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....

The appointment represents a permanent return to the ASBK paddock for the first time since he won the premier class championship in 1993 on a Honda RC30, which set him on a fast-track to international stardom.

His rapid rise included victory as a rookie in the 1994 AMA Superbike Championship on a Ducati, with the Italian company then maximising his incredible talent by parachuting him straight into World Superbike (WorldSBK) the year after.

Check out all of our racing news here…

He won the 1996 WorldSBK title on a Ducati – the first Aussie to win the championship – and then again in 2005 on a Suzuki. He also rode for Aprilia, Yamaha, BMW Motorrad and Petronas during a 377-start WorldSBK career, an enormous catalogue of races only broken by Jonathan Rea in 2023. During his 15-year WorldSBK career, seven of his 33 wins came at Phillip Island, which remains a record.

Corser will have a wide remit across an ASBK Championship round in 2024, beginning at Sydney Motorsport Park’s Night Race on March 22-23. His duties will include on-course commentary, fan meet and greets and joining fellow ASBK ambassador Steve Martin for the popular ASBK Pillion Program. And who knows: he may even enjoy a race or two…

The Wollongong native will utilise the Aprilia V-four Tuono hypernaked for the ASBK Pillion Program, reuniting with a manufacturer he rode for in WorldSBK at the turn of the century.

On the Aprilia – and across all marques for that matter – Corser’s ability to produce explosive bursts of speed at just the right time was legendary, which is why he accumulated 43 pole positions and 45 fastest laps in the WorldSBK paddock. And he was also a master of the stand-up wheelie, too!

Corser is looking forward to his ambassadorial role in the 2024 ASBK Championship.

“The opportunity to step back into the ASBK paddock is one I am really excited about,” said Corser. “I owe a lot to the championship for the extraordinary level of competition it provided me when I was moving through the ranks from a Suzuki RGV250 to a Yamaha TZ250 and Honda RC30.

“Twenty years on, the amount of young talent across all the ASBK classes is extraordinary, and I’ll certainly be keeping a keen eye on their progress.

“I competed in the Superbike Masters class at last year’s inaugural Night Race at Sydney Motorsport Park, and I can’t wait to return in a new capacity this year.”

To purchase tickets to the ASBK Night Race at Sydney Motorsport Park, click here.

The post Troy Corser appointed as ASBK Championship ambassador appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

mi-bike insurance Australian Superbike
A combination of cool and overcast conditions with the addition of a new surface was always going to be a recipe for spectacular practice times, and that’s how it panned out as Cru Halliday and Waters both dipped under the current lap record (1m31.075s) as times tumbled in the afternoon session. Halliday’s new circuit best lap of 1:30.840 on the YZF-R1M was pure class, setting him up for his first pole position in the Australian Superbike class since round two in 2023.

“I was a bit nervous coming into this round because everyone has been going well over the pre-season – but you virtually reset every time you come here,” said Halliday. “As soon as I completed my first practice session, I knew I had a lot of speed because I was one 10th of a second off my fastest ever race time here.

“In the second session, we tried a different tyre and the laps were actually quite fast. We haven’t changed the Yamaha for the last two years at Phillip Island, as we believe we have a really good set-up. We came here knowing what we want and it works.”

Waters, who’s won five of the last eight races at Phillip Island, will be trying his best to deny Halliday the one extra championship point for pole position – but, of course, the battle runs much deeper than just a two-way affair.

Behind Waters (1:33.033), two-time Australian Superbike champion Mike Jones (Yamaha Racing Team YZF-R1, 1:31.349) was third overall on combined practice times, ahead of Troy Herfoss (DesmoSport Ducati Panigale V4 R, 1:31.365), teenage sensation Harrison Voight (McMartin Racing Panigale V4 R, 1:31.393), Broc Pearson (DesmoSport Ducati Panigale V4 R, 1:31.642), Anthony West (Addicted to Track YZF-R1M, 1:31.848) and Max Stauffer (Penrite Racing YZF-R1, 1:32.005).

