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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2025 Yamaha YZF-R9 Specifications

yamaha-motor.com.au

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

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

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

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

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

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

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....

We haven’t seen the likes of a bike like this since the ZXR400 production stopped in 1999; sure, you could buy a CB400 in Australia up until 2012, but nothing could compare to the fully-faired high-revving machines of the ’90s.

Even when the ZXR400 finished production, it was pumping out 48kW@13,000rpm (homologation model) and a top speed of 225km/h! In 1999! The inline-four 398cc wasn’t a popular choice. Many people opted for the larger counterparts, but if you owned a 400, the chances are you knew how to really extract the most amount of performance a motorcycle can give.

Back then, the mini supersport models got all the cool bits. The ZXR400 had a 16v head with tiny 32mm flatslides, adjustable cams and a rev limit of 15,200rpm on the homologation models. The frame was fitted with adjustable front and rear suspension, a single seat and a lighter rear sub-frame.

They didn’t make these bikes as an affordable entry into the brand; they were a race bike with premium equipment for the road. In a world where the lower capacity motorcycles get some average, low-spec suspension and dismal powerplant, Kawasaki has said “screw that” and made the Ninja ZX-4RR.

” In a world where the lower capacity motorcycles get some average, low-spec suspension and dismal powerplant, Kawasaki have said “screw that” and made the Ninja ZX-4RR.”

I have a tremendous amount of love and respect for these bikes, having raced in the PCRA on multiple CBR250RR MC22s. There’s just something so rewarding about keeping a low-powered bike up around the 20,000rpm mark that forces you to carry some outrageous corning speed.

Not only would I be able to embarrass litre bikes (who think that just because their bike makes 200hp, it qualifies them for the race group) through the corners, but I would also be able to give the Supersport 300 riders a run for their money.

These bikes are simply the best sort of bikes to learn how to be early on the brakes and then quickly off them, diving the bike into the corner and not relying on torque to correct your mistakes, at least since the demise of two-stroke 250s. When Kawasaki released the ZX-25RR in 2020, I was distraught at the fact it wasn’t coming to Australia, so I held my breath with the announcement of the Ninja ZX-4RR.

But here we are at Morgan Park with a green machine in front of me that surely promises to be one of my favourite bikes of the year, and what better place to see if it stacks up to its ’90s predecessors than on a race track.

Let’s chat styling first. The Ninja ZX-4RR is just a slightly scaled-down ZX-6R; it’s the opposite of a sleeper, which is what we so desperately need in this category. For those who don’t know what a sleeper is, it’s something that looks slow but is extremely quick. The headlights have been enlarged over the ZX-6R, but it still features that gorgeous and sharp fairing with the Kwaka ram-air intake.

The Ninja ZX-4RR comes in the KRT livery, while the ZX-4R will land in Australia in a sleek black. The KRT livery is the only thing that separates the RR from the R in terms of styling. LED lighting all around and a surprisingly solid tail section with no aero, sturdy mirrors mounted to the fairing and integrated indicators round out the look.

The Ninja ZX-4RR is deceptively small; it looks like a big bike from the outside, and my 183cm frame feels cramped almost instantly after throwing a leg over the bike for the first time. The bike is made to feel smaller than it is due to the choice of seat position; the bike feels a lot shorter and doesn’t have that typical tail rake that the 600cc Supersport and 1000cc bikes have. It’s actually a lot closer to a nakedbike rider triangle.

What’s the difference between the RR and the R? The RR gets a quick-shifter, preload adjustability on its SFF-BP Showa USD Forks (both models get SFF-BP forks), and a fully adjustable BFRC shock over the preload adjustable only on the single R. Other than that, the bikes are identical.

You’re met with a gorgeous 4.3in full-colour TFT dash that can be connected via Bluetooth to your phone for the typical Kawasaki Rideology app. You can access the two power modes (Full and Low), KTRC levels and rider profiles. The TFT can also be switched into a track mode, which includes a lap-timer and only shows you the tacho above 10,000rpm.

“Making its peak torque of 37.6Nm@12,500rpm, you can bet it has a seriously forgiving nature if you accidentally give it too many revs while releasing the clutch.”

The closest chance I have to testing how the ZX-4RR handles daily road riding is how well it takes off from a standing start in the pits. Making its peak torque of 37.6Nm@12,500rpm, you can bet it has a seriously forgiving nature if you accidentally give it too many revs while releasing the clutch. Riding through the pits proves the new Ninja easy to ride at slow speeds, and the throttle input is plenty smooth at speeds of 40km/h and lower!

Exiting the pits for my first ever time at Morgan Park, and the ZX-4RR is set on Full Power and KRTC set on 1 (the lowest intervention), it’s time to hear this thing scream. Winding the throttle on, there’s that familiar feeling that reminds me of my first ever time on a racetrack on my MC22, zero feeling of torque and a smooth application of power as the tacho climbs until it reaches a whopping 16,000rpm.

