweight battery, M sport seat, M chassis kit with ride height adjustment and swingarm pivot adjustment. Mirrors were removed, tested on Bridgestone S21 then Bridgestone V02 slicks.

Price: N/A as tested; Std. from $23,550 + ORC
Claimed Power: 152kW[207hp]@13500rpm
Claimed Torque: 113Nm[@10500rpm
Wet/Dry Weight: 197kg
Fuel capacity: 16.5L

Engine: Liquid-cooled in-line four-cylinder engine, 999cc, DOHC, 80 x 49.7mm bore x stroke, Valve activation via individual rocker arms, variable intake camshaft control system BMW ShiftCam,
Gearbox: Constant mesh six-speed
Clutch: Self-reinforcing multi-plate anti-hopping wet clutch

Chassis: Aluminium composite bridge frame, self-supporting engine, aluminium underslung double-sided swinging arm
Suspension: Marzocchi USD telescopic fork, slide tube diameter 45mm, spring preload, compression and rebound stage adjustable, Marzocchi central spring strut rear, spring preload, adjustable compression and rebound stage
Brakes: BMW Motorrad ABS Pro, dual 320mm rotors, radial four-piston Hayes calipers, single rear 220mm rotor, single-piston floating Brembo caliper
Wheels & Tyres: Die-cast aluminium wheels, 3.50 x 17in, 6.00 x 17in, 120/70 ZR17, 190/55 ZR17

DIMENSIONS
Wheelbase: 1441mm
Seat height: 824mm
Overall width: 846mm
Overall Length: 2073mm

Instruments: 6.5-inch TFT screen, multiple display modes

The post Review: 2019 BMW S 1000 RR World Launch Report appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Litre sportsbikes are nowhere near as popular as they once were thanks to the fun police and the price. For most manufacturers, though, their 1000cc or superbike class models are, thankfully, still their premium and most celebrated models and the YZF-R1 remains Yamaha’s pride and joy – a chance for them to showcase engineering, electronic and race-bred wizardry. And they do it well…

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I recently attended the Australian launch of the new models. It was held at a Yamaha R Series ride day, with half a dozen 2020 R1s on hand and the opportunity to do some sessions. It was a good chance to run through the additional electronics, get a feel for the revised suspension and brakes and see how the engine stacks up now that is is Euro 5…

The only changes to the engine seem to me on paper to be for environmental reasons – Cat converters (four of them) moved closer towards the exhaust ports/headers so they get hotter quicker and burn more poison earlier, a more restrictive muffler, injectors moved and with fewer holes, revised camshaft profiles and rocker arm/valve acceleration ratio for improved efficiency and full cable-less RbW to give the software engineers complete control over how much juice is burned versus how much juice the rider wants to burn. So nothing too major engine-wise but still a cracker of a motor…

What Yamaha have managed to do though is to meet Euro 5 while maintaining the same output as before, which is a massive feat for them. It still has the same power and with a full system fitted it will be way, way more powerful so they have done right by the racers and track punters out there… While being forced to choke the engine to meet the strict laws, Yamaha have been able to retain performance and being a bolt-on part owners can liberate that inline-four exhaust and enjoy the spoils of 2020…

In the chassis department, the standard model KYB forks are revised internally and the overall set-up is softer, designed to improve feedback and feel for the average YZF-R1 rider, with the same treatment out the back. The brakes have new pad material. The bodywork is a semi redesign, mainly around the front, and looks fantastic. The electronics package is upped, now including Brake Control and Engine Brake Management to take the rider aids up to a total of seven. The mighty R1M now wears the incredible Ohlins NPX gas ERS forks up the front and a revised Ohlins ERS shock at the back and bodywork is all carbon-fibre – check out the tech breakout below for the full info…

The R1 Ride
The ergonomics (rider triangle) remain unchanged. Also, the frame, wheels, sub-frame and geometry all stay as per previous model so there is not a huge difference in riding the new models. One problem I had with the previous model that was a common issue at the World Launch for any taller riders, was trying to lock-on to the tank properly for braking and cornering, meaning I was fatiguing faster than usual and also finding it difficult under hard braking into the hairpins. I also felt the brakes were not quite up to scratch…

Rolling out of pit lane on the all-new YZF-R1, those two areas are front of mind. I am not 100 per cent sure of the exact changes to the fuel tank/seat/bar area, however, the 2020 model for me proves to be easier to hang on to and lock-on to than the outgoing one. I can hardly see any difference with the fuel tank sides, so can’t completely explain the improvement, but even braking for T2 for the first time, the bike feels different to sit on and hang off…

I’m riding a stock R1 with OEM Bridgestone RS11 street tyres and stock suspension settings. Before I even get any heat into the hoops or start to push it is clear that the suspension is soft and that the electronics are intrusive. I ride on and decided to use the session as an ‘out of the crate’ stock test.