Herfoss, in particular, is methodically working himself into his new home at Ducati, putting the field on notice that he’s primed for a huge weekend at Phillip Island.

Plenty of other stars are also looking to pounce in qualifying, including former Australian Superbike champions Bryan Staring (MotoGo YZF-R1), Glenn Allerton (GT Racing BMW M 1000 RR), Arthur Sissis (Unitech Racing YZF-R1) and Michelin Supersport-winning graduate Cameron Dunker (Penrite Racing YZF-R1).

Michelin Supersport
The Michelin Supersport class is a hotbed of excitement and anticipation in 2024, and qualifying for round one was a case-in-point. After 20 hectic minutes, Jonathan Nahlous (Yamaha YZF-R6) powered to his first pole position in Supersport with a 1:35.258 on his final flying lap. That was enough to edge out fellow Yamaha riders Tom Bramich (1:35.518) and Olly Simpson (1:35.741), with the trio to start from the front row of the grid for the three 10-lap races.

“I just put my head down and managed to do everything right on my hot lap,” said 17-year-old Nahlous, who missed the corresponding round in 2023 because of injury. “It didn’t feel extraordinarily fast, but I’ll take it! And the important thing is that I believe I can go even faster.”

Twenty-six riders qualified, with row two to be filled by Mark Chiodo (Honda CBR600RR), Jack Mahaffy (YZF-R6) and 16-year-old Hayden Nelson (Kawasaki ZX-6R). Honda and Kawasaki are making welcome returns to the Michelin Supersport cauldron in 2024 to take on the dominant YZF-R6.

Race and Road Supersport 300
Czech visitor Petr Svoboda produced the perfect conversion in the opening Race and Road eight-lap Supersport 300 race, easily winning from pole position. Josh Newman managed to hang tough with the FIM WorldSSP300 No. 6 in the first half of the race before the ruthless Svoboda cleared off, winning by 6.709 seconds – an incongruous margin in a class where victories are normally measured in milliseconds. Victorian Varis Fleming, in a final Aussie ride before he heads off for a Spanish campaign, made it a Kawasaki trifecta on the podium in a lonely third place, while the battle for fourth became a massive arm wrestle and eventually fell the way of Harrison Watts (Kawasaki) ahead of Ryan Larkin (Yamaha), Jordy Simpson (Yamaha), Mitch Simpson (Yamaha) and Tara Morrison (Kawasaki). Ryder Gilbert (Yamaha) set the fastest lap of the race with a 1:49.021.

All detailed ASBK Championship class results are here.

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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.

WATCH ASBK TODAY (Saturday)
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Saturday TX 7.00pm – 10.00pm AEDT
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LIVE STREAM
Saturday TX 3.00pm – 6.00pm AEDT
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REPLAY
Sunday TX 1.00pm – 4.00pm AEDT
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Tickets are on sale now with Saturday action getting underway at 14:00

Download the Official Event Program!

The post ASBK Rd2, SMSP, All You Need To Know… appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Tempting though it may be, placing too much importance upon the recent official ASBK pre-season test at Phillip Island isn’t always the best indicator for full-season form, but on paper, it appears that Wayne Maxwell is set to pick up from where he left off last year.

Maxwell secured his third ASBK title at The Bend in December ‘21 and was top of the class at recent pre-season testing. Despite a lengthy career in the ASBK paddock, Maxwell is in the form of his life at present and his quest for a hat-trick of Aussie titles and further to become the first rider of the modern era to claim four ASBK titles looks ominously likely. 

An in-form Troy Herfoss will be a major threat to Maxwell with the pair engaged in some bar-to-bar duels that will be long remembered, while Bryan Staring (the only rider to become an Australian Champion in three different classes) will be looking to add to his own tally after joining the DesmoSport outfit for 2022. Long-time BMW racer Glenn Allerton showed at season’s end that he still has the pace and consistency to run at the front. 

