The partnership is set to open up opportunities for existing Yamaha sportsbike riders as well as enticing new customers to the R-Family and MT model ranges. “Yamaha is the dominant player in the road bike segment in Australia, with the best-selling road bike in 2024 being the YZF-R7LA,” explains YMA Customer Activation Co-ordinator Jake Belford.

“The next step for these riders will be our all-new YZF-R9 arriving around May. We want to engage all these new Yamaha customers – as well as existing riders – and encourage them to ride in a safe and controlled environment. To achieve this goal we are pleased to provide MotoSchool with high performing, confidence-inspiring motorcycles for coaching duties. We look forward to creating many Kando memories for Yamaha customers,” ends Belford.

“Our entire coaching team is familiar and comfortable on Yamaha’s wide range of sportsbikes,” says MotoSchool CEO and founder Haydan Parker, “which allows us to offer personalised data-driven coaching and a fully immersive experience,” he continues. “Our current events are based at Sydney Motorsport Park, across both the South and Grand Prix Circuits, we have also recently introduced training courses for beginners on the Skid Pan. In 2025 we will expand into a national operation visiting exciting new circuits and track facilities. We welcome enquiries from Yamaha dealers who may want to be involved with customer or staff demo experiences,” ends Haydan.

The post Yamaha and MotoSchool Partner Up For Rider Training appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

With further development of the M RR, BMW Motorrad has set a new milestone in the field of superbikes homologated for racing. The new M RR is powered by the familiar water-cooled inline 4-cylinder engine designed for racing purposes, especially the Superbike World Championship.

As before, its peak output is 156kW@14,500rpm. The chassis of the new M RR also relies on the aluminium bridge frame as its centrepiece, supplemented by an upside-down fork and central suspension strut with Full Floater Pro kinematics.

The new M 1000 RR is offered in two versions: the M RR basic variant in the basic paint finish Lightwhite non-metallic and the M RR M Competition in the basic paint finish Blackstorm metallic.

The increased potential of the new M RR results above all from the colossal advancement in the critical area of aerodynamics. In particular, a newly designed fairing made of exposed visible carbon fibre with a higher windscreen increases the top speed significantly in conjunction with optimised airflow around the rider. For the first time, this fairing also comes with a particularly light yet rigid front fairing support made of carbon fibre.

The top speed of the new M RR has increased from 306 to 314km/h compared with the previous model. In the course of aerodynamic development, the M winglets were also completely revised. They now generate significantly more aerodynamic downforce, both in an upright riding position and when banking. The rider gains even more confidence with regard to the front wheel to achieve even greater lean angles or higher cornering speeds while also benefiting from a reduced wheelie tendency.

Another central point in optimising the entire aerodynamics was the area of the front wheel. Here, for the first time in the history of BMW Motorrad, brake cooling air ducts made of visible carbon fibre are used. They are integrated into the new front mudguard, which has been optimised for improved airflow around the fork legs and brake callipers.

New M Carbon wheels stand out on the new M RR thanks to their new clear lacquer coat. New tapes in M design on the wheel rims underline the high-grade technical character and the racing claim of the new M RR. As an alternative to the M Carbon wheels, the new M RR can now also be ordered with forged wheels ex works.

A newly designed rear section makes the current M RR look even lighter, sportier and more dynamic. The short number plate holder and the ergonomically designed M Endurance seat also represent new features. Thanks to a modified wiring harness with LWS connector, the now shorter number plate holder with light units can be dismantled even faster and more easily. 

Highlights of the new BMW M RR and M RR M Competition

• M RR 4-cylinder developed for racing purposes
• Output of 156kW (212hp) at 14,500rpm and maximum torque of 113Nm at 11,000 rpm
• 2-ring forged pistons
• Fully CNC machined intake ports and BMW ShiftCam technology to vary valve timing and lift
• Titanium valves, optimised camshafts and narrow and lightweight cam followers
• Longer and 85g lighter Pankl titanium connecting rods for reduced friction and weight compared with S 1000 RR
• Anti-hopping clutch without self-boosting (optimised for race starts)
• Enhanced intake system with shorter intake funnels compared with the S 1000 RR for optimised charge exchange at high engine speeds
• Lightweight exhaust system with titanium manifold, front silencer and rear silencer
• NEW: Drastically optimised aerodynamics with more downforce even at lean angles, while at the same time increasing top speed from 306 to 314km/h

• NEW: New fairing in visible carbon fibre with new fairing front carrier made of carbon fibre and new visible carbon fibre M winglets
• NEW: New visible carbon fibre front mudguard with integrated brake ducts
• NEW: M Aero Wheel Covers made from visible carbon fibre
• NEW: M Carbon wheels with new surface and M Design Tapes
• NEW: Forged wheels optionally available ex works
• NEW: Redesigned rear section
• NEW: Ergonomic M Endurance seat
• NEW: Short number plate holder
• NEW: Modified wiring harness with LWS connector for even easier removal of number plate holder with light units
• Riding modes “Rain”, “Road”, “Dynamic”, “Race” and “Race Pro1-3” as well as the latest generation of Dynamic Traction Control DTC and DTC wheelie function with 6-axis sensor box
• Two adjustable throttle characteristics available for optimum response
• “Engine Brake” with triple adjustability of engine drag torque in “Race Pro” mode
• Shift Assistant Pro for fast upshifts and downshifts without using the clutch
• Launch Control for perfect race starts and Pit Lane Limiter for keeping to the given speed precisely in the pit lane
• Hill Start Control Pro for comfortably starting off on inclines
• M Brakes: Maximum braking performance on the racetrack
• Instrument cluster with large, perfectly readable 6.5-inch TFT display, start-up animation with M logo and OBD interface for M GPS Datalogger and M GPS Laptrigger
• Lightweight M battery, rear USB charging socket, powerful LED light units, electronic cruise control and heated grips
• M Competition package with M GPS Laptrigger and activation code, M milled parts package, M Carbon package, natural anodised swinging arm 220g lighter than the basic variant or that of the S 1000 RR, DLC-coated M Endurance chain and pillion package including hump cover

The post 2024 BMW M 1000 RR Track Lap | MEGA 30 years SMSP day appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

The support acts that took to the track for round two produced sensational racing as Stop & Seal’s Tom Toparis (Yamaha) triumphed in the Supersport class and Valentino Knezovic (Yamaha) came away with the win in the Race and Road Supersport 300 category.

Read our ASBK Round One 2024 Reports here…

mi-bike insurance Australian Superbike
The McMartin Racing man Josh Waters continued his strong form at the Western Sydney circuit to make it back-to-back across two seasons, while local Sydney rider Cru Halliday (Yamaha) brought home the chocolates with friends and family watching on. While Waters and Halliday were the ultimate stars of the show in the premier class, it was a dirty day for Troy Herfoss (Ducati), who was unable to take the grid in race one, following ongoing issues as a result of a crash in the warm-up session, and then crashed while leading on the second lap of race two.

Race One
With Herfoss failing to complete the warm-up lap due to an electrical gremlin, grid number three was left vacant for the start of race one, where McMartin Racing’s Harrison Voight (Ducati) made a great initial jump, but played cat and mouse with teammate Waters over the first couple of laps as the field sorted themselves out.

Waters retook the lead of the race on lap two and headed an angry pack of Superbikes that included Voight, Halliday, Yamaha Racing’s Mike Jones and Pearson. Lap three saw the red flag come out, as Matt Walters (Aprilia) made a spectacular crash at turn one, with all riders returning to pitlane as officials recovered the motorcycle.

At the restart, Waters again got a nice jump to lead the rescheduled 10-lap race from Voight, Halliday, Jones and Penrite Racing’s Max Stauffer (Yamaha). As the race reached the half-way mark, Waters remained in control of his opposition, but would go on a downward slide as his tyres started to wear and fell into the clutches of his closest rivals.

As Halliday passed Voight on lap seven, he then set off on a mission to chase after Waters, where he succeeded in his quest with a nice pass on lap nine. It was clear afterward that the tyre performance of Waters’ Ducati was shot as he came under attack from his teammate, but managed to not succumb to the pressure and held on for second, with Voight third.

Race One Top 5

1. Cru Halliday
2. Josh Waters (+0.526)
3. Harrison Voight (+0.271)
4. Mike Jones (+0.285)
5. Cameron Dunker (+6.567)

Race Two
As the rain arrived for race two, the racing initially got going under the lights, but the race was red-flagged moments later, as it became apparent that the track was too wet and greasy for the riders to safely navigate their way around.

With most changing to a wet tyre, just like the opening act, the second encounter was rescheduled to a 10-lap affair, as Waters again led off the start-line. Not a lap would go by before he was passed by the DesmoSport Ducati rider of Herfoss, who played pioneer of the slippery circuit ahead of the field.

His taste of front-running would be brief, however, as he came off at turn seven, which gave teammate Pearson the race lead. Pearson and Waters would dice at the front for several laps afterwards as the field behind gently cruised around the circuit, taking opportunities to make a pass where the risk of crashing was minimal. Not all riders were lucky to get through the race unscathed, as Glenn Allerton (BMW) crashed on lap nine in the same spot as Herfoss, which promoted Halliday forward.

True to the professional he is, Waters did what he needed to do by taking it easy to the finish line, greeting the chequered flag first and maintaining a solid lead in the championship ahead of Pearson, Stauffer and Halliday. “The conditions made it very sketchy, I was really lucky to have stayed on the motorcycle to cross the line first,” explained Waters. With a second-place finish in race two doubling with third overall for the round, Pearson also took great confidence from this event and looks forward to the season ahead.

Race Two Top 5

1. Josh Waters
2. Broc Pearson (+3.678)
3. Max Stauffer (+4.339)
4. Cru Halliday (+2.198)
5. Harrison Voight (+0.184)

Championship Points

1. Josh Waters – 109.5 points
2. Cru Halliday – 84 points
3. Harrison Voight – 82 points
4. Broc Pearson – 71.5 points
5. Mike Jones – 61.5 points

Michelin Supersport
Race One
Despite an initial red-flag brought out on the opening lap of race one due to a Luke Sanders (Yamaha) crash at turn four, it did little to deter Toparis’ mindset as he got a great jump over his competitors at the restart and it was immediately evident that he meant business, as he took off and was never headed by his rivals for the remainder of the rescheduled nine-lapper.