With warm rubber I up the pace. The bike is in Mode A, with Full Power, and the all-new completely RbW throttle is super snappy on initial opening. It is unnerving and making me think I’m about to get flicked over the top… With the soft suspension as well, opening the throttle unsettles the balance of the bike and that sudden kick is exaggerated. The traction control is then kicking in and dulling everything down. It’s making for frustrating progress. I slow up and the bike feels OK for a few laps at an average track day pace. After a more laps I decide to come in to try again with a different set-up for the electronics and the suspension before I can fully test the bike.

Heading out for my second session, I change to Mode B, Full Power, and reduce TCS intervention. I am sharing the bike, so unable to make suspension changes, but with the smoother throttle and me having more control of the rear wheel slip I can keep the bike tracking much nicer than before and I’m loving the way it drives hard off turns. With the RS11 tyres half worn already, this session is my best opportunity to really have a crack on the bike so I put my head down for some quick laps.

Engine-wise, there is little to tell between the previous model and this one, at least for me anyway, aside from some extra oomph off the slower corners, it feels very similar and I’d have to ride the two models back-to-back to feel the extra grunt in the middle. The R1 is blindingly fast but in a smooth progressive way thanks to that glorious CP4, an engine that just wants to keep on giving. Top-end is still stunning – 197hp helps. I’m getting well over 285km/h into T1 and tucking in is easier with the revised bodywork. I can hide on the chute now, while on the 2015 I was hanging out in the breeze at high speed and could not quite fit in.

The quickshifter is smooth and precise. Back-shifting for the hairpins, the engine braking control keeps the back stable while still helping pull the heavy bike up, while into the fast turns it is rolling in with the entry speed of a two-stroke. I am really impressed with the system. And this is where I need all the help I can get stopping the bike because as the laps go on the front brake ever is coming further and further back. The brakes are vague, weak and into turns nine and two, there have been a few times I almost didn’t get the R1 stopped. Decent lines, fluid, race pads and maybe a master-cylinder upgrade should be high on the list for track riders… or it could be electronics.

The tyres are an improvement on the old ones and are starting to scream enough as I head out for my third session. The TCS and slide control (SCS) is really working hard, particularly around Corporate Hill – a long, off camber fast turn at SMSP. What is impressing me is that I am not having to ride any differently, at all, to how I was riding when the rubber was new. The electronics as a package are doing an excellent job at keeping me and the bike on the track not the grass. The slide control is the most fun, the back slides out around Corporate Hill and also onto the chute but the system just lets it hang a bit and as you keep the throttle pinned it all just comes back inline.

I was able to push on fairly hard on the bike on the worn RS11s, however, there was one thing that was holding me back and taking my confidence away – those front brakes. As mentioned, each session, the lever was back all the way to the grip by the end and there was excessive travel after just a few laps. It is a shame really, as the rest of the bike is as stunning as ever and the changes have refined the other areas of the machine…

The R1M Ride
The R1M does almost everything right. It is identical to the R1 aside from Ohlins ERS and carbon-fibre bodywork and comes at an $8450 premium. The rear has been refined and the forks are now NPX Gas pressurised forks. The suspension is truly next level stuff…

On a rear tyre that is on the way out, I set the CP4 to Mode B, Full Power, TCS on the second least intrusive setting. The engine is the same, the ergo’s as well, but as soon as I roll into T2 for the out lap I felt I was on a very different machine to the stocker. The M has a 200-section rear tyre, which will change the steering characteristics (usually the 190s are better) but aside from that all of the awesomeness comes down to that drool-worthy ERS…

On already warm tyres, I am straight into it on the R1M. By turn three I’m comfortable, like I have been on the bike all day. I love the reverse quickshifter and the way the forks keep the bike stable and tracking over the few bumps into the fast turn four entry is incredible. Plenty of support while I brake and lean but still absorbing the bumps in a way only top spec Ohlins ERS can. Flicking the bike left for five, I am able to hold a tight line here, where the standard model was squatting and pushing the front wide. On the gas hard up the hill, the rear pumping of the R1 is not there on the M. Instead, it hooks up the 200-section hoop and drives to the crest of the hill, the front wheel in inch off the deck.

Braking deep into seven, the fade and lack of power of the front brakes gives me a heart stopping moment where I think I am not going to get into the corner but the feel and grip from the front-end gives me the confidence to check it in there. No dramas and again, superb stomp off the corner. Around Corparate Hill I get a nice slide, the left side of the rear tyre is totally shagged, so the back hangs out. The electronics control it and I love it – so much fun. In fact, I stay out for another 10-minutes just to lay blackies there and look at them next lap around…

My session finishes and I have a chat to Steve Martin in the pits. Steve suggests trying what he did with rear anti-squat and he makes some changes to the shock in the ERS menu. I head back out in the next session and the bike, which is already good, is now handling as close to perfect as I have ever experienced for an out of the crate litre sportsbike – on road tyres and flogged ones at that!