Indeed, in the Alpinestars Superbike class, one is spoiled for choice when looking for talent and form. Six ASBK Champions will be on the grid in 2022 including Maxwell, Herfoss, Staring and Allerton while fellow former champs Mike Jones will contend aboard a Yamaha, and Josh Waters returns to the paddock aboard a BMW. 

Regulars- and serious contenders- also include Lachlan Epis, Ant West, Arthur Sissis, Cru Halliday Jed Metcher, Daniel Falzon, Aiden Wagner and Matt Walters. Then you add in the next generation Superbike rookies Brock Pearson and Max Stauffer who have graduated from Supersport and it adds up to an enticing round- and the season ahead!

Get your tickets for this weekend here…

The opening round – proudly presented by Spokes.com.au and Visit Victoria- will have plenty of support category action, including the Michelin Supersport class, Dunlop Supersport 300 / Yamaha Finance R3 Cup and the new generation racers from Motorcycling Australia’s premier junior road racing academy, the bLU cRU Oceania Junior Cup.

2022 ASBK Calendar

• Round 1 Phillip Island Grand Prix Circuit, VIC 25 – 27 February SBK, SSPT, SS300, R3 Cup, OJC, SBK Masters
• Round 2 Queensland Raceway, Ipswich QLD 18 – 20 March SBK, SSPT, SS300, R3 Cup, OJC, Sidecars
• Round 3 Wakefield Park Raceway, Goulburn NSW 22 – 24 April SBK, SSPT, SS300, R3 Cup, OJC, Sidecars
• Round 4 Hidden Valley Raceway, Darwin NT 17 – 19 June * With Supercars – SBK Only
• Round 5 Morgan Park Raceway, Warwick QLD 5 – 7 August SBK, SSPT, SS300, R3 Cup, OJC
• Round 6 Symmons Plains Raceway – Launceston TAS 20 – 23 October SBK, SSPT, SS300, R3 Cup
• Round 7 Phillip Island Grand Prix Circuit, Cowes VIC TBA – November TBC
• Round 8 The Bend Motorsport Park, Tailem Bend SA 2 – 4 December SBK, SSPT, SS300, R3 Cup, OJC
• ASBK Night of Champions Dinner – The Bend 4 December

The post Round One Of ASBK Has Kicked Off! Head to P.I This Weekend appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Back in 2016 when I rode the all-new heavily revised ZX-10R at the World Debut at Wakefield Park, I was completely blown away by the improvements to the machine. Having tested every version of the 10R since the first one, and had multiple long-term ZX-10R projects, I was pleased to find the aggression had gone and the chassis was balanced and, most importantly, it steered well.

Check out our other Bike Reviews here…

I then road tested that bike followed two years later by my all-time favourite ZX-10R, the limited edition ZX-10R SE, which had electronic suspension and was the ultimate road going 1000cc superbike, with 200hp, a plush ride over bumps but firm and razor-sharp with the press of a button, ready for a track day. So, when I got the call to grab the latest 10R, the further revised 2021 model, I could not wait to find out what it was going to be like on road and track…

You can click the link below to read about all of the changes to the bike for this year, I won’t go into it again. In short, there are refinements to the electronics, engine, geometry, suspension, ergonomics and the obvious one, the aero package/styling… I have to admit, I reckon it looks amazing.

Looking at the weather forecast, I knew I was in for a soaking during the fortnight I had the ZX-10R in the garage… This stunning, brand new Ninja without as much as a speck of dust on it was about to become filthy. It was forecast to rain most of the fortnight, so the Rain mode was going to get a workout – and it sure as hell did… On the street and the circuit.