And that in itself was clear, with the lap record set on Michelin tyres giving a clear indication to the field that he was prepared to do what was necessary to put them away early and stay out in front.

With the race virtually over at the half-way mark, it was a battle against the rest as the field sorted themselves out with plenty of moves made. The most significant of the movers and shakers was Mark Chiodo (Honda), who from second on the grid fell to 10th. With Toparis crossing the finish line 3.384 seconds clear of Sean Condon (Yamaha), the top five was rounded out by Jonathan Nahlous (Yamaha), Jake Farnsworth (Yamaha) and Archie McDonald (Yamaha).

Race One Top 5

1. Tom Toparis
2. Sean Condon (+3.384)
3. Jonathan Nahlous (+0.058)
4. Jake Farnsworth (+6.341)
5. Archie Mcdonald (+2.322)

Race Two
The opening lap of race two saw the usual flurry of chaos with riders racing to the first couple of corners to get into the best position possible, but the field was quickly brought to a halt as a Hayden Nelson’s (Kawasaki) crash at turn three brought out the red flag. At the restart, points leader Nahlous threw a spanner in the works for the momentum of Toparis with a great jump to lead the opening lap, but it didn’t last long as the Stop & Seal man made a pass for the lead on the second lap. The next several laps saw plenty of great battles as Condon and Nahlous fought over second while Farnsworth and Chiodo had their own scrap for fourth.

With the intensity reaching a climax as the mission to obtain the best outcome possible became the clear focus, it all became too much for Condon and McDonald as they crashed simultaneously at turn four on the final lap, promoting those behind them up two positions.

At the finish line, it was Toparis, Nahlous, Farnsworth, Chiodo and Tom Bramich (Yamaha) rounding out the top five. “We achieved what we set out to do this weekend by taking pole position, two race wins and a new lap record in the Supersport class,” insisted a delighted Toparis. Despite not getting a win this weekend, Nahlous remains the championship leader and takes great confidence knowing he is in with a genuine shot of winning the Michelin Supersport Championship.

Race Two Top 5

1. Tom Toparis
2. Jonathan Nahlous (+2.952)
3. Jake Farnsworth (+4.686)
4. Mark Chiodo (+0.225)
5. Tom Bramich(+2.933)

Championship Points

1. Jonathan Nahlous -114
2. Jake Farnsworth – 85
3. Tom Bramich – 76
4. Olly Simpson – 70
5. Marcus Hamod – 66

Race and Road Supersport 300
Race One
It was Jesse Stroud (Kawasaki) who took the honours in race one under lights at Sydney in Race and Road Supersport 300.Topping the timesheets in practice, and then in qualifying, the Kawasaki racer fought a close battle with his fellow competitors over the eight-lapper, but ultimately came up short as Stroud stole the show under lights for race one. The top five was rounded out by Valentino Knezovic (Yamaha), Ryan Larkin (Yamaha) and Mitch Simpson (Yamaha).

Race Two
Aiming to go one better than his outing in race one on Friday night, Newman managed to do just that by leading from start to finish in race two to put himself in a great position heading into race three under lights sitting pretty. The field sorted themselves out behind him as second to sixth were caught in a constant jostle, with the top five at the chequered flag following Newman being Watts, Mitch Simpson (Yamaha), Jesse Stroud (Kawasaki) and Jordan Simpson (Yamaha).

Race Three
The start of race three saw the usual scrap for positions as Newman settled in and led the first three laps before the bunched up, slipstreaming action typically seen in this class shone through as riders jostled for position over the ensuing laps to the end. With the heightened intensity that comes with trying to finish in the best position possible at the chequered flag, it all came to a head on the final lap, when an attempted dive bomb by Stroud at turn nine went horribly wrong, as he crashed into Newman who was running third. With an opportunity for those behind to capitalise presenting itself, the mad rush to the finish resulted in a first ASBK victory for Knezovic followed by Will Nassif (Yamaha), Calvin Moylan (Kawasaki), Simpson and Watts.

Championship Points

1. Joshua Newman -106
2. Harrison Watts – 106
3. Valentino Knezovic – 97
4. Mitch Simpson – 92
5. Jordy Simpson – 83

Superbike Masters
The popular Superbike Masters class produced some great racing where the legendary motorcycles of old put on a great show, as part of the spectacle that was the ASBK Night Race. The race victories were taken out by Jack Passfield (Yamaha) in races one and two, while Keo Watson (Yamaha) got one back on the former in the final race of the weekend under lights.

Those to feature on the race podiums included Alex Phillis (Suzuki) and Josh Mathers (Yamaha), while Passfield was the overall round winner from Watson and Mathers.

Championship Points

1. Jack Passfield – 70
2. Keo Watson – 65
3. Josh Mathers – 48
4. Dean Oughtred – 47
5. Ryan Taylor – 45

Oceania Junior Cup
The two ‘Hunters’ – Corney and Charlett – captured most of the headlines in the ASBK Night Races, with the former claiming the overall honours with a 1-1-3 scorecard and the latter scoring his first class win in race three.

The OJC riders kicked of the racing at SMSP on Friday night, with Corney taking maximum advantage of pole position to win by nearly two seconds ahead of Ethan Johnson, with Nikolas Lazos close behind in third. Corney then produced another powerful performance in race two, using his smarts to cross the line first ahead of Charlett and Connor Lewis – the trio separated by less than half a second.

Rossi McAdam and Lazos completed the top five. “I felt like I did good in the race,” Corney beamed afterwards. “I had a two-second lead and made a mistake that enabled them to catch up to me which is where Charlett passed me on a few occasions. But luckily, I took him back and crossed the line first.”

In race three, Lewis led until lap three before he was passed by Corney and McAdam and then spectacularly crashed out. Corney then looked on track for a three-peat before he erroneously thought the race was over when he was heading into the final lap. He then relinquished the lead and dropped several positions, with Charllett the main benficiary as he claimed his first race win in OJC followed by McAdam, Corney, Lazos and Johnson. “It felt really good to win my first race in OJC,” said Charlett. “I had heaps of fun this weekend, as I was running around at the back of the grid last year, so to be at the front is a sign of how much I’ve improved in 12 months.”

All detailed ASBK Championship class results are here.

The 2024 mi-bike Motorcycle Insurance Australian Superbike Championship presented by Motul will continue at Queensland Raceway for round three of the championship on April 26-28.

The post ASBK Round Two SMSP | Brilliant Waters Victorious Again appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Download the full ASBK Round Two Program here…

And when Australia’s best riders aren’t punching and counterpunching around the 3.93km grand prix circuit, there’s a wide variety of activities for the whole family including the ASBK pit-walk and fan engagement experiences, and the opportunity to rub shoulders and grab an autograph and selfie from seven ASBK legends: Chris Vermeulen, Garry McCoy, Steve Martin, Troy Corser, Peter Goddard, Mat Madlin and Robbie Phillis.

Corser and fellow ASBK ambassador Steve Martin will also continue the popular ASBK Pillion Program for lucky patrons, while Corser, Vermeulen, McCoy and Phillis will also feature in a Superbike Masters parade on Saturday night.

Check out our ASBK Round One report here…

The ASBK Fan Zone and Trade Alley will also be in full swing, complete with a giant screen for the ASBK TV feed, manufacturer and industry displays and a wide variety of food options. For the kids, there’s the ASBK Mini Moto Program – a 50cc mini motorcycle experience that is free on Saturday afternoon, with all gear supplied.

ALPINETARS SUPERBIKE
The overriding question in the Alpinestars Superbike category is if anyone can interrupt the march of three-time champion Josh Waters and his McMartin Racing Ducati Panigale V4 R. After just missing out on a fourth ASBK title last year after being overrun by a fast-finishing Troy Herfoss, Waters is doubly keen and fully fit to reclaim the honour. The sample size in 2024 is still relatively small – three races at the Phillip Island opener in February – but Waters’s clean sweep at the seaside venue was a carbon copy of 2023.

Ominously, he then went onto score maximum points at Sydney Motorsport Park as well, so will history repeat itself in 2024? The lap record holder at Sydney Motorsport Park is undoubtedly the favourite, but it certainly wasn’t outright domination at Phillip Island as he was pushed to the limit by his teenage teammate Harrison Voight and Herfoss, now on a DesmoSport Ducati in an ‘event-by-event’ commission after winning last year’s championship on a Honda.

Buy tickets here…

While the trio ultimately battled for the race wins, it was just as intense behind as the likes of Yamaha Racing Team duo Cru Halliday and Mike Jones, Bryan Staring (MotoGo Yamaha) and Anthony West (Addicted to Track Yamaha) were involved in rolling scrums.

Waters may have won, but it was Voight who announced himself on the big stage in truly emphatic fashion. He’s not only second in the Alpinestars Superbike standings, but also set a new lap record around Phillip Island. Voight and Waters both won races at the western Sydney venue during the recently completed St George Summer Night Series and, with no team orders, Voight is primed to stand on the top step of the podium at least once before he begins his European Moto2 campaign in Italy next month.

And don’t discount Herfoss, who’s on a high after a superb performances in the King of the Baggers and Super Hooligans classes during his return to the American racing scene in Daytona. No doubt he will use that experience to his advantage alongside teammate Broc Pearson as he aims to defend his title – notwithstanding his commitments in America. Josh Waters opened his 2024 Alpinestars Superbike account with a clean sweep at Phillip Island. Meanwhile, the mercurial Halliday will be a definite threat in Sydney after a 2-3 scorecard in 2023, and the rejuvenated West – the reigning New Zealand Superbike champion – will be aiming to climb on the podium.

Then there is three-time champion Glenn Allerton (GT Racing BMW), who is back to somewhere near full fitness after a massive crash at Sydney Motorsport Park in February. And don’t forget the two youngsters in the class on the Penrite Racing Yamahas: best buddies Max Stauffer and Cameron Dunker. It’s Max’s third year in the class but for Dunker it will be his second meeting on the YZF-R1 after claiming last year’s Supersport Championship on the day he turned the spritely age of 16!

Arthur Sissis (Unitech Racing Yamaha) will again be pushing hard in the 24-rider field, while his fellow South Aussie Ty Lynch (AMR Motorsports Yamaha) will be making his Superbike debut after finishing third in the 2023 Supersport title. The two 13-lap Alpinestars Superbike races will be held at 4:55pm and 9:10pm on Saturday.