For me personally, if I could afford it, I’d go for the M any day of the week over the stock R1 but in saying that, I am yet to ride the stock 2020 set-up properly at the track. I’ll save that for the New Year when we get our test bike and head to our proving ground. For now I will keep dreaming about the R1M… those forks are so god damn sexy…

Tech Talk
The new 2020 R1M and R1 come equipped with the next generation of Yamaha’s unique 998cc inline four-cylinder crossplane crankshaft engine for refined performance. Returning features such as titanium fracture-split connecting rods and offset cylinders contribute to a responsive and potent character, while the cylinder-head, fuel injectors, finger-follower rocker arms, and camshaft profiles are new for 2020.

An all-new Accelerator Position Sensor with Grip (APSG) ride-by-wire system featuring Yamaha’s Chip Controlled Throttle (YCC-T) eliminates throttle cables and reduces weight while providing smoother throttle operation.

Augmented Electronics Package for More Rider Control
The most technologically advanced electronics package in Yamaha’s supersport lineup complements the evolutionary engine of the new 2020 R1M and R1. Yamaha’s proprietary six-axis Inertial Measurement Unit (IMU) continues to be the key feature of the package, and processes real-time vehicle attitude and wheel speed data for new Brake Control (BC) technology that gives riders the option to choose between two intervention modes for enhanced braking control. Riders can select a BC1 setting for enhanced upright, straight-line braking, or a BC2 setting for enhanced braking into corners, where intervention timing grows faster the deeper the lean angle becomes.

A new Engine Brake Management (EBM) system also allows the rider to select between three levels of engine braking force to suit their individual preference or riding situation on the road or track. Both the BC and EBM settings are adjustable through onboard Yamaha Ride Control (YRC) and Yamaha’s Y-TRAC smartphone (Android only) and tablet app (Android and iOS).

Enhanced Suspension Performance
Premium Öhlins Electronic Racing Suspension (ERS) has been a staple of the R1M’s chassis performance, and a new NPX pressurised front fork with a gas cylinder built into the front fork axle bracket, along with revised rear shock settings to complement the performance of the front fork, are features of the new 2020 model. With rider adjustability options through YRC settings and Y-TRAC, the new Öhlins ERS suspension package takes the R1M to the next level of performance.

The 2020 YZF-R1 also receives suspension performance enhancements courtesy of a new KYB front fork with a new internal shim stack design, and a KYB rear shock with revised internal settings. Together, the changes result in smoother suspension dampening paired with an improved feeling of contact and grip with the street or track surface.

Advanced Bodywork with Next Generation R-Series Design
Redesigned bodywork contributes to higher-quality performance and a more comfortable rider fit. The new design creates a 5.3% increase in aerodynamic efficiency while reducing wind noise and pressure on the rider when in a tucked position, and improved comfort comes from smoother side sections where the rider’s legs contact the bike. The 2020 R1M also receives a new carbon fibre tail cowl to accompany the existing carbon-fibre passenger seat cowl.

New lightweight, compact LED twin headlights optimise illumination for both the low and high beam, and combine with the redesigned body styling to create a new front face symbolising the next-generation of R-Series design.

New Features:

• Redesigned cylinder-head, fuel injectors, finger-follower rocker arms, and camshaft profiles
• APSG ride-by-wire system with YCC-T
• Brake Control (BC) and Engine Brake Management (EBM) for a total of seven electronic control rider aids
• Öhlins ERS NPX front fork with integrated gas cylinder and optimised rear shock settings (R1M)
• KYB upside-down front fork with new internal shim stack design (R1)
• Optimised settings for linked-type Monocross KYB rear shock (R1)
• Next-generation R-Series redesigned bodywork with outstanding aerodynamic efficiency
• Carbon fibre tail cowl (R1M)
• Bridgestone RS11 Battlax Racing Street tyres with updated tread design
• New front brake pad friction material for excellent control while braking

Engine

• Compact combustion chamber and large-diameter intake/exhaust valves (intake 33mm, exhaust 26.5mm)
• Twin-injector fuel injection
• Forged aluminium bridge-box pistons
• Titanium fracture-split (FS) connecting rods
• Offset cylinders
• Crank inertial moment engineered to achieve linear throttle response
• 4-2-1 midship muffler with two variable exhaust routes (based on rpm)
• A&S clutch

Chassis

• Aluminium Deltabox frame
• Forced air intake
• Aluminium fuel tank with 17.0 litre capacity
• Cast magnesium wheels
• 320mm front brake discs and four-piston monobloc calipers
• Öhlins Electronic Racing Suspension (ERS) (R1M only)

Electronics

• Six-axis Inertial Measurement Unit (IMU) for three-dimensional attitude detection
• Yamaha Ride Control (YRC) technology
• Traction Control System (TCS)
• Slide Control System (SCS)
• Lift control system (LIF)
• Launch Control System (LCS)
• Quick Shift System (QSS) with upshift and downshift function
• Power mode selection system (PWR)
• Electronic Racing Suspension (ERS) (R1M only)
• Digital thin-film transistor (TFT) liquid crystal display
• Communication Control Unit (CCU) (standard equipment for R1M, optional for R1)

SPECIFICATIONS: 2020 Yamaha YZF-R1 (M spec’s in brackets)

Price: $26,399 ($34,849) Ride Away.