Walking around and taking a good look over a new bike is always the first thing I do once I get it to BikeReview HQ. Checking out the ZX-10R, I was undecided as to whether or not it beats the SE in looks or not. So I looked back on my old images and decided the new one definitely gets the nod, particularly with the TFT display and the new front-end. It looks a lot better in the flesh than images, too, and over the test period would prove to be a magnet wherever I parked up…

THE RIDE
Sitting on the bike for the first time, the changes to the rider triangle are immediately noticeable to me. This feels more like a superbike than any of the previous ZX-10R models. Well, perhaps not more than the Tom Sykes factory WorldSBK I rode in 2011 at Portimao, but close! With a tall rear section of the race-firm seat, a longer reach forward to lower and flatter ‘bars, plus even taller footpegs than the already tall ones of the outgoing model, the new ZX-10R is all about the track, no compromises…

It certainly feels more like my own race bikes did over the years, almost more like a nakedbike with flat, low and wide ‘bars and a tall ride height. I already know this will work on track and that it will be a compromise to the road experience for some riders. For me, I like the familiarity. I’m just concerned about the legroom as I prepare to head off for my first ride on the bike – a trip to catch up with Streetbike and Performance Cycles founder and Street Machine legend, now Retrobike (one of our previous titles) editor, Geoff ‘Seddo’ Seddon, who I first started chasing along the Old Road when I was just 16! What will he think of such electrickery?

I fire the beast into life (it takes about five cranks, this doesn’t improve over the test), and it settles into a low, rough idle with a few exhaust leaks until the system heats up and expands. It reminds me of a real race exhaust system built to exact tolerances. As the engine warms, I familiarise myself with the new TFT dash and the switches, which are standard Kawasaki premium model in design and function. I select Road mode, reset trip B, adjust the mirrors and brake (clutch is not adjustable) and head off…

My first impression of the ZX-10R as I head down the road is that it is very radical in seating position for the street. Being taller, the ‘bars are a long reach, so where the ergonomics are designed to promote race crouch, for me, my arms are dead straight, because my back is long. If I bend my elbows and move to a race crouch, I can’t see forward or around as much as I would like to for urban riding. I also need to crouch down just to see out of the mirrors. The new footpeg height is tight but OK, I would not want it any closer though between the footpegs and the seat. I like the wide ‘bars.

Like it was previously, the engine is as smooth as silk, a proper inline-four. In Road mode the throttle is gentle on initial opening and below 4000rpm the engine is nice and docile in the traffic. The clutch feels heavier than it did previously, which is strange, but it hardly get used. The KQS, which is only supposed to work above 2500rpm, works as low as 1000rpm, up or down. The engine will pull from 1000rpm, no problem, with a step up from 4k and another from 6k, and is a pleasure in town.

Of course, gearing is tall, not too tall though, so first and second gears are all I use, with a short-shift to third at times. The temperature is well regulated and there is no unpleasant heat around my legs. Braking in town is a one finger task on the front lever, or a decent push on the rear brake. The rear brake ratio is another indication of the track focus and one I prefer, as I’m a clumsy but heavy user of rear brake on the racetrack and I always lock up sensitive rear brakes when racing or at track days. I was one of those riders that used to bleed air bubbles into my rear brake system, or add huge rubber bands to the lever, to prevent the bike going sideways into hairpins!

I’m soon on the M1 motorway. I could have taken the twisty road but I really want to try the Cruise Control. So easy to use, the ECC is armed with a button on the left switch block and then alongside that there is the + and – speed, Select/Reset buttons. At 110km/h the ZX-10R is spinning at just 4500rpm and virtually vibe free, just a tingle through the ‘bars and ‘pegs as I relax on the Ninja.

The River Mark and neat graphics all add to the ownership experience…

Up to 120km/h, that buzz increases and can cause some numbness in the hands (as I found out on a few of the longer trips I did). The mirrors are clear, unlike the 2016 model mirrors at speed. When increasing or decreasing the cruise speed via the buttons, it takes a good few seconds for the 10R to react. Still, a great feature and one I use a lot during the test.