MICHELIN SUPERSPORT
The Michelin Supersport Championship has a new rising star on the scene in the shape of Jonathan Nahlous – and if Phillip Island is any indication, he will be a household name very soon. After serving his apprenticeship in the Oceania Junior Cup and Supersport 300 classes, “JJ” – as he prefers to be called – is now in his second year of Supersport, and he began the season in a blaze of glory at Phillip Island on his Yamaha.

He claimed new qualifying and lap records and backed it up with three dominant victories, the smallest winning margin by 2.4 seconds over Tom Bramich (Yamaha) in race three.bWhether he can continue that stellar form under lights in Sydney will be another matter as the Michelin Supersport field is the strongest it has been for some time with a healthy combination of experience and those graduating from the feeder classes.

One rider with plenty of experience is two-time Australian Supersport champion, Tom Toparis (Yamaha), who will hold off on his Superbike debut and remain in a class he knows well. Toparis is yet to score championship points after he focussed on a World Supersport wildcard at Phillip Island.

Other contenders in the two 11-lappers include the battle-hardened Olly Simpson (Yamaha), who’s second in the 2024 standings behind Nahlous and in front of Jake Farnsworth (Yamaha), Bramich – in comeback mode after a knee reconstruction in 2023 – reigning Supersport 300 champion Marcus Hamod (Honda), Hayden Nelson (Kawasaki), Archie McDonald (Yamaha) and Mark Chiodo (Honda).

RACE AND ROAD SUPERSPORT 300
The form guide for the Race and Road Supersport 300 category at Sydney Motorsport Park is wide open, so picking a winner is anyone’s guess. While there was a Czech ‘interloper’ at the first round – Petr Svoboda – who won two of the three races, he certainly got the hurry up from the local stars, including ex-OJC and FIM MiniGP champion Harrison Watts who has found a new life with a Kawasaki.

Another Kawasaki rider who impressed at the Island was Joshua Newman, who is second in the standings. Newman will be at his home track and knocking on the door for his first win in the class.

Yamaha quartet Ryan Larkin, Mitch Simpson, Valentino Knezovic and Lincoln Knight will also be in the mix, and there’s a sharp-shooter from New Zealand making his ASBK debut – Jesse Stroud (Kawasaki), the son of nine-time NZ Superbike champion, multiple Daytona Battle of the Twins winner and former 500GP and WorldSBK rider, Andrew Stroud. Jesse recently won the Supersport 300 class in both the NZ TT and NZ championship, and he’ll now attempt to carry that winning form over into the Race and Road Supersport 300 class in Sydney.

Unfortunately, one rising star who will be missing across the three eight-lap races is Tara Morrison (Kawasaki), the daughter of ex-stunt rider Allan Morrison. She crashed in last weekend’s combined Victoria-SA Championships at The Bend and broke a collarbone, which is a bitter pill to swallow after she claimed her maiden podium at Phillip Island.

BLU CRU OCEANIA JUNIOR CUP
The opening round of the 2024 bLU cRU Oceania Junior Cup will be held at Sydney Motorsport Park, with the FIM Oceania and Dorna Sports-supported academy continuing to provide a clear pathway for riders to progress to international categories such as the Asia Talent Cup and Red Bull MotoGP Rookies Cup.

And in 2024 history has already been made with Jacob Roulstone, who was an OJC competitor in 2019 and is now a full-time world championship grand prix rider in the Moto3 class for KTM. And in more exciting news, the 2024 bLU cRU Oceania Junior Cup now has Australian championship status as well.

With the little kids with big dreams strutting their talents alongside the best riders in Australia, all the riders will be aboard identical race-prepped Yamaha YZF-R15s.

SUPERBIKE MASTERS
The big historic machines return in 2024 across three rounds of the ASBK Championship, starting at the ASBK Night Race. Among the 25-strong entry list is Garry McCoy on a Yamaha TZ750, Alex Phillis on a Suzuki XR69, defending Superbike Masters champion Keo Watson on a Yamaha FZR1000, Ryan Taylor on a Suzuki Katana, Cory Glock on a Suzuki GSX-R750 and Robert Young on a Ducati 888.

All the machines are exquisitely prepared, so wander into the paddock – entry is free – to check them out and talk to the riders who have motorcycle racing history coursing through their bodies 24/7.

The post ASBK | Sydney Round This Weekend, Download Official Program Here! appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

To say we’ve been looking forward to getting the S 1000 RR on the road is an understatement. The last time we were able to get one in for testing here at BikeReview was way back, six years ago, with the S 1000 RR Race 2017 edition. We attended the world launch of the heavily updated 2019 model, and we have had other track test opportunities and launches, but then we were never able to get out hands on once for road testing. Covid-19 didn’t help… and the S 1000 RR eluded us, until now!

Fortunately I had ridden a friend’s 2020 S 1000 RR. So after my track testing of the model in Estoril, Portugal, I was able to sample it on road, but not for a review for you guys. However, at least I can compare the old and new here… The first bike I picked up on a rainy afternoon was fitted with Michelin Power Cup 2 tyres, which have to be the most track serious street OEM rubber I’ve ever seen.

I rode home on them in the wet, and with 30-years racing experience and 22-years full time bike and tyre testing experience, I am qualified when it comes to riding! These tyres were like slicks off centre, I only just got home… anything off centre and they crab walked… Great on track in the dry, I am sure…

The next day another S 1000 RR was delivered, this time with alternative tyres. And just as well, as the track test the following day was half wet and I was still able to get the job done and test wet and dry. Those Michelins might be great on a dry track day but I would not want to be caught out on the streets in the rain… and on a wet track you may have to miss sessions and sit it out in the pits…

For the full technical updates on the new model, check out the tech release below, and be sure to click on the link to Alan Cathcart’s World launch report where he details more of the changes and why BMW engineers made them… I’ll stick to the testing and ride impression, the fun stuff! I usually road test first, then head to the track, but this time I had to do the opposite, and headed out to SMSP…

My track testing history of the S 1000 RR is extensive, going way back to the very first World launch in Portugal back in 2009, plus every model since bar the 2023 launch, lots of domestic testing. Plenty of racebikes too, from Glenn Allerton’s ASBK superbike to Troy Corser’s WorldSBK, and our long term project bikes back in the Rapid Bikes days. I’ve enjoyed every model, and BMW continue to impress.

“I was surprised to be able to lap in the 1:39s bracket on the S 1000 RR”…

For 2023 BMW have really upped the game in the name of gaining that elusive WorldSBK title winner, something that has been just out of reach for so long, despite successes in road racing, domestic series and showroom sales. Even bringing in Scott Redding didn’t do the job, but the improvements on track this year seem to be showing… Let’s see what Toprak can do next year. Can he help Redding?

With standard tyre pressures and cold tyres, I head out onto SMSP with the S 1000 RR in Rain mode. It’s my first ride back since I broke my hands and I am still waiting on surgery for my right hand, so I am not sure what to expect having been off the track for almost two years. With 207hp on hand, it would be natural to feel a bit nervous, and I am. But, within a few laps, I realise that all I need to focus on is edge grip and relaxing. The throttle is so soft and controllable, the ABS there for me and DTC.

It’s not fully wet, just that annoying period when the track still has water flowing over it in places and has a very faint dry line appearing. I begin to relax and just use the session to loosen up and get comfy in my leathers again, get a feel for the ergonomics and try to get a bit of heat in the tyres and scrub them in. The track starts to dry up and by the time I pit, I’m using every bit of Rain mode power.

Initial impression, if I am honest, is I can’t tell any difference between this and the previous one, so I think I really need some fast, dry laps! Thankfully that is what I get and as I return to the track in clear sunshine, with three sessions after my first to dry the surface, I have the M Sport in Race mode and I have my brain in race mode too. Now just to get the old body in race mode… Beer belly and all…

Race mode. Now we are talking. Straight out of the pit exit, the S 1000 RR feels much faster and more responsive than it did this morning, the way it should feel, angry! A lap to warm the tyres and brakes, and I get into it. The bar is set high for BMW, as they mistakenly let me loose here on a HP4 Race once (Video review here), the $115, 215hp, 145kg dream weapon, so I always think of that amazing bike!

Over the years, the S 1000 RR is catching up and now makes the same power, has the same amount of grip, more advance electronics than the HP4 but like me, carries a bit of weight! Still, at 193.5kg ready to go this is one of the lighter 1000cc sportsbikes on the market now. It shares a lot of geometry and set-up from the $64k M RR, and is closer to a factory superbike than ever before, with a fair price!

Head down, bum up, into it. The S 1000 RR fits me perfectly in attack mode, with the rearsets well placed (they are adjustable on this one), and the rider triangle spacious. The handlebars feel closer and wider, but I may be wrong. It’s easy to tuck in behind the screen on the chute, and the RR feels really small and narrow yet as I brake hard for the first time, into T2, there is plenty of lock-on area.

This is where my smile starts. The front brakes feel much better than the previous one I tested, in which I ended up with the lever all the way back to the ‘bars. I really have nothing great to say about those Hayes calipers on the 2019 model, so I was happy to see and feel these new ones. The RR now stops as well as it accelerates, although the intimate feel and modulation of top Brembo is missing.

Initial bite is not racebike strong and instant, and a fair squeeze is needed to pull the bike up into hairpins, but as I brake hard lap after lap, the fade of the previous brakes is not rearing its head thankfully. If my hands were stronger, I could brake a little harder, then we would find out more. At the back, I burn a lot of rear brake, and this one is great, giving good support and control mid turn.

The forks are doing whatever they do, and are giving good support under heavy braking, while tracking through a turn well and there is loads of front feedback for what I recall from an S 1000 RR, which must be the increase in trail combined with the frame flex and longer wheelbase. The bike is so settled, so planted, even through T1 over the apex bumps, at close to 200km/h, it’s rock solid. Very balanced.