Warranty: Two-years unlimited km
Colours: Yamaha Blue and Midnight Black (Icon Performance)

Claimed power: 147kW[197hp]@13500rpm
Claimed torque: 112Nm[83ft-lbs]@11500rpm
Wet weight: 201kg (202kg)

Engine: Liquid-cooled, four-stroke, crossplane forward-inclined parallel four-cylinder, four-valve per cylinder, DOHC, 79 x 50.8mm bore x stroke, 998cc, 13.0:1 compression, banking sensitive TCS/SCS, LIF, LCS, QSS, PWR power modes, YCC-I, YCC-T, six-axis IMU, (CCU), magnesium oil pan, titanium four-into-two-into-one exhaust
Gearbox: Constant mesh, six-speed, quickshifter bi-directional QS
Clutch: Assist and Slipper clutch, wet, multiple-disc

Chassis: Aluminium Deltabox frame, aluminium upward-truss swingarm, magnesium sub-frame, Rake: 24, Trail: 102mm

Suspension: 43mm KYB fully adjustable telescopic forks, KYB rear shock, (Ohlins Electronic Racing Suspension forks and rear shock)

Brakes: Banking sensitive Racing ABS, dual 320mm front rotors, dual monobloc four-piston calipers, 220mm rear rotor, single-piston pin-slide caliper

Wheels & tyres: Cast magnesium 10-spoke wheels, 120/70 – 17 (f), 190/55 – 17 (r) (200/55 ZR17), Bridgestone RS11 Battlax

Dimensions:
Seat height: 860mm
Overall height: 1165mm
Overall length: 2055mm
Width: 690mm
Wheelbase: 1405mm

INSTRUMENTS: TFT LCD display

The post Launch Report: 2020 Yamaha YZF-R1 & R1M appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

As soon as I got my Learners, I was on the road on an old RZ250FN, followed by a few TZR250s before I started road racing on RGV250s in 1995. Even my RGV racebike was painted the same colors as the Ralf Waldman HB 250. Riding the RGV proddie, I dreamed of one day being a 250 GP rider…

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Fast forward 22 years and I find myself about to ride a RSW250 Aprilia thanks to the owner, Harry, who kindly offered us a spin. Things have changed with my 250 GP aspirations, though, not only am I over 40, I also weigh more than the bike! Now that is funny! No lap records, then. At least that is my excuse…

About the bike. It is trick. It is expensive. It is rare and absolutely stunning. The peak of two-stroke development is right here under the fairings… This is the Aprilia Racing RSW250 ridden by Eugene Laverty in the 2008 250 Grand Prix World Championship. It is the real deal and very, very rare, not to mention priceless. The swingarm alone is worth are fifty grand!

The RSW250 was made by Aprilia from 1991 to 2007. It has been ridden to world titles by the likes of Max Biaggi, Valentino Rossi, Marco Melandri, and Jorge Lorenzo and has won countless memorable races. With just over 100-horsepower at the wheel and weighing in at less than 200-pounds the power-to-weight is over one to one.

The frame is hand made aluminum, as is the fuel tank. The seat unit and rear hump is a complete A kit part only for factory teams, all carbon-fibre monocoque, and the wheels and swingarm are carbon-fibre also. The engine is cast magnesium and every single nut, bolt, axle and washer is titanium. The massive ram air system and airbox is also carbon-fiber, as is all of the bodywork. It truly is a work of art and at this level of racing, you can see where a million bucks goes…

The 249cc 90-degree V-twin two-stroke revs to over 12,000rpm and is the absolute trickest little engine I’ve seen. The opportunity to actually get in there and have a good look was heaven, as these bikes were always so guarded when they were competing of course.

What is immediately apparent is the size of the engine compared to a production 250 two-stroke. There is nothing there that is not needed and everything has been developed and refined to be absolutely as compact and lightweight as possible.

The clutch is tiny, as is the gearbox and cases. The other side has the small magneto flywheel and ignition pickup. The expansion chambers are gorgeous – titanium with carbon-fiber mufflers, and the airbox and carburetors are so, so mind blowingly trick. Just look at those pictures and drool!

The wheels are factory items that simply cannot be bought. Ever. Brakes are factory spec monobloc radial-mount calipers with cast-iron rotors. Carbon-fiber is available for some situations also. Ohlins factory suspension is at both ends. Rumor has it the forks are worth 20 grand each. The triple-clamps are titanium and the handlebars carbon-fiber. Everything is tiny, compact, almost under-engineered.

What may seem like a simple two-stroke is far from it. Aside from the technology in the tuning of the porting, combustion chamber, crankcases and expansion chambers, there is a complex fueling and powervalve system along with full data logging and even traction control. Yes, you read that right.

The datalogger system, which is the factory Aprilia one that came with a staff member for the teams, provides all aspects of data from braking to suspension and ignition and jetting. The software tells the team what jetting to change after each session, based on the live atmospheric conditions and data from the previous run.