I arrive and Seddo and I discuss old school versus new. His famous red 900SS is still in his shed. I remember it on the cover of Performance Streetbike when I was still in school… I try to convince him that the new bikes and electronics are, in fact, awesome and fun. He shakes his head. When you come from old school air and oil-cooled long-stroke grunt, these new bikes are like electric vehicles, I guess.

I head home on the tourist route. Fast, bumpy and familiar. With the outstanding grip from the Bridgestone RS11 Street Race tyres on hand I’m able to push the limits, even with damp patches of tarmac lurking in the shadows. In Sport mode, the 10R comes alive, with a slightly more direct feel at the throttle from around 4000rpm and a heap on tap from six grand.

The riding position is making sense as the speed increases and the lean angle indicator starts going past 50º in the corners. The forks are as good as I remember them being, as close to the best I’ve experienced on the road. Bumps are almost not felt, not even a twitch through the ‘bars, yet there is firm support on the brakes.

Steering is noticeably sharper on initial turn-in, particularly off the brakes where the previous model liked the front loaded up for a quick turn. The new riding position, revised fork settings and rear spring change has made the 10R racier into corners. It’s fantastic for last-second line changing, even deep into a committed turn, while remaining stable and communicative. You would not even know the steering damper was working hard, there is no vagueness in the front, and the mid-corner composure, even at full lean and over bumps, is rock solid, no doubt in part thanks to the longer wheelbase and the revised swingarm geometry.

The handlebar and seating position feels great while riding like this, easy to get up on the front and with loads of leverage from the ‘bars. The brakes are perfection, one or two fingers, even during really hard stops, with good feel and modulation and just the right level of initial bite for the road, without upsetting the balance of the bike. I’m sure the KCMF is helping all the time, it is so good I can’t feel it at all, so I guess it is doing its thing in the background. The footpeg position just feels wrong for me. My legs are close to full flex, so I lose some of the footpeg input/control rather than gain anything. I’d move them down 5mm if I owned one of these…

The rear of the bike is as magical as the front on the road, somehow managing to soak up a variety of bumps, yet supporting the bike well on the spring at all times, even hard on the gas in the high rpm range, with my 100kg in gear to deal with and the RS11 hooking up like glue. It’s a great setup at both ends, even on fast bumpy roads like this one. Very impressive…

The engine is and was previously a cracker. However, those that like low down grunt and power wheelies out of hairpins may not gel with the 10R motor. It is the softest down low of the current superbike class, however, those from a supersport background will appreciate the character, a very soft forgiving nature down low and through the mid range with a massive climb into the power from 6000rpm onwards.

I used the 10R as a daily ride for almost two weeks and loved every minute…

If you time the power right, to come on just as you exit the turn and begin to stand the bike up, the reward is an arm-stretching grin-inducing moment of mayhem as you chase gears through the KQS. It’s addictive and very fast. It is one of those engines that feel slow when you are going quick. It is an engine designed for lap times and rear tyre life. With six World Titles, Kawasaki seem to have got it right, wouldn’t you agree?

I head to the racetrack the next day in the hope of a good wet and dry test. Leaving home at sunrise and with a backpack of camera gear, I really appreciate the cruise control. I head to Sydney from the Coast on the M1, straight into the NorthConnex, down the M7 and arrive at SMSP having done 120km on cruise and feeling comfy and relaxed.

The only issue? It is absolutely pissing rain. Oh well, I have a job to do and as I always tell myself when I have to track test in the rain, I end up smiling most of the time anyway and keep going out for the fun of it. Like jumping in the surf, once the initial lap is out of the way (that first cold shock), it’s all good fun!

Now, Bridgestone RS11s are not exactly a rain tyre, however, where they have an advantage over some other supersport tyres is that they have grooves right to and off the edge, so my previous experience tells me they work to half lean, just off the shoulder, then crab predictably from there. Other tyres can dump you on your arse pretty quickly at that point! With that in mind, I set the beast to Rain mode and head out for a look around. Surprisingly, the grip is not too bad say for the mud washing over the track at turn five and the rubber on the apex of turn eight. It feels good so I stay out.