Equally, the rear of the bike is very good, no squat under acceleration, no surprises mid corner, complete stability on the brakes and plenty of rear grip while carrying corner speed. Even a heavy rider like me can pull the bike in and keep it tight on the apex, as I find out time and time again in SMSP’s tight, tricky, downhill T9. With EBC and other electronics, the S 1000 RR is just so easy to ride now…

I am opening the throttle here earlier than I normally would on a street bike on street tyres, yet I am only just clipping the outside paint on exit. This proves how good that shock hardware (and software) is. And with the fat 200-section rear tyre, wow, there is some speed going into T10, I tell you! Here, I notice that the S 1000 RR steers slightly slower and heavier than the previous model, noticeably so.

Also, the T4 to T5 change of direction, although faster and more flowing than a traditional flick side to side, has me working harder to get the S 1000 RR hard lean right, to hard lean left, than I recall previously and certainly more than other superbike models there. Whether it is the winglet downforce, the steering damper, the 200-section rear tyre or the more stable rake, or all of the above, I don’t know.

“Whether it is the winglet downforce, the steering damper, the 200-section rear tyre or the more stable rake, or all of the above, I don’t know”…

It’s nothing hanging onto the end of the ‘bars (or fitting wider ones for a racer) won’t sort out and the planted feel and the front grip are by far for me more appreciated, so I would not change a thing for track day use, only for racing when getting through traffic swiftly on lap one is so important! I like the old school riding style of big sweeping lines, so it suits me and I’m loving every lap on the S 1000 RR.

Head down, tucked in for the chute, I’m seeing 285km/h before braking and flicking the bike right into T1, shifting rapidly to fourth via the excellent two-way quickshifter. Crack the throttle before the apex to balance the bike for the mid-corner bumps, then wind it progressively to full throttle for a 200km/h run to T2, where the hard braking and rapid backshifting starts. A tightening line is held, no problems.

“It is just a very flattering, 207hp, machine, so I was feeling good but it was the bike making me feel so confident and flowing”…

Hard on the gas out of T2, let the electronics do all the hard work, and the S 1000 RR absolutely launches over the crest into T4, where I run it in very very deep and hard on the brake momentarily, before easing back on the throttle, then changing direction for T5. This uphill exit is a great test of grunt, and the RR absolutely screams up and over the hill into T6. It’s fast, yet so controllable and smooth.

I do four dry sessions on the S 1000 RR, and I lap in the 1:39 to 1:42 lap time, which is above what I normally would do, because it is just a very flattering, 207hp, machine, so I was feeling good but it was the bike making me feel so confident and flowing. I did not play with the Pro modes or modify anything outside of the factory presets, there was no need, and I didn’t feel the electronics doing too much to be honest – I definitely didn’t try the slide control into corners! Overall, and excellent track day package…

On the streets, the S 1000 RR continues to be what it always has been, a very capable road sportsbike that is easy to live with and offers some nice BMW luxury that most others do not. Cruise control, heated grips, and well over 200 ponies, just crazy. But like it is on the track, the S 1000 RR feels so, so less intimidating than it should be, thanks to BMW engineers containing all of that power and torque.

The throttle is smooth, it is really docile in the lower gears, has compliant suspension, and to ride it around town or in the wet, on your commute, you really wouldn’t know you were on a fire breathing track weapon. The ride position is not too extreme even by sportsbike standards, the seat is firm but supportive enough and you can even connect your iPhone to the TFT dash of course…

I spent most of the week in Road mode, where the beast was well and truly tamed. Having ridden plenty of 200-plus horsepower bikes in the old days before electronics, it is hard to believe how tame they all are now and the BMW is the smoothest and tamest of all 200 + club bikes. Don’t get me wrong, open it up and get it in the high gears and revving and you will see God, but in a less fighting way!

I’m going to be completely open and honest with you here, aside from feeling the more stable steering, brakes and engine character/power curve from the new M 1000 RR head/Shift Cam and other changes, I could not place an enormous amount of difference between the outgoing the 2023 on the streets. That is not a criticism, more a compliment, as the 2019 model is an incredibly good bike.

Also having the carbon wheels on the test bike means I don’t have a comment on the steering and handling of the standard model with the alloy wheels. Still, I can say that this particular S 1000 RR M Sport edition is a bloody good road sportsbike. I did some long freeway cruise control runs of a few hundred kilometres, a day on fast flowing bumpy country roads and time in the local twisties…

Typical BMW easy controls, with the scroll wheel and the best TFT display and menu navigation in the business as far as we are concerned… The quality is top notch, and the price is very competitive. we know that BMW servicing and dealer support for the customer is second to none, so the S 1000 RR is definitely a good option if you are after a sportsbike, with track days as the main priority to take advantage of the new updates and the technology in the bike. You really won’t use it all on the road.

Check out Alan Cathcart’s 2023 S 1000 RR M Sport World Launch Report here…

TECH TALK, 2023 BMW S 1000 RR

The 2023 BMW RR features a four-cylinder in-line engine based on the power unit of the previous S 1000 RR but with key updates. Peak power is now 154kW@13,500rpm – which is a 2kW increase on over the 2022 model – while the torque figures are now 113Nm@11,000rpm. Not only this, BMW engineers have made changes to the mapping to compliment the change in power figures, the redline is now set at a whopping 14,600rpm.

The heart of the chassis of the 2023 RR remains the aluminium bridge frame – a welded construction of four gravity die-cast elements. It uses the engine, which is inclined forward by 32 degrees as before, as a supporting element. With the aim of optimising flexibility laterally, the main frame of the new RR has been given several openings in the side areas.

BMW Motorrad say the focus during development was also on further increasing riding precision for the chassis of the new RR. The steering-head angle has been flattened out by 0.5 degrees and the offset of the triple-clamps reduced by 3mm. This all translates into a changed riding position, which is better in theory, and allows for more feedback from the front wheel compared to the 2022 model.

New for 2023 with the epic electronics suite is the Slide Control function. Slide Control allows the rider to select two pre-set drift angles for the traction control system when accelerating out of bends. In terms of hardware, this is achieved using a steering angle sensor. Depending on where you set the traction control system, it allows for some slippage at the rear wheel when accelerating out of a bend, allowing for a drift. When the preset steering angle value is reached, traction control intervenes, reduces slip and stabilises the motorcycle.

Also new in terms of tech is the Brake Slide Assist function. As with the new DTC Slide Control function, this new system is also based on steering angle sensors and allows the rider to set a specific drift angle for so-called braking drifts while sliding into corners at a maintained speed. 

Same as what’s on the M 1000 RR model, winglets on the new RR aren’t just for looks but generate downforce and additional load on the wheels. All of this translates to the faster you go, the more grip up the front and assists in reducing the bike’s tendency to do a wheelie.

Design of the new edition RR benefits from a redesigned front section including winglets, a new, lighter and sportier-looking rear section and three new colour schemes: Blackstorm metallic; Style Passion in Racingred non-metallic and the racing-oriented Lightwhite non-metallic/BMW M. The new BMW S 1000 RR is priced at $25,750*.

Highlights of the new BMW S 1000 RR:

• Increased output and torque: 154kW (210hp) at 13,500rpm and 113Nm at 11,000rpm
• Shorter secondary gear ratio for more traction at the rear wheel
• Advanced “Flex Frame” with additional flex
• Chassis geometry with new values for steering head angle, offset, caster and wheelbase
• M Chassis Kit as standard with adjustable swinging arm pivot point and raised rear end
• Dynamic Traction Control DTC with new Slide Control function for drifts while accelerating using steering angle sensor
• ABS Pro with new Brake Slide Assist function using steering angle sensor for braking drifts when approaching corners
• ABS Pro Setting “Slick”
• Optimised aerodynamics with new front section, winglets and high windshield

• M lightweight battery as standard
• USB charging port in the rear section
• Redesigned rear section and shorter number plate holder
• Optimised wiring harness for removing the number plate holder
• Clutch and generator cover in black
• Easier rear wheel assembly due to loss-proof axle bushings and chamfered brake pads and brake anchor plate
• M GPS Mouse Adapter as part of the BMW Motorrad original accessory range
• New GoPro holder as part of the BMW Motorrad original accessory range
  

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2023 BMW S 1000 RR M Sport Specifications

Price: From $25,750 (+ORC)
Warranty: Five-years unlimited km
Colours: Blackstorm metallic, Racingred non-metallic and Lightwhite non-metallic/BMW M
Claimed Power: 154kW@13,750rpm
Claimed Torque: 113Nm@11,000rpm
Kerb Weight: 193.5kg (M Sport)
Fuel capacity: 16.5L
Fuel Consumption Claimed: N/A
Fuel Consumption (measured): N/A

Engine: Water-cooled in-line four-cylinder engine four-valves per cylinder DOHC, Valve actuation via single cam followers and variable intake camshaft control system BMW ShiftCam, 80mm x 49.7mm bore x stroke, 999cc, 13.3:1 compression, Electronic fuel injection system, Closed-loop three-way catalytic converter Gearbox: Six speed, constant mesh Clutch: Self-reinforcing multi-plate anti-hopping oil bath clutch, mechanically operated

Chassis: Frame: Aluminium composite bridge
Rake: 23.6 degrees Trail: 99mm
Suspension: Upside-down telescopic fork, slide tube diameter 45mm, spring preload, compression and rebound stage adjustable, 120mm travel (f) Aluminium underslung double-sided swinging arm with central spring strut, spring preload, adjustable compression and rebound stage, 117mm travel (r)
Brakes: 2 x 320mm floating discs, radially mounted four-piston calipers (f), 220mm disc, single piston floating caliper (r)
Wheels & Tyres: Die-cast aluminium wheels, 120/70R17 (f) 190/55 ZR17 (r)

Dimensions:
Seat height: 824mm
Ground clearance: N/A
Overall width: 846mm
Overall Length: 2073mm
Overall height: N/A
Wheelbase: 1458mm

Instruments & Electronics: Full-colour TFT dash, Riding Modes, Power Modes, Dynamic Traction Control DTC with new Slide Control, ABS Pro with new Brake Slide Assist function, full six-axis assist system…

Editor’s Note: If you are reading this article on any website other than BikeReview.com.au, please report it to BikeReview via our contact page, as it has been stolen or re-published without authority.

The post Bike Test: 2023 BMW S 1000 RR, Road & Track appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

The launch event provided an opportunity for the Australian press to explore the first phase of the building along with hearing from Minster for Sport Steve Kamper, Minister for Music and the Night – time Economy and Jobs and Tourism, John Graham, ARDC President Natalie Turmine and ARDC CEO Glenn Mathews.