The traction control system is an ignition curve based one that uses an algorithm to determine rear wheel slip based on throttle position, wheel speed, gear and so forth, similar to what is now used in modern motocross and enduro two-stroke factory race bikes.

Everything on the RSW is hand-made and a work of art. From any angle, it looks amazing. Actually, I have blown up one of the photos we took and I have it as a poster above my workbench in my garage. This bike makes me feel young I guess… All of those dreams I had as a teenager about racing in 250…

THE RIDE
Nerves. Adrenaline. Excitement. Those three things that make you feel just a little bit sick in the stomach, well, they are all off the chart as Harry warms the bike up (see the video, it sounds so awesome).

I close my visor as he rolls the bike out into pit lane. If I’m riding a 250 GP bike, I’m walking out to it like a boss, visor down and cameraman snapping away! Ha!

I hop on the bike and immediately think, ‘How the hell and I going to fit in this’… I think back to when I was 19 and skinny and I just squash myself into Laverty’s ergonomics. The nerves settle a little as I blip the throttle and get the engine up to temperature. My old two-stroke days are flooding back to me and there is a crowd gathering around the bike. It is loud. Very loud…

A huge amount of revs and clutch slipping, along with a lot of leg paddling and I’m off up pit lane. I just ride straight past the person checking wristbands, I’m not stopping again! I short-shift in the lower top-end via the ultra-slick factory quickshifter and do my usual checks into turn two, like feeling the front and rear brakes and generally getting into a relaxed riding position.

The bike was straight off the warmers and what blows me away is I’m scraping my whole leg in the second corner from pit lane and carrying more corner speed than I have on any bike for years, and it is my out lap! When you ride road production bikes for so long, it is easy to forget how a proper handling thoroughbred feels and there is no comparison to any street going bike at all, not even close. The RSW is beyond telepathic. It’s an extension of my body – more than a bike; well that is how it is making me feel.

Watching GP rider’s highside for a few decades is in the back of my mind exiting the turns on my out lap but I’m soon surprised at the amazing tractability and drive of the RSW. It is jetted a little on the conservative side, so hasn’t got that razor’s-edge sharpness to the throttle, but still it is on song and almost four-stroke like in some aspects. It pulls third where I would have expected second, or where a TZ250 or RS250 Honda would need a lower gear and or more RPM. Amazing stuff by Aprilia.

The gearbox is ultra-close-ration and the quickshifter super sensitive. The engine starts making power from as low as 8000rpm but really comes alive up top, where is pulls harder than most 1000cc bikes around while feeling like it is the weight of a bicycle. Steering is insane. At first I am oversteering and hitting inside ripple strips as I’m just too used to conservative geometry and weight.

But once my brain slows things down a bit I steer with a bit more finesse and find some rhythm there. The same goes for the brakes, one finger and even then I almost go over on the first lap. They are as strong as the best street sport bike, say an S 1000 RR or Panigale, but then double the power and sensitivity and imagine the bike also weighed a third as much, that will give you an idea. Comparing the RSW brakes to an RSV4, say, is like comparing RSV4 brakes to a 1972 RD250…

I settle down and start my session proper. Tucking in on the front chute I’m chasing gears as the engine revs so quickly it is incredible. The straight disappears faster than usual and suddenly I’m into the ultra fast turn one. I touch the brakes gently with one finger and pop it down to fourth gear. Getting back on the gas, I cannot believe how rapidly the 250 accelerate towards turn two.

In fact I have to grab fifth gear. I’m in shock and arrive at my usual braking point for T2 faster than I would on any superbike. I ride straight past my braking point, in fact still on the gas, and don’t start braking until I’m turning in. It is no problem; the RSW just goes deep, stays tight and hold a perfect line through the double-apex corner. I feel like I can put the bike anywhere, anytime.

Getting the rpm right is not as crucial as it is on a TZ or RS, so although high corner speed and high rpm are still definitely required, there is some forgiveness there for a lard-ass like me who doesn’t get it inch perfect every lap. The bike hauls out of turn two, over three and is on the back wheel cresting the hump into turn four.

Having watched Biaggi and Co on video replay thousands of times here from the 1994 and 1995 races, I actually have one of those dream moments where I feel like they must have felt. It is surreal. I guess it is like a person with a passion for music suddenly finding themselves playing a stadium!

Up the hill out of five, with the engine in the sweet spot, the bike pulls with amazing urgency up this steep hill and again does the same to Corporate Hill, another bumpy long left-hand crest. Braking into the turn nine hairpin, I feel like my hands are holding the front axle! I’m waiting for Biaggi, Waldman, Capirossi or Harada to dive up the inside!

My lap ends and I’m in. Rolling into pit lane, after watching so many legend 250 riders at Aussie GP’s ride down this entrance, I feel like the luckiest man alive. That’s one dream ticked off the bucket list…

PRO RIDE ­­– PETER GALVIN RIDES THE RSW250
Seven-times Australian 125 GP Champion and ex World 125 GP rider

At first I thought Jeff’s message was just a joke. We had a factory 250 Aprilia from former GP rider Eugene Laverty to test at Eastern Creek. Let me think about that for a micro-second. I’m there! Thanks to the generosity of the owner we had a few sessions at Sydney Motorsports Park. To say I was excited was an understatement. One look at it and I couldn’t wait to get on it.