In Rain mode the power is dumbed down significantly and the throttle is soft, however, there is a snatch on initial opening that is not there in the other modes. Also, at constant throttle around 4000rpm, the engine suddenly steps up rapidly and there is a power spike. I ride around it and get used to the throttle and power, keeping the revs above 5000 where possible.

Even with traction maxed out, the rear RS11 tyre is spinning at certain points, particularly if I try and feed power in out of turn five, up the hill, it spins up significantly, the engine rapidly climbing revs, then the S-KTRC catches it before again, it spins up. This is a surprise as on the road in Rain or Road modes, when I buried the throttle hard the previous day, the S-KTRC would interfere quite a lot before any spinning would occur, so I am unsure why it is spinning up on the racetrack.

The braking package is impressive in these slick conditions and I’m thankful for the forgiving initial bite of the M50 calipers. Too often whopping 330mm rotors mean just breathing on a brake lever has your eyes popping out of their sockets. I much prefer to brake hard on my own terms, knowing the power is there the harder I squeeze, at least on a road based motorcycle and especially when negotiating a wet racetrack on road tyres.

Overall, after five sessions in the pouring rain, the ZX-10R got the job done and I am smiling as I roll out of the pits for the ride home. Of course, by the time I get to a coffee stop for a stretch, the sun is shining. Typical. I take the scenic route again, as if I wasn’t already mentally and physically drained. That’s just the engaging nature of the ZX-10R…

I’m blessed with a half sunny day a few days later, so gear up and head West to play with the custom Rider modes and get some more dry time on the bike. I end up having a good few hours of fun on Full power with S-KTRC off. The engine comes alive and is brutally strong. With 200hp on tap, you better hang on. It truly is a tyre shredding top-end only for those willing to play with fire.

The front wheel wants to hover above the ground in the first three gears above 8000rpm and the bike pulls out of corners like a missile. I then settle on Full power and S-KTRC level 2, which tames things a bit and makes me at least feel safer. On the other side of the performance spectrum, I set Rider mode 2 to Low power and maximum S-KTRC and try that on the slimy, damp parts of the road. It is super intrusive and safe, and a great option to have for those nasty sections or days.

The front wheel wants to hover above the ground in the first three gears above 8000rpm and the bike pulls out of corners like a missile…

Riding the bike back to KMA, I realised that the 10R can be a daily ride and a track day weapon. My initial impression of it being an all-out track bike was proven wrong by the simple fact that I used the 10R as a daily ride for almost two weeks and loved every minute. The little touches like the easy to get to sidestand, the great headlights, the loud horn, the taller screen, the awesome TFT display (although no range remaining is annoying), and the looks of the bike – it is stunning, with the River Mark and neat graphics, all add to the ownership experience. If I was younger, I’d have one as my daily ride. In fact, when I think of it, I did have a ZX-10R when I was 35…

CONCLUSION
The new ZX-10R is more racebike than ever, with the same screamer yet tractable engine and a more track-focussed riding position and suspension setup. That makes it an even better ride day and road sports weapon than it was previously. The changes will take a small amount of comfort away on the road for taller riders but the handling improvements more than compensate for a little discomfort during those pesky transport sections. With the advanced electronics and high end brakes and suspension, and a price tag on par with the competition, it is well worth a look. Click here to find a Kawasaki dealership near you and go and have a try for yourself. Like I said, it looks even better in the flesh.

2021 ZX-10R Tech Highlights
The Ninja ZX-10R has won both riders’ and manufacturers’ titles for six consecutive years in WorldSBK, the pinnacle production road racing series. For the 2021 models, Kawasaki say that high level of track performance has been elevated yet further with new ZX-10R & ZX-10RR models.