The first phase of the Innovation Precinct see’s two Australian innovators move into the building. AGI and Forcite. AGI, who are renowned for their roll-cages, have set up shop with more than a dozen Formula Four machines. The aim is to provide an opportunity to find the next Australian F1 driver and putting emphasis on using the Innovation Precinct as an international base to find the next female talent and provide them with the highest level of coaching and training.

“Our aim is to establish the number one elite race academy in Australasia at Australia’s number one race circuit. The on – track location is a real drawcard for the sport’s rising stars as we nurture Australia’s next F1 driver. The shared passion and support from the ARDC is the fuel injector to make this vision become a reality,” said Adam Gotch, principal of AGI Sport.

AGI’s neighbour is Forcite, the Australian smart-helmet manufacturer have been developing their next generation of lid with MotoSchool. Entering a next phase in their development, they offer out their smart-helmets for punters at the MotoSchool to test out their lids, give their an incite to their riding and be able to see a first person view of what their trainers are doing differently.

Read our Forcite helmet review here…

Forcite will be heading down the path of creating a race-only lid, this will be including MotoGP technology like live-flag update through lighting in the helmet and live broadcasting of a first-person view. Having their HQ next to a track such as SMSP allows for access to a world-class facility to further develop their product and make racing better.

“Forcite has motorsports in its DNA, so being in a precinct on track is an exciting opportunity for our company. Forcite Engineers will now be able to collaborate with the industry’s best and test our technology on a world – class track day and night. I have no doubt this will help us speed up innovation.“ Said Alfred Boyadgis, Forcite co-founder.

Speaking with Australian Racing Drivers’ Club (ARDC) Spokesperson, Kurt McGuiness, we got some insight into what the precinct means for motorcycle racing.

“Effectively what it means is that we have a dedicated racetrack laboratory for research and development of motorsport technology. This tech will then find its way into road going cars and motorcycles. The benefit for brands here is that they can use the motorsport park to test and develop new technology and put them on the track that same day.” said McGuiness.

Many mentions were made to the fact that this is the answer to Silverstone circuit in the UK. The ARDC and NSW Government have spent $10 million on the trackside precinct and this is only phase one. More buildings will be constructed over the next few years, hopefully bringing more brands and innovation to Australian circuits.

SMSP Innovation Precinct Gallery

The post SMSP Unveil New Trackside Motorsport Innovation Precinct appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

With a whopping 215hp and 90ft-lbs on tap, powering only 146kg dry, combined with an electronics system that would be at home in MotoGP and the same level of suspension and brakes as World SBK, this is one serious track bike. In fact, with a carbon-fibre frame and carbon-fibre wheels the HP4 chassis is higher-spec than a factory World SBK racer.

The frame weighs only 7.8kg and is the very first all carbon-fibre production frame in the world. The Ohlins FGR 300 forks and TTX 36 GP shock are identical to those used in MotoGP and World SBK while the milled and sheet aluminium swingarm is directly from SBK. The incredible brakes are similarly high-spec, being Brembo GP4 PR monoblock calipers, are World SBK specification as are the 6.75mm thick 320mm T-type racing steel brake rotors.

The 215hp@13900rpm engine revs to a staggering 14500rpm and makes 90ft-lbs@10000rpm. It has a close-ratio gearbox, reverse quickshifter and is World SBK and World Endurance specification.

The electronics are mind blowing with a 2D logger and 2D dash. Wheelie control, traction control, engine braking control, pit lane limiter, launch control and lots more. Of course, being a track bike there is no ABS system. The bodywork is all carbon-fibre and the bikes, including the engine, are all hand assembled.

For more info on the amazing $114,500* BMW HP4 Race visit this BMW link here.

BMW HP4 Race Specifications

bmw-motorrad.com.au

Price: $114,500* RRP (*NSW delivery).
Claimed power: 158kW[215hp]@13900rpm
Claimed torque: 120Nm[90ft-lbs]@10000rpm
Dry weight: 146kg
Fuel capacity: 17.5L

Engine: Liquid-cooled inline four-cylinder four-stroke, DOHC, individual rocker arm valve actuation, 16-valve, 33.5IN/27.2EX, 48mm throttle-valves, 999cc
Gearbox: Six-speed, close-ratio EVO gearbox (Primary: 1.652, 1st: 2.388, 2nd: 2.000, 3rd: 1.727, 4th: 1.545, 5th: 1.400, 6th: 1.291 Final 2.647. Two-way quickshifter.
Clutch: Wet multi-plate, cable actuation

Frame: Carbon-fibre monocoque RTM frame with adjustable steering head angle and swingarm pivot point, load bearing engine. Aluminium swingarm, 604mm L, centre of rotation -3mm compared to K46MR3 (adj + – 4mm, + – 3mm, + – 2mm, + – 1mm). Rearsets eight-way adjustable, seat height three-way adjustable. Adjustable quick-change racing handlebars.
Suspension: Ohlins FGR 300 forks, SD052 Ohlins steering damper, quick wheel change system, 130mm travel. Ohlins TTX36 GP shock, adjustable strut height and tension strut length, 120mm travel.
Brakes: Brembo GP4-PR monoblock 320 x 6.75mm our-piston calipers, T-floating racing brake 320mm rotors, RCS19 x 18 radial-pull master-cylinder. Brembo four-piston World SBK rear caliper, 220mm rotor, Titanium pistons.
Wheels & Tyres: 3.50 x 17in (f), 6.00 x 17in (r), carbon-fibre wheels, 120/70-17 Pirelli Diablo SC2 slick / 200/60-17 Pirelli Diablo SC2 slick.

Wheelbase: 1440mm
Rake: 65.5° adjustable +or- .5º, Offset: 30mm (adj 26, 28, 32mm) Trail: 102.5mm (adj 95 – 112mm)
Seat height: Adjustable

Electronics: 15-level DTC, 15-level EBC multi-adjustable for multiple parameters. 2D dashboard, 2D datalogger, lap timer, GPS, recorder. Pit lane limiter, launch control, HP4 Race Shift Assist, World SBK buttons.

The post Video Review: BMW HP4 Race appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Gearing
A common mistake at Eastern Creek is to gear the bike for the super-long front straight. You must gear it for the corners because there are so many second and third gear corners that if the bike isn’t jumping out of them the lap time will never come.

Check out all of our track guides here…

Grid Position
Not as critical here as some places because there is such a long drag to and through turn one. Most bikes don’t even need to brake for turn one off the start. The ideal position though is on the outside where pole is, or even seventh or eighth which places you on the outside of the second row. A good start can get you around everyone into turn one.

TURN ONE
This is a really awesome corner regardless of your bike size because it is so fast and open that you can make up so much time through this turn when you get it right and feel comfortable running into it. The bike always gets a little light going into it over the bumps from the dragsters. On the 250 Production bike it was top gear and some say it could be done flat out. I tried it once while leading the Australian Championship race in 1996 and lost the front on the bump that is halfway around it. In Supersport it was fifth or fourth gear depending on gearing and the Superbike was fourth. One of the only real overtaking places is into turn one out of the slipstream and up the inside if your bike is fast enough.

TURN TWO
What you could do into turn two depended on your run through turn one. Other than that it’s a pretty boring double apex corner where you could lose more than you could gain if you tried too hard. It’s about getting out of it well then short shifting to get the run over the tunnel that could open up another passing opportunity down the inside.

TURN THREE
This is the first right hand corner on the track so you have to make sure the rear is up to temperature because getting the right run through here could open up a passing chance into four. Keeping the front wheel down over the tunnel is an issue on the bigger bikes.

TURN FOUR
You need to hit the inside apex early here over the bump because keeping it tight all the way around is important for setting up turn five. Pick the throttle up early through the right but not too aggressive so you can set up turn five in third gear.

TURN FIVE
As soon as you flick it left, pick up the throttle even before apexing the left to get the run up the hill. Getting it right means you drift out onto the ripple strip exiting the turn. I remember the first time I tested Kev Curtain’s race winning ZX-6R. I was loving the fact that for the first time on the road I could spin the rear in third gear.

TURN SIX 
Turn Six used to actually be two corners but in recent years SMSP have straightened out the entry and eliminated a turn. Back to second on the ZX-7R Superbike the exit here is really fun in spinning it until it’s upright. The drive is really important out of here because a passing opportunity into turn nine starts here.

TURN SEVEN
Corporate Hill, as it was called, is a fun corner on any bike. Blind on entry over a bit of a rise and as soon as the bike is settled, it’s straight back on the throttle again. Many people get in trouble getting into turn seven so it’s one of those turns you have to sacrifice a little going in so you can get a super exit on opening up the possibility of diving up the inside of someone into turn nine.

TURN EIGHT
I found you can pretty much use any line going into nine without losing anything as long as you get it stopped and can open the throttle quickly on the exit.

TURN NINE
Really fast entry here that doesn’t need a lot of braking, mostly when you are upright picking it up to tip into turn 10. I found out the hard way grabbing a big handful of brakes just as I tipped in one day on the RGV 250.

TURN 10
You need to pay attention to the inside kerb on a Production based bike because I have seen many people touch the case on the inside kerb here and go down. Once into 11 you need to pick the throttle up again drifting out to the kerb before pulling it back in for the entry to turn 11.

TURN 11
Along with turn one, this is probably the most important corner on the track because the exit out of here determines your straight-line speed and chances of getting a slipstream or stopping someone getting in your slipstream. Getting it turned and pointing down the straight before you open the throttle allows you to open it very quickly and get all the important drive over the rise and down the hill.

OTHER THINGS
Among other things that stand out in my mind at Eastern Creek is the afternoon sun. Any time after about 4:00pm going into turn one becomes pretty tough, along with corporate hill as you’re suddenly blinded going into turn nine.

The pit roof is another unique aspect to Eastern Creek with everybody going up there to watch the races and then running from one side to another to see the bikes come down the straight, over the tunnel and into turn nine.

The lovely NSW Police Force also set up on Brabham Drive under the expressway, at the roundabout and behind the huge spectator mound outside turn one. A cynical person would say that this is purely to book people as they enter and leave the area…

The post Track Guide: Sydney Motorsports Park GP Layout appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Friday
The afternoon session at an ASBK event on any given Friday usually sees the media crew considering a bar about 4pm, but for 2023 at SMSP ASBK were barely at the halfway point of the day’s on track action. Expectations were high and the field delivered in spades.