As soon as you hop aboard you know Aprilia has done their homework. The attention to detail and craftsmanship is, as you would expect, world class. Ergonomics were like a hand in a good fitting glove. No adjustments required. We fired up the 250 and warmed it up to operating temperature on the stand. The engine felt smooth and responsive if not a bit rich, which was OK for the day.

The first lap out, the most notable thing was the chassis feel. All my preconceptions had to go out the window as I was expecting a very stiff chassis like the 125. However, I am greeted with a firm but still flexible chassis with excellent feel just like the Honda 250 GP bike. This was a bit of a surprise in a good way. Having ridden Honda most of my career it made me feel right at home and immediately comfortable.

The chassis was only the start of the good times. The V-twin engine was just special. With strong torque off the slow and mid speed corners it was surprising how early you could get on the gas off the turns even with lower than optimum rpm.

It was far more forgiving than the 125, that’s for sure, even if I failed to keep the engine operating at the top end of the rev range. And, I have no doubt we could have improved this even further if we have had more time to finely tune the carburetion settings.

The Aprilia’s ability to pull strongly up hills between Turns 5 and 6 and 6 and 7 was another one of its strong points. Coming off Turn 5 was important for a good run up the hill and together with the resurface, great suspension and a bit of confidence it would pull like a train and was quite exhilarating when you got it right.

With the modification of Turn 6 after the track was extended the entry speed into Turn 6 has increased allowing a higher gear to be maintained making a nice connection through to the high speed Turn 7 left hander around Corporate Hill. As usual a bit bumpy there on the inside of the turn but soaked up nicely by the factory suspension, which leads to the next point.

Fitted with factory Ohlins suspension front and rear and with little set-up it also was a good compliment to a strong all round package. If anything the rear suspension felt a bit firm for my weight particularly in the high speed corners, which in turn led to a slight lack of confidence to keep the throttle wide open when required. Again it was only a set-up issue and more time on the motorcycle would sort those minor issues out.

On slow and mid speed turns the suspension was so good I had trouble finding the limit initially and still had problems at the end of the sessions. Pushing it further each lap it was very surprising just how hard you could go. The fresh tyres certainly didn’t hurt either.

The other major strong point was the brakes. As expected we were blessed with the almost ubiquitous Brembo mono-block callipers as fitted to a large proportion of racing motorcycles worldwide. This was another area where you had to redefine your limits.

With such a lightweight motorcycle and such powerful brakes you had to rethink your braking markers each lap. I used the entry to Turn 2 to keep pushing the boundaries. Each lap I found myself braking deeper and deeper with almost no rear brake at all and the motorcycle remained stable and predictable at all times.

While all these components were first class it’s the blending of the parts to produce a sound workable motorcycle that really makes the Aprilia RSW250 stand out. Bringing all this together has built a fast yet highly agile motorcycle that is fun and very exciting to ride.

Yes, you have to concentrate and keep the engine working within a relatively narrow rev range to obtain maximum performance but I think that is a large part of the challenge and satisfaction from getting it right.

With high hopes prior to riding this motorcycle, my expectations were exceeded. One of the greatest benefits of this Aprilia RSW250 is its high power to weight ratio and relatively simple engine configuration. In its finest form it illustrates perfectly what a basic two-stroke engine can achieve.

There is no doubt this is one of the best motorcycles I have had the opportunity to ride. I would love the chance to set up the suspension and carburetion to better understand its full potential. As a fan of two-strokes, it was a sad day when they were no longer eligible for Grand Prix racing as I believe they produced some of the best racing to be seen during the 1980s and 1990s plus early 2000s.

2007 APRILIA RSW250 SPECIFICATIONS 

Price: Around five new RSV4s
Power: 110hp – 110hp@13,000rpm
Wet weight: 200lbs

Engine: 249cc 90-degree V-twin two-stroke, full data logging, digital ignition, traction control
Bore & stroke: 54 x 54.5mm
Displacement: 249cc
Compression: 12.0:1
Fuel delivery: 42mm flat slide VHSE magnesium carburetors
Exhaust: DLR carbon-fibre mufflers and Aprilia Racing titanium expansion chambers
Gearbox: Cassette-style adjustable ratios
Clutch: Dry
Final drive: Chain

Chassis: Aluminium, hand made
Wheelbase: Variable
Rake & trail: Variable
Suspension: Front: Factory Ohlins; Rear: Factory Ohlins
Brakes: Front: Brembo
Wheels: Carbon-fibre
Tyres: Racing slicks

2007 Aprilia RSW250 Gallery 

The post Racer Test: Ex-Eugene Laverty Aprilia RSW250 appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Almost 35-years later the YB5 numbers don’t even count but the legend of the bike remains and with only 208 units originally made, is as rare as it gets…

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So rare, in fact, it took Australia’s T-Rex Racing’s Rex Wolfenden (International Island Classic Team Captain), an eternity to find himself an immaculate low mileage example. But he did it. He got hold of one and landed it on the bench in his immaculate Melbourne, Australia, workshop that is famous Down Under for building championship winning motorcycles, particularly specialising in Honda 750 Fours of the classic Forgotten Era class.