The 998 cm3, liquid-cooled, four-stroke, inline four, DOHC engine benefits from feedback based on the Superbike World Championship machine in the form of a new air-cooled oil cooler and cylinder-head changes, with both bikes high-lift cam ready. Peak power is 203hp with the race exhaust fitted, while the engine now meets the strict Euro 5 emissions requirements.

The new air-cooled oil cooler is a design often seen on high-performance models. Rather than routing coolant from the radiator to the oil cooler and back to the engine, the new oil cooler is air-cooled and has an independent circuit. Oil is routed from the left lower crankcase to the oil cooler, where it is cooled, then returned on the right side. The increased cooling performance contributes to engine performance at all rpm.

As for the limited-production Ninja ZX-10RR (500 machines worldwide), it benefits from new lightweight pistons to complement its Titanium connecting rods, both designed by Pankl. Also, a higher rev limit (400rpm more) further strengthens the potential of the base model. It also has Marchesini forged alloy wheels, a single seat and stainless-steel braided brake lines and an adjustable swingarm pivot point.

Designed with advanced aerodynamics, a new upper cowl with built-in winglets and compact headlights both improves aerodynamic performance and introduces next-generation Ninja styling. Furthermore, chassis geometry has been updated in order to improve upon the Ninja ZX-10R’s cornering performance and nimble handling. Suspension settings have been optimised to match. The swingarm pivot is 1mm lower, which enables better rear suspension action during corner exits.

The screen is 40mm taller and set at a steeper angle. Together with the large upper cowl it contributes to the aerodynamic performance of the machine-rider package. The wind protection offered by the cowl and windshield translates to reduced stress from wind blast, enabling riders to change positions more smoothly as they set up for corner entry when riding on the track.

The LED headlights use direct projection units from Mitsubishi – the first use of their luminous optical modules on a motorcycle. The LED headlights are bright, compact and lightweight, weighing 1200g (compared to 1650g for the halogen units on the previous model). Use of a “reverse slant” design sees the new LED headlights positioned on the underside of the upper cowl. Flush fit of the centrally located LED position lamp contributes to the cowl’s aerodynamic performance.

The Ram Air intake – a Ninja supersport trademark – has a new shape and is more compact than that of the previous model, but the design of cowl directs air toward the intake so its efficiency is unchanged. Winglets built into the upper cowl generate downforce that helps keep the front wheel on the ground on corner exits and during strong acceleration. Openings in the side cowl help dissipate engine heat, directing hot engine air away from the rider’s knees. Cowl-mounted mirrors feature new-design integrated LED-type (1-bulb) turn signals.

Wider fork clamping area for the lower triple-clamp and revised rigidity balance for the fork outer tubes contribute to improved handling and turning performance. Revised handle position is 10mm farther forward with less turn-in (i.e. straighter), contributing to a more aggressive, circuit-focused riding position. 

A longer wheelbase (1440mm to 1450mm) care of a 2mm greater fork offset and an 8mm longer swingarm offers even greater overall stability – already a strength of the previous model. The revised fork offset results in a shorter trail, which facilitates changing direction, especially in the off-throttle phase of the corner (after tip-in, before apex). The new geometry moves the front-rear balance slightly forward (0.2%), contributing to improved handling and turning performance.

More circuit-focused settings include a stiffer spring rate (91 N/mm >> 95 N/mm), complemented by softer compression damping, and softer rebound damping. The revised settings make it easier to induce pitching motion even when on the throttle while maintaining the rear height steady.

At the back, more circuit-focused settings include a stiffer spring rate (91 N/mm >> 95 N/mm), complemented by softer compression damping, and softer rebound damping. The revised settings make it easier to induce pitching motion even when on the throttle while maintaining the rear height steady.