Alpinestars Superbike

Practice 3
The early sessions were a seesawing affair and while Josh Waters was certainly up there, the predicted dominance of the McMartin Panigale V4R had failed to materialise. The YRD Yamaha R1Ms of Cru Halliday and Mike Jones had turned up to do some serious business.

And so it was into Practice 3. The early running was all blue bikes with Halliday and Jones at the top- in that order. Waters was able to will himself to the top with a 1:30.382, but Mike Jones bettered that fairly quickly, posting a 1:30.247 to take the top spot. Halliday lurked thereabouts in third, just .173 behind his teammate while Staring was up to fourth, and a determined-to-qualify-better Arthur Sissis was fifth.

At eighteen minutes to go, Waters reclaimed the top spot once again, but was not in the 1:29s per the earlier sessions in the day. The track was at 39c, and one thing we had noted at the test in February was that the Ducati did not fall away in terms of performance the hotter it got. Would that hold now we were here to race for sheep stations?

At 14 minutes to go, there was a ceasefire of sorts with half the field and most of the front runners in the pits. But their return to the track was quite a thing. Halliday dropped the fastest lap on two wheels ever at the SMSP complex, banging out a 1:29.003. A few minutes later he was on track to do it again only this time hammered the Yamaha into the shape of a 1:28.895 to send the loudest, clearest message to the assembled audience; Cru Halliday is a very, very serious contender.

Behind Halliday, Jones had dipped to a once-amazing-but-now-ho-hum 1:29.497 while Josh Waters (3rd)  1:29.573 suddenly made the Ducati seem vulnerable. Staring ended the session fourth, Herfoss was fifth with Glenn Allerton in sixth. The rest of the top ten consisted of Collins (7th), Sissis (8th), Stauffer (9th) and Pearson (10th).

Qualifying 1
The second most important non-racing session of the weekend kicked off at 8:30pm in both darkness and bright artificial light, with the top 12 set to go through to Qualifying 2. Josh Soderland didn’t even complete a lap on his Ducati before getting black-flagged for not having a red taillight.

There was a bit of settling and probing from the riders in the early part of the session which saw Jones lead from Herfoss and Stauffer. Halliday was late to the party, so too Allerton and Staring. Dunlop Motorsport Manager Robbie Bugden watched from the sidelines as his qualifying record of 1:29.842 looked under serious threat.

With 10 minutes remining, Halliday and Staring took to the circuit, while Josh Waters quietly went to P1 with a 1:29.071 and somewhere Robbie Bugden accepted the inevitability of the latest machinery and riders running down all the old records.

Seven minutes left and given how exciting the final practice was, this was a somewhat less exciting session as tactics played out slowly as the time ran down. A place in the top 12 was the only goal to progress into the final qualifying session of the night. Most pitted, leaving Max Stauffer alone on the circuit chasing a top-five result. We were still in a Waters/ Jones/Halliday situation with no 1:28s posted while the clock just ran down.

For those on the bump spot, it was on. Matt Walters (11th) pushed hard on his Aprilia, Paris Hardwick was also pressing on for a spot in the final session and Josh Soderland set for an early night. 

Qualifying 2
The most hotly anticipated qualifying session in some time hit the track right on 9pm with 22 degree air temp and 27 degree track temp. Speculation in the media centre was high as predictions about who would be where flew left and right. 

Halliday was ALL business from the jump, banking a 1:29.750 for his first flyer. Teammate Jones was quickly into P2 with Allerton banking a P3 spot early as he’s fast and clever. Halliday then went faster again on his second flyer with a 1:29.347, Mike Jones hit a 1:29.672. Troy Herfoss dipped into the 29s as it was time to bring your A-game.

Halliday pitted. Nine minutes left. Waters was down in fourth with Allerton and Staring chasing. None of these three were yet to get into the 1:29s; the exclusive domain of the top three. Jones and Herfoss both pitted. Staring was now the only rider in the top six still on track. Pearson was yet to bank a flyer.

Five minutes to go and the fast guys re-emerged. Halliday was first out, Waters joined him while Herfoss and Jones decided to wait.  Pearson moved up to 8th while Waters slipped to fifth Behind Staring. Halliday found traffic and could not get a fast lap done. Guest commentator Troy Corser was talking Josh Waters up- and the Mildura lad delivered with a 1:29.227 for provisional pole.

One minute left and Herfoss could not move any further forward. Jones was on a flyer and was threatening to drop a 1:28 something. While it was a 1:29.019 and not in the 1:28s, it was still the fastest time of the session. Jones had maybe 10 seconds in pole position before teammate Halliday delivered on all the promises he’d shown all day and hit a 1:28.970 to take pole.

The chequered flag came out and the last times were banked, but nothing changed, Halliday was the deserved pole sitter…

ASBK SMSP Front Row (Full Qualifying Results Here)

1 Cru Halliday – Yamaha YZF R1 M – 1:28.970
2 Mike Jones – Yamaha YZF R1 M – 1:29.019
3 Josh Waters – Ducati Panigale V4 R – 1:29.020

Michelin Supersport
Qualifying One for Supersport saw Jake Farnsworth post the fastest first flyer that was immediately answered by Sean Condon who posted a 1:33.706 to let the field know that he was absolutely the man to beat this weekend.

After three flying laps, Jack Passfield was the man for the task, dropping the fastest time for the session to 1:33.253 and announcing that whatever Condon had, he was ready to go... Condon would not be denied. He immediately replied with a faster time and right at the bell he further dropped the fastest time to a 1:32.509 and none would be able to better that time. Indeed Condon was some .704 faster than Passfield, leaving the field to ponder what the race will look like.

The battle between Condon and Passfield overshadowed the chasers with Lynch some 1.029 behind Condon in third with Jake Farnsworth in fourth. Hayden Nelson and Cameron Dunker jumped up the order with both Supersport 300 graduates rapidly improving to push Supersport regulars down the order. This saw Dallas Skeer (7th), Olly Simpson (8th), John Lytras (9th) and Tom Bramich in tenth.

Qualifying Two
Sean Condon again took the Supersport category by the scruff of the neck and posted a time (1:32.509) some .744 faster than second-placed Jack Passfield and over a second faster than third-placed and championship leader Ty Lynch.

At eleven minutes to go, a red flag brought the night session to a halt after Jack Passfield went down and his bike ended up on circuit. Passfield was up and about, but the second-placed rider would take no further part in the session, leaving a yawning chasm betwixt top-placed Condon and nearest threat Ty Lynch.

The return session brought little by way of excitement, Condon choosing to stay in the garage while Luca Durning provided a moment of interest, being the first rider black-flagged in ASBK history for not displaying a red taillight during a night session...and so it was. Condon took the extra point and the pole award for Supersport and sits squarely in the box seat for Saturday.

ASBK SMSP Supersport 600 Front Row (Full Results Here)

1 Sean Condon – Yamaha YZF R6 – 1:32.509
2 Jack Passfield – Yamaha YZF R6 – 1:33.253
3 Ty Lynch – Yamaha YZF R6 – 1:33.538

Saturday
There’s been a number of comparisons over the years between Phillip Island and Sydney Motorsport Park and it was SMPS’s chance to really shine. The weather at SMSP was just as unpredictable as The Island, so there’s that and congrats all round…

Alpinestars Superbike
The warm-up was declared dry and so Josh Waters naturally went .9 of a second faster than most and Glenn Allerton brought his usual game-day excellence to the caper and was up to P2. At the end of the short session, it was Waters still up top with pole sitter Cru Halliday in second, Allerton third, Bryan Staring looking very good in fourth and Arthur Sissis up to fifth.

Race One
Herfoss, Allerton and Waters all got a ripping start, but it was Josh Waters on that ever-present McMartin Ducati Panigale V4R. Cru Halliday – by his self-admitted lowly standards – got a great start and was second to Josh Waters who ripped out a 1:34 standing lap, a time that would have once been a pretty good flying lap.

Settling slightly through to lap three, it was Waters from Halliday and Allerton who had Troy Herfoss and Mike Jones for company. Arthur Sissis had been unable to really launch like the rabbit he usually is and was fifth with Bryan Staring sixth.

Herfoss laid down a big black rubber line that impressed many but cost him four spots. Waters was now out to a half-second lead from Halliday and then a three-second gap back to Allerton in third. Waters’ fastest lap was a 1:29.001 to obliterate the lap record- indeed the top three had already knocked off the lap record.

Bryan Staring was in the 1:29s and was stalking Allerton who had slipped down to fourth after Mike Jones did stealthy Mike Jones things to limit his losses once again.

With nine laps to go, Herfoss was now working his way back into contention, passing Sissis and on a mission to get to Bryan Staring who in turn was all over Glenn Allerton. They swapped positions a few times, allowing Herfoss to get closer still.

A few light drops of rain kept life interesting and uncomfortable, but lap times remained in the 1:29s. Allerton, Staring and Herfoss got into an old school gentleman’s Donnybrook. Halliday was the fastest man on the circuit, but Waters was still .75 up on the factory Yamaha R1M.

At six laps to go, Staring and Herfoss tried to get through on Allerton, but Allerton can late brake like few others and Staring and Herfoss simply swapped spots while leaving Allerton in fourth. Waters out front was looking composed, while Halliday was clearly not giving up the chase. The gap was now down to .5 of a second, but it felt like Waters was working his lap board pretty well. Herfoss was finally past Allerton to take fourth position, while Staring remained in sixth.

Waters’ lead was down to just .2 of a second as Halliday was having the “ride of his life” according to commentator Steve Martin. The cameras cut to Mike Jones’ bike as it massively let go an engine with a huge cloud of blue smoke. Shortly afterwards, the bike caught fire and brought out the red flag to stop the race.

Ten laps had been completed and race direction declared it a done deal. Josh Waters was the winner from pole-sitter Cru Halliday and the ever-present Troy Herfoss. These were strange days, but Waters was still king.

Race Two
From the second row of the grid, Herfoss blazed away with Arthur Sissis for company. The front-row starters were swamped. Allerton went around the outside of everyone to take the lead. Halliday had just described the back side of the circuit as “sketchy as” and the whole field was now sketching their way through this section.