The Barry Sheene Festival Of Speed here features many of Rex’s bikes, which usually win a few classes including the Barry Sheene trophy with rider Chas Hern taking the weekend on this very bike. So Rex got his hands on the immaculate and rare YB5 and, as you do, stripped it immediately and began the process of turning into what we think is the only YB5 racebike in the entire world. If there is another, we can’t find it!

Rex first of all removed the standard FJ1200 engine and built it to his specification, which is already tested and proven with an FJ1200 racer that is very successful over here, which you may have read about in Classic Racer.

The engine was bored 1mm oversize and JE forged pistons fitted to Carrillo conrods, which swing off a lightened and balanced crankshaft on oversized main bearings. The cylinder-head was reshaped and ported by Rex, who also installed oversized IN and EX valves and the appropriate springs and retainers. Rex had some camshafts made to his specification as well. The original five-speed gearbox was undercut and a slipper clutch was fitted to the bike post my test.

Feeding the FJ engine are four Keihin 37mm CR carburettors. Mixture is fired by a Dyna 2000 ignition system and gasses exit via a stunning Over Racing Titanium four-into-one exhaust system and T-Rex alloy muffler. The sound is out of this world… at both ends! With a comfortable 150-horsepower the chassis now needed setting up. Rex braced the spindly chro-mo swingarm heavily but aside from that the amazing YB5 frame is standard.

Kayaba 43mm units with T-Rex valving and 1kg springs, slotted back into the original YB5 triple-clamps, replaced the Marzocchi forks. At the back end a custom made to order Ohlins shock was fitted via T-Rex linkages. Wheels at both ends are cast alloy ZX12 items, while the old Brembo brakes were given the flick in exchange for more modern four-piston Brembo calipers. These squeeze SBS race compound brake pads onto semi-floating stainless steel NG rotors via Venhill brake lines – at both ends of the bike.

The original fairing was cut up (ouch!) and molds were taken off it to make a set of race fairings. These are wafer thin and ultra lightweight. The single seat unit is a work of art and the way Rex has retained the profile of the original fuel cell cover is a nice touch. The steel fuel tank was replaced by an aluminium item made by Rex’s equally as talented brother and ex long term Honda Factory Superbike Team Manager Clyde Wolfenden, at C&C Motorcycle Engineering. Clyde also knocked up the rearsets, ‘bars and other billet bits and pieces. His work is stunning.

The bike debuted at the 2016 Phillip Island World Superbike round, where Rex slotted it up the back of his garage and quietly entered it in the support races. His hope of anonymity was short lived as soon the bike was the talk of the paddock and there were swarms of people looking at it.

A few months later after some more development the bike was raced in anger at the 2016 Barry Sheene Festival Of Speed. Originally pencilled in as a back up bike for rider Chas Hern, who planned on running Rex’s Harris Honda, Chas soon found he was faster on the Bimota so chose that and won the weekend convincingly. No mean feat. The lap times were only seven seconds off domestic factory superbike record times…

THE RIDE 

Having ridden Rex’s Harris Honda, I knew the bike would be good. Plus, with such an exclusive and irreplaceable bike, I was not too nervous about the test and damaging the machine as, like the Harris Honda, I could tell by watching it in action that I was going to feel comfortable on the bike within three or four corners. And I was right.

Hopping on, the bike feels narrower than it looks, although it is still wide. The recess in the fuel tank cell cover is immediately annoying. The ‘pegs are high and wide and feel good, the ‘bars really wide but with a good angle and draw. The screen is enormous – when you are used to the miniscule screens these days.

“Rex has an ability to make a bike behave in a way that makes the rider confident and comfortable. It’s a knack that takes most of the hard work out of going fast before even sitting on the bike.”

With the bike fired up on the roller (starter motor removed) I select first via the reverse shift lever and head out of pit lane. The engine idles high as at this stage there is no slipper clutch fitted. The exhaust note is deep and angry.

The bike is actually a little intimidating to be honest! However, I roll out onto the circuit and as expected within four corners my knee is on the ground and I feel like I have ridden this bike many, many times. I’m at home.

Check out Jeffs on-board footage!

Before I can fully explore the glorious torque of the T-Rex FJ engine I start to get a feel for the chassis dynamics and immediately feel there is a problem at the back with the tyre. The rear feels like it is sitting low and there is a hesitation on initial turn-in, caused by the rear tyre shape. It is also spinning up in a big way off turns.

I stay out for the session to get photographs for the test and try to use the time to test the brakes, suspension and that stunning engine.On return Rex agrees that the tyre is probably not right and swaps it for a new slick. The profile lifts the bike and transforms it to heaven on two wheels. It’s a little taller at the back but the tyre is also more triangulated.