Repositioning the rear brake reservoir further to the inside offers riders greater freedom of movement as they shift position on the bike. Footpegs are positioned 5mm higher, contributing to the more aggressive, circuit-focused riding position. The higher position makes it easier to weight the pegs when cornering. The rear of the rider’s seat is higher, allowing riders to elevate their hips when in a full race crouch. The position makes it easier to minimise drag when tucked in.

Finally, the addition of new features like Electronic Cruise Control and TFT colour instrumentation with smartphone connectivity makes it possible to enjoy sport riding in a wider range of situations. Riders can choose from three pre-determined settings (Sport, Road, Rain) or four manual settings (Rider 1-4). In the manual Rider modes, each of the systems can be set independently.

High-grade full colour display features TFT (thin-film transistor) technology, delivering a high level of visibility. The screen’s background colour is selectable (black or white), and screen brightness adjusts automatically to suit available light.

Updates to Modes 4 and 5 (the most intrusive) result in a more rider friendly character that facilitates making throttle inputs mid-corner or on corner exits. The benefits can be noticed when cornering on the circuit or on winding roads. In addition to scrollable multifunction windows, two display modes offer riders a choice of how their information is presented.

2021 Kawasaki Ninja ZX-10R Specifications

kawasaki.com.au

Price: From $26,000 + ORC ($28,117 Ride Away, Sydney See Kawasaki website for on-road cost at your postcode (link)
Click ‘How Much?’ tab to get your personalised On-Road cost (includes CTP, rego etc)
Warranty: Two-year, unlimited kilometre
Colours: (Tested) Lime Green with Ebony & Pearl Blizzard White – Kawasaki Racing Team (GN1), Flat Ebony – Kawasaki Racing Team (BK2)
Service: 1k then every 12k, valve clearance & spark plugs every 24k
Claimed power: 149.3kW[203hp]@13200rpm (213hp with ram air)
Claimed torque: 114.9Nm[85ft-lbs]11400rpm
Wet weight: 207kg
Fuel consumption (measured over 500km): 6.2L/100km
Fuel capacity: 17L

Engine: Liquid-cooled, in-line four-cylinder, four-stroke, 16-valve, DOHC, 998cc, 13.0:1 compression, 76 x 55mm bore x stroke, four dual injection 47mm injectors, electronic throttle valves, S-KTRC, Ride Modes, KEBC, KLCM, KQS Gearbox: Six speed, cassette style Clutch: Wet, multi-disc back-torque limiting clutch.

Chassis: Cast aluminium twin spar frame, aluminium swingarm, Rake: 25, Trail: 106.7mm
Suspension: 43mm Showa BFF forks, external compression chamber, compression, rebound, preload adjustable, 120mm travel, Showa BFRC lite shock, compression, rebound, preload adjustable, horizontal Back-link, 115mm travel.
Brakes: (KIBS) Dual 330mm semi-floating Brembo front rotors, Brembo radial Monobloc four-piston M50 calipers, Brembo master-cylinder, 220mm rear rotor, Nissin single-bore pin-slide caliper
Wheels & Tyres: Gravity cast 3-spoke, 120/70 – 17, 190/55 – 17 Bridgestone RS11 Battlax Racing Street tyres, Ohlins electronic steering damper, 

DIMENSIONS:
Wheelbase: 1450mm
Ground clearance: 135mm
Seat height: 835mm
Overall length: 2085mm
Overall width: 750mm
Overall height: 1185mm

Instruments & Equipment: 4.3in TFT display, Power Modes, S-KTRC (Sport Kawasaki TRaction Control), KQS (Kawasaki Quick Shifter), 6 axis IMU, KCMF (Kawasaki Cornering Management Function), electronic steering damper, (ECC) Cruise Control, (ERI) Economical Riding Indicator, KIBS (Kawasaki Intelligent Braking System), KLCM (Kawasaki Launch Control), EBC (Engine Brake Control), BT connectivity via RIDEOLOGY THE APP.

2021 Kawasaki ZX-10R Gallery

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