Allerton led from Halliday, Waters, Herfoss and Staring. Broc Pearson had done a great job and worked his way up to sixth with Artur Sissis shuffled back to seventh, despite being second early in lap one. Herfoss got the elbows out to pass Waters to then seek out Halliday and ultimately race leader Allerton.

Meanwhile, Mike Jones was down in a lowly eighth position on his second bike and would need to move forward to limit his losses. Waters was past Herfoss for third and he and Halliday were off after Allerton. Allerton put his hand up down the straight to indicate rain, but new-found waterman Halliday took the lead with his foot down like a motocross rider through turn one and we wondered if there would be a red flag. It was hard to tell if it was raining elsewhere, and the merciful red flag came out after just three laps as the rain really fell in earnest.

Race Two Restart
At the restart- in order they crossed the line a lap earlier- Halliday led the bunch despite not getting the best jump. Sissis did the crazy fast start thing as he is want to do and this time he made it stick and he was third behind Herfoss. Herfoss moved into the lead while Allerton went around Waters for third.

Herfoss went wide at turn six and Halliday politely followed so he wouldn’t feel alone. The rain continued. Mike Jones was back in tenth and struggling once again. With five laps to run, Waters was out to a three-second lead with a gaggle of chasers: Allerton, Halliday, Herfoss, Sissis and Pearson.

Four laps to go and Waters was absolutely trucking. He was now six seconds up the road and effectively gone. Herfoss moved back into second on a mission like we had rarely seen before. Allerton continued to chase, but Halliday passed him down the straight as we ticked down to three laps remaining. Herfoss ran wide again, but this time lost no places but gave even more time to the seemingly absent Josh Waters who was now eight seconds ahead.

Two laps left and Herfoss was second from Halliday , Sissis and Allerton. The nine-second lead Waters enjoyed continued to grow. Herfoss seemed secure in second place, with Halliday also comfortably ahead of Sissis.

At the finish, it was the dominant shape of the McMartin Ducati Panigale V4R with Josh Waters aboard taking an easy win by 6.3 seconds (he gave them a few seconds on the last lap) from Troy Herfoss, Cru Halliday, Arthur Sissis and Glenn Allerton in fifth.

Five wins from five starts. The only blemish for the entire season to date was the single point missed for pole at round two. While Josh Waters might have been under some pressure leading into the round where he was dominant at the test, the pressure was now all the other way; how will the field respond? But as Mike Jones had discovered at SMSP; even the seemingly invincible can have a day that goes DNF and 10th…

ASBK SMSP Round Podium (Full Results Here)

1 21 Josh WATERS
2 65 Cru HALLIDAY
3 17 Troy HERFOSS

Michelin Supersport

Race One
The weather was again all the talk, but the precipitation thankfully stayed away. Pole sitter Sean Condon led them away from pole, but both Hayden Nelson and Tom Bramich fired off the line and were at the front or close to it.

A few riders ran wide early and trying to work out who was where was a challenge. Olly Simpson completed his first racing lap of Sydney Motorsport Park in the lead, Jake Farnsworth put a solid pass on Sean Condon while Olly Simpson was nearly unseated. That gave Farnsworth the opening he needed to take the lead.

Championship leader Ty Lynch was back in seventh while season-long contenders Lytras and Bramich were fifth and sixth. At the front, Olly Simpson had a big moment and ran wide, allowing the likes of Bramich and Lytras to move forward.

Condon was boxing on and was back up to second and then took the lead via a clever late braking move. Farnsworth nearly threw himself down the road after getting on the gas a little early. Condon was leading and had the fastest lap of the race to boot.

Olly Simpson was working himself back into the caper and was back up to fifth. Passfield had found himself involved in some early bar banging and was down in 14th. Condon ripped out a 1:32.969 to stretch his lead to .7 of a second with six laps to go.

The order settled for the top three with Condon, Jake Farnsworth and Tom Bramich all evenly spaced. The battle was on for fifth with 2022 Supersport 300 champion Cameron Dunker leading a solid group that included John Lytras, Ty Lynch and Hayden Nelson. At three laps to go, Condon was out to a second-plus gap and set sail for home for his first win of the year. Farnsworth was secure in second place with Bramich also solid in third.

While Farnsworth was able to chip away at Condon’s lead, it certainly felt like Condon was just doing what he needed to chalk up 25 points- which he did. The gap was still a second to second and Tom Bramich was a further 2.5 seconds in third. Olly Simpson was fourth with Cameron Dunker fifth.

Race Two
With a mixed grid of wets and dry tyres and weather conditions that could have been a separate article, it was always going to be a very different sort of race. Jake Farnsworth was pulled from the grid at the 11th hour due to a faulty rear light.

The wet tyre crew took off as expected, with flat track wonderkid (And baby faced assassin) Cameron Dunker out quickly, but Ty Lynch was first through turns one and two and took off as best he could on what must be wet Michelins.

Olly Simpson- another rider very handy when the going gets weird, was up to second with Dunker settling into third. With about one third of the circuit dry and the rest varyinging degrees of damp, Simpson pushed past Dunker to take second and the top runners were off in an attempt to get away before the circuit got too dry.

Pole man Sean Condon was way down in 20th and would have been screaming for dry running, but it was still too early to say whether slicks were the wrong call. It was still very wet at turn two, and the lack of a breeze and high humidity stopped the drying process.

Up front, Olly Simpson was leading by half a second to Cameron Dunker and a few more seconds back to Ty Lynch. Luke Sanders went down on the exit of turn four, throwing away a chance at a podium finish. For the regulars, the contenders and past race winners it was a disaster: Lytras was in 10th, Bramich 16th, while Condon was the mover up to 12th.

Passfield was rumored to have chosen the odd combo of a slick front and wet rear, but no matter what he was running, he was still in fourth, just two seconds behind third placed Ty Lynch. Cameron Dunker is a renowned flat tracker and was a smooth as butter in the mixed conditions. The gap between him and Simpson was down to half a second.

Sean Condon went down at turn six to end his night and really create issues for the once favoured rider for champion in 2023. Jack Passfield was past Ty Lynch for third, but Lynch was determined to hang on to both Passfield tail and the championship lead.

Dunker continued his march to the lead, and the pressure he was excerting worked when Olly Simpson had a huge moment into turn one with two laps to go. Dunker was able to get .8 ahead almost immediately and set off for his first ever Supersport race win after a championship Supersport 300 year in 2022.

Ty Lynch was slowing significantly and was swamped by a group including Jonathan Nahlous, Dallas Skeer and Scott Nicholson. Lynch was in survival mood.

Dunker still had a .8 second lead into the last lap and was able to hang on for the win in his second-ever event in the Supersport category. Olly Simpson rolled through for second, but it was Scott Nicholson who took third after Passfield was shuffled back to seventh. Some riders take years to get a race win and /or a round win in Supersport. It took Cameron Dunker two rounds of Supersport to achieve both goals.

ASBK Supersport 600 SMSP Round Podium (Full Results Here)

1 3 Cameron DUNKER
2 45 Olly SIMPSON
3 279 Hayden NELSON

Supersport 300

(Race One results here)

Race Two
Brandon Demmery would start from pole in the second Supersport 300 race of the weekend and the second-to-last race before the night sessions began in earnest. The commentators teased the assembled crowd with the usual weather talk, but we started the race without precipitation, but with Brandon Demmery off the front into turn one. Marcus Hamod had a great start and was up to second and Henry Snell was also away well and into third.

OJC graduate Ryan Larkin was fourth with Jai Russo nipping at his heels. Snell got through Hamod mid-lap while Demmery held a small .1 lead. The first trip down the straight saw the usual shuffling of the pack with Snell and Larkin being the biggest beneficiaries. Meanwhile, Race Direction noted the start was once again under investigation.

Cameron Swain had been stalking the field for some time and was now up to third with Ryan Larkin behind him. Swain was soon into the lead, and Demmery was happy to let them lead and observe for a time. Swain had his “I’d like to get away thanks” attitude in full effect and was out to a .5 lead over Snell and Demmery. At four laps to go, Demmery was back into the lead, dashing Swain’s hopes of a solo win. Russo was in third while Brodie Gawith and Henry Snell were fourth and fifth.

As the laps ran down, there was a clear lead group, but no clear leader. Russo, Swain and Demmery all spent time on the front while Casey Middleton and Cooper Rowntree continued to stay in contact.

The lead group was seven deep and all were capable of taking the win. Brock Quinlan was down and the race was red flagged with six laps completed due to Quinlan’s bike being in a dangerous place. The lead riders looked at each other, understandably confused about who was the winner. Race direction declared Cameron Swain the winner from Brandon Demmery and Jai Russo after winding the clock back a lap per the usual red flag rules.

Race Three
The night race for the 300s was still damp and so the teams took their cues from the just-completed Supersport race where those on wet tyres capitalised. Cameron Swain jumped away with plenty of company but lead through lap one with Brandon Demmery and Brodie Gawith second and third.

A chase group formed with Luke Jhonston, Henry Snell, Marcos Hamod and Jai Russo all jostling for position. At the head of the group, Demmery and Swain were swapping off but not breaking away. At six laps to go, it was still Swain and Demmery but they had plenty of willing company, but no definitive challenger for the top spot. Indeed, the leading pair were now out to a small but important lead of about 3.5 seconds.

Not realising that their dicing was going to end with no better result than third, the chasing group continued to box each others ears. The race was now down to Demmery and Swain and they spent the last few laps working out what to do as they headed to the finish.

Swain decided to try to establish a break of his own as he did at Phillip island a few weeks ago. He bever achieved more than a few tenths of a second and perhaps was playing into Demmery’s hands. Then there were reports of some rain falling- just to ensure the drama had drama on drama.