Stability on the brakes is impressive aside from some rear chatter caused by engine braking, remember my test is pre slipper clutch. The brake package is fantastic and I’m surprised how good the Nissin mater-cylinder works, with good initial bite, feel and modulation at the lever right on lock-up point through the braking process.

Braking hard on turn-in is the best way to get the ultra stable set-up into the turn quickly, along with a heap of muscle. But once that initial turn and commitment is made, the YB5 falls very gracefully on its side with absolute surprise-free progression. If I could get forward more it’d help but I would not sacrifice that original tank profile myself.

It thrives on old school fast lines, which suits me fine. Cracking the quick-action throttle is just a real pleasure as the perfectly set-up Keihin CRs gently feed on, the cams coming in nicely, plenty of compression and all that together bringing the big 1200 to life. Just before the apex, I could wind it on hard and have it at full throttle exiting the turn. The Pirelli hooking up and driving the YB5 forward. It was like being fired out of a canon!

The front wheel paws for the sky in this situation and as I tuck in and grab another gear on the slick shifting ‘box I can’t help but smile. It reminds me of watching the on board footage of early era superbike races. I just love these bikes so much. They have true character.

The power and torque is proper old school no electronics grow a beard and some big balls type of power that is gone these days in most bikes. It is serious fun. Clicking through the gears at full throttle, with a sharp pop to the next gear after a roll off of the throttle, I’m amazed at just how quickly the bike accelerates. It would eat any modern Japanese 1000 for lunch, sucking it up in the intake and spitting it out the exhaust pipe.

The riding experience of the T-Rex Racing YB5 was a memorable one and a true pleasure. I would not change it much at all, if anything, a tiny bit more raceable in the steering but that might take away the rock solid stability. Rex is already working on this with Chas and they are on the money.

I would rate this bike as one of the best handling motorcycles I have ridden in my career and it is not that much younger than I am! If only Rex was mass-producing these amazing motorcycles – I’m sure there’d be 40-something year-old riders whipping credit cards out all over the world… Stunning.

T-Rex Racing Bimota YB5 Specifications 

ENGINE: 1988 Yamaha FJ1200 engine, standard 63.8mm stroke, 1mm over 78mm bore, 11:1 compression up from 9:1, polished and modified standard crankcases, lightened and balanced crankshaft, Carrillo conrods, JE forged pistons, T-Rex Racing camshafts, T-Rex Racing cylinder-head porting and reshaping, oversized EX and IN valves, standard oil cooler and galleries, standard five-speed gearbox with gears undercut, slipper clutch, Dyna 2000 ignition system, Keihin 37mm CR carburettors, Over Racing Ti exhaust system, T-Rex Racing muffler.

CHASSIS & BODYWORK: 1988 Bimota YB5 double cradle chro-mo frame and swingarm with T-Rex swingarm bracing, 43mm KYB forks with T-Rex valving, 1kg springs, 7wt oil, Ohlins custom made shock, 11kg spring, Brembo four-piston calipers, NG semi-floating rotors, SBS brake pads, Venhill line, Nissan master-cylinder (f), Brembo caliper, NG rotor, Venhill line (r), Kawasaki ZX12 wheels 3.5 x 17in, 6.00 x 17in, Pirelli slicks, C&C Engineering levers, rearsets, handlebars, fairing brackets, alloy fuel tank, remade Bimota bodywork

PERFORMANCE: 150hp-plus at the wheel, 182kg dry

THE ORIGINAL
The Bimota YB5 was tagged as the fastest, maddest, most expensive hyperbike on the planet when it was rolled out in 1987. With 130-horsepower from the amazing FJ1200 engine the YB5 was what the Hayabusa is now, only with the flair and exclusivity that comes with a bike that is hand built and one from a run of only 208 units, 12 of which were sold as kits and assembled by the owners.

The original YB5 was very trick for the era; with a double closed chrome moly steel cradle frame running machined billet aircraft alloy sideplates. It ran high end Marzocchi 42mm forks, a single Marzocchi shock, 280mm Brembo rotors, Brembo calipers, braided stainless steel lines, weighed just 463lbs and had a genuine top speed of 250km/h thanks to the FJ powerplant that was lightly tuned but still featured 9.7:1 compression ratio, a five speed gearbox and 36mm Mikuni CV carburettors.

By 1988 the production run was over and lucky collectors had a true piece of history.

The YB5 was designed for a pillion and Bimota, when releasing the bike at the 1986 Cologne Show, stated it was a bike designed as a two-up sportster.

The wheelbase was very close to an era 750 but the steering geometry was closer to a 250 with 23.5 degrees of steering angle and 112mm trail. It also ran 18in lightweight wheels but they were wrapped in ultra low profile Michelins that gave an aspect ratio closer to a 17in wheel anyway.

The YB5 cost close to a year’s salary in 1987 at approx $11,000 USD and was much faster in acceleration than the GSX-R1100 and CBR1000. It could well have been the fastest production bike in the world back then.

T-Rex Racing Bimota YB5 Gallery

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