But Demmery continued to fox behind Swain, absolutely content to let him lead as we headed into the last lap. Their gar was out to 4 seconds, but Swain decided he’d had enough leading and slowed even more. You lead!… no sir YOU LEAD! But at the line, it was Demmery who picked Swain’s pocket for another win. Brodie Gawith was third, some 3.3 seconds behind with Henry Snell right behind him

The battle for fifth was dramatic as they tried for five wide over the line but it was Hamod from Knezovic, Middleton, Russo, Jhonston and Josh Newman 10th…

ASBK Supersport 300 SMSP Round Podium (Full Results Here)

1 11 Brandon DEMMERY
2 26 Cameron SWAIN
3 32 Jai Russo

The bLU cRU Oceania Junior Cup

Race One
A brand new experience sat in front of our juniors. You could feel the tension in the air, see the focus in their eyes and hear the last-minute motivational talks, it was time to go racing. While the weather forecast had predicted rain, we were fortunate enough to see a crisp, clear Sydney night and a dry track, slicks it was. In typical OJC fashion the Yamaha YZF R15s launched off the line and quickly went four or five wide into the flat-out turn one. It was a drag race to the infamous turn two and an opening group of riders emerged. Confidence under the lights was key in race one and it was clear who had it, the top 10 quickly established themselves and broke away from the second half of the field.

OJC is designed to educate and teach our youngest road racers the fundamentals while building their confidence in racing situations, Sydney Motorsport Park was providing an excellent opportunity to do this for round one. The long run out of the final corner to the finish line meant that riders had a tough decision to make heading into the final lap – Where did they want to be? Put yourself in first position and risk being out-dragged to the line, or put yourself second or third and risk being shuffled back and missing and opportunity to be in that final drag race for the win.

The battle inside the top ten was heating up but a scuffle in the second half of the ten as they battled to position themselves for the final lap meant that the pack was now split. John Pelgrave, Riley Nauta, Rossi McAdam and Ethan Johnson were now off the back and unlikely to feature for the win. Race one finished as close as it started, with the top five separated by just 0.387 of a second as Haydn Fordyce, Valentino Knezovic, Hunter Corney and Ella McCausland went four-wide to the finish line for race one honours.

Race Two
Slicks were the go and the go was slick for Bodie Paige who jumped away to a small lead, but with an enthusiastic group chasing. Immediately, race direction noted the start was under investigation after a few nervous clutch hands were faster than the start lights. By half lap, Bodie had a half second advantage with Archie Schmidt and Ella McCausland fighting for the right be first to chase Bodie.

Of course, this simply allowed Bodie Paige to grind out a slightly bigger gap. But McCausland was having none of it and around the time she took the lead of the race down the main straight she was also announced has having jumped the start.

Whether McCausland knew this via the race direction boards at the track was impossible to say, but she continued to race hard and remained close to or at the front for much of the middle part of the race. The leading group was now McCausland, Bodie Paige, Riley Nauta, Valentino Knezovic and Hunter Corney rounding out the top five.

At two laps to go, Paige led while McCausland was clearly measuring her run for the finale. The riders diced as they do through the last lap, all competing to get into the ideal spot for the run to the line. McCausland led, but seemingly didn’t want to.

The run to the line: McCausland lead them down the straight and inexplicably none we able to make a run past her and she hit the line as the first female to cross the line first in the bLu cRU Oceania Junior Cup….then the race direction penalty for a jump start was applied and the win went to Haydn Fordyce from Valentino Knezovic and Bodie Paige in third.

Race Three
The final Oceania Junior Cup race of the weekend was an exciting affair with plenty of action from start to finish. Ella Mcausland made a great start, quickly moving up to third after losing out in race two. Meanwhile, Bodie Paige took the lead by half a second and looked comfortable in the opening stages of the race, with the track not entirely wet and the back half dry.

Paige continued to lead the pack, with Nauta and Mcausland battling for second place. However, their fighting allowed Paige to extend his lead to one second on lap three. McAdam went down at turn two, but rejoined the race unharmed.

The lead group eventually split, with Paige signalling to the riders behind him that working together would be the only way to catch up. The group of four began to close in on Paige, but Oscar Lewis went down at turn two and Bodie Paige’s visor apparently started fogging up, causing him to wipe it repeatedly for visibility.

The lead group was now five strong, with a gap of 6 seconds to sixth. However, a mistake from Nixon Frost dropped him several positions from the front of the chasing pack. Mcausland made a great move from fifth to second at turn three, while Nauta was unseated at the exit of turn two, but able to continue.

The first sector was still wet, but Corporate Hill and T9 were drying quickly. Early podium sitter Lazos went down at T2, which claimed its third victim of the race. Paige took advantage of all the battling behind him to open up a multi second gap, eventually claiming a dominant victory.

Archie Schmidt made an impressive move from fourth to second at the turn nine hairpin on the last lap, while Nauta and Schmidt claimed the final podium spots. All in all, it was a thrilling race full of ups and downs, and Paige proved to be the strongest rider of the day. The overall round win went to rookie OJC entrant, New Zealand lad Haydn Fordyce who took up motorcycle racing less than a year ago…!

ASBK OJC SMSP Round Podium (Full Results Here)

1 17 Haydn FORDYCE
2 48 Valentino KNEZOVIC
3 42 Riley NAUTA

ASBK Superbike Masters SMSP Round Podium (Full Results Here)

1 43 Keo WATSON
2 63 Robert YOUNG
3 778 Corey GLOCK

The post ASBK RD2: Race Reports From Rd2 Under Lights At SMSP! appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

While Josh Waters and McMartin Racing dominated the opening round of the season, there were plenty of intriguing storylines to come out of Phillip Island as ASBK looks ahead to a history-making round two at Sydney Motorsport Park. News: ASBK Media… 

The playing field is reset ahead this round, very few prior laps have been completed by our championship protagonists outside of the Official ASBK pre-season test and Summer running. With a compressed two-day round format, riders and teams will need to dial in their motorcycle as quickly as possible in the short and sharp practice sessions ahead of qualifying Friday night.

For the championship, it is the first time since 2019 an official race event will be held at the 3.93KM circuit where it hosted the then-season finale in a thrilling three-way fight between Wayne Maxwell, Troy Herfoss and eventual champion, Mike Jones, who was then aboard a DesmoSport Ducati. In what is regarded as one of the best all-round circuits in Australia, the circuit is a tale of two halves, with the fast and open first and third sectors catering to machines like the Ducati, whereas the much tighter and intricate sector two favours the more nimble Yamaha and Honda, setting up an exciting prospect for the racing ahead.

Alpinestars Superbike
Hit the reset button. The unbeatable combination of Josh Waters aboard a McMartin Racing Ducati Panigale V4R at Phillip Island are behind us. Sydney Motorsport Park represents a much bigger challenge for the current championship leaders with a significant portion of the circuit favouring more agile bikes. However, the big, booming Ducati will be hard to beat down the Brabham Straight and into turn one, keep an eye out for Waters to be lining them up in the first sector and then defending through the rest of the lap.

If the Official ASBK Test is anything to go by, it will be close up front. Cru Halliday, Mike Jones, Troy Herfoss and newly-confirmed full-season entrant Glenn Allerton are the expected protagonists to the championship leader. The Yamaha, Honda and BMW all share a fundamental difference with the Ducati and it will be most visible in the tight and twisty middle sector. Rewinding back to 2019, Herfoss and the previous model Fireblade were able to pull off moves that a then Mike Jones piloted Ducati could not respond to – look for our Superbike challengers to be applying pressure in this key sector of the lap where agility, tyre management and front-end confidence matter most.

Announced just last week, Glenn Allerton has secured and confirmed his 2023 future in a new joint venture with Trevor Groeneveld as GT Racing begins operations this weekend. “I’m extremely excited and also grateful for the new opportunity with GT Racing Team, with the help of Trevor (Groeneveld) and his team we have been able to put together a lot of pieces from my old team and some exciting new prospects going forward,” said Allerton.

Newly-minted team owner, Trevor Groeneveld is no stranger to the superbike scene, “I’ve been around superbikes now for a few years doing track days and some club racing. It’s a sport I really enjoy. I’ve also been helping Glenn now for the past few years as a personal sponsor and as part of the former team. When the opportunity came along to become a team owner, it was hard to say no. Looking ahead, the one part of the puzzle I have no concerns with is Glenn’s ability to fight for the top spot every time he pulls the helmet on. The challenge for this team is to ensure we give him the right support and equipment to do the job and to that, we are all 100 percent committed.”

We are however without two stalwarts of the class, as both Mark Chiodo and Michael Edwards will miss this round of the championship due to injury. For Chiodo, he must be questioning his luck as during a test at The Bend Motorsport Park, he suffered a mechanical failure with his Fireblade at over 260km/h into the sharp turn one. Breaking his collarbone in the crash, there is no set return date for the Honda rider as he looks to take his recovery slowly and methodically to ensure he is at full fitness when he does next swing his leg over the bike.

For Michael Edwards, it’s a case of an injured knee. The veteran superbike rider kept his cards close to his chest via an announcement on social media, with his intent to return to the paddock for his home round at Queensland Raceway next time out. We wish both Mark and Michael the best in their recoveries and look forward to welcoming them back to the championship in full health when the time comes.

Michelin Supersport
Championship leader Ty Lynch was exceptional at Phillip Island. The determined Lynch pulled off gritty ride after gritty ride in classic Phillip Island conditions when his rivals all parted company with their machines. Luck may have played a role in round one for our Supersport Championship Leader, but he and his team left The Island knowing they need to unlock more speed from their YZF-R6 if they are to keep up this championship challenge.

Reigning champion John Lytras had an opening weekend to forget, aside from one podium in treacherous conditions, the gold #1 was tough to spot, consistently mid-pack. Lytras and Lynch are in a similar position heading into round two, as both of them acknowledge they openly struggled for pace and confidence at Phillip Island. However, it’s a long year, with many unknowns in front of them. This weekend is a chance to take the championship by storm and put your rivals on notice. Lytras knows how to win, and knows how to put together a championship-winning season, expect to see him up the pointy end this weekend as they rebound.

Supersport 300
The points setup for ASBK favours consistency. Despite the SS300 crew having three races a weekend, a DNF can leave you in the dust both literally and figuratively.  Even a poor points result can be damaging, so even if you can’t win, scrape all the points you can. Looking at round one, it’s hard to go past Brandon Demmery. But on closer inspection, he missed the winning break in race three (9th) and had to settle for 12 points, when he was previously able to take 20 and 25 respectively.

While round winner Jai Russo was able to snaffle a race win, he was also “only” able to finish third and sixth in the other two races. Pole-sitter Cameron Swain was off the pace in races one (8th) and two (9th), but also sailed into the distance for a rare solo race win in race three.

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