Half a lap scrubbing in the tyres, I already have the Ninja cranked with my knee on the ground. There have been very few bikes in recent years that have inspired me with so much confidence to instantly put the hammer down and start pushing the bike to its limit. In fact, the last bike that did this to me was the little Yamaha YZF-R15M.

“There have been very few bikes in recent years that have inspired me with this much confidence to instantly put the hammer down and start pushing it to the limit.”

This bike isn’t scary by any standards. The four-cylinder 399cc powerplant is more than happy to be ridden way below the redline or bouncing off its max rpm. Early on, I realise that the ZX-4RR does feel like it’s lacking a few ponies compared to its claimed 56.7kW@14,500rpm, this most likely due to the deceptive nature of a high rpm torque and power peak, but it’s further away in feeling to a 600 Supersport than initially thought.

Bouncing it off the limiter, the bike feels like it has more to give in terms of power. I’m interested to see what can be done with these on the dyno if the limiter was raised another 1000rpm and the timing changed. I can’t wait to hear one of these with an aftermarket exhaust.

There are glimmers of that four-cylinder symphony, but that Euro-regulated muffler heavily muffles it. It whispers one of the loveliest sounds of a sub-700cc bike on the market at the moment.

The ZX-4RRs were fitted with Dunlop Sportsmart TT and had tyre warmers thrown on in between sessions as opposed to the Dunlop Sportmax’s that are fitted from factory. I’d say this is an essential upgrade for anyone looking to extract the most performance out of the RR on the track; it helps keep up with that sporty suspension and get the most out of that side grip.

After a few more sessions, I begin to get my eye in and push the Ninja ZX-4RR to its limit; this is when I find a few things on the suspension that need to be changed to suit my riding style. The factory settings compressed far too quickly under hard braking, which causes the bike to lift the rear wheel and become unstable into the corner.

We click the front preload up two steps harder, then four more after that when I begin to see some further stability whilst entering the corner.

On the RR, the rear shock felt suitable for my 85kg frame. A lack of torque helped limit the corner exit squat coming back onto the throttle. With these small, high-revving machines, you need to be on the throttle as soon as possible when you reach the other side of the corner.

I notice the TCS light flashing on corner exits, so some changes to the shock settings to help that rear tyre grip up better may have helped me get on the throttle earlier.

“You can tell they’ve taken some design queues from the ZX-10RR with the frame; it’s just excellent. Everything feels so planted, the ZX-4RR just goes precisely where you tell it to go.”

As the day heated up, I’m still pushing the RR as much as my body will let me. I find the bike getting unsettled while lifting slightly through the long turn three sweeper. A possible revision of the rebound setting helps with the rear tyre losing grip while releasing some of the weight off.

You can tell they’ve taken some design queues from the ZX-10RR with the frame; it’s just excellent. Everything feels so planted, and the ZX-4RR just goes precisely where you tell it to go. The side changes are lightning fast thanks to a wheelbase of just 1380mm, but it also maintains its mid-corner stability well with some of those 170km/h corners at Morgan Park.

The brakes are excellent. After riding those ’90s 250s for so long, I’ve become accustomed to squeezing the brakes as hard as possible, coming into a corner to try and slow up a little. The ZX-4RR, on the other hand, encouraged me to use fewer brakes and come off them much earlier than I would with other bikes.

The initial bite is plentiful, I feel more confident to squeeze them on all the way than I would on other bikes. They’ve matched the weight and size of these with an excellent brake package that isn’t going to send you over the ‘bars when you grab them. It should also be worth noting that at no time did I feel the brakes begin to fade or lose any braking power throughout the day; this is on factory brake pads!

The quick-shifter is excellent on the upshift with the RR; it helps you focus on your line and stay in that top-end powerband. The downshift is average in terms of an up-and-down quick-shifter; it needs a slight blip to really smooth out the shift.

In terms of gearing, I didn’t find my way above fourth gear on the Morgan Park circuit. I feel like it’s much of a location thing if you’re taking one of these on track, across the board, it could use an extra tooth on the front and rear sprockets; the acceleration feels a little lazy with someone like me on board.

Just quickly touching back on those ergonomics, while in a slipstream position, my elbows do touch my knees, making me feel claustrophobic on the bike and out in the breeze. I could have hit 195/200km/h if I could have tucked in properly. The seat height and footpeg location would be the first on my list to change, but for people under 177cm, it would work really well. I can see this rider triangle working really well for street riding.

Ninja ZX-4R
After a few sessions on the RR, I decide to try the single R for a few laps. The single R was fitted with the standard Dunlop Sportmax hoops, so I ride with a little more caution than I was with the RR. It turns out there’s no need, as the R provides just as much instant confidence to put the hammer down.

I almost feel like the stiff nature of the non-adjustable SFF-BP forks and the simple shock suit my weight and riding style better than what the RR was set to. There’s less dive in the front, and the rear feels planted despite not having the same grip level with the road bias tyres.

The road tyres make the R even twitchier and easier to change direction on than the RR on the TTs. Off the showroom floor, this thing is ready to boogie through your local twisties. The lack of a quick-shifter on the R is enough to make me want to throw myself back on the RR though. You can’t extract that same level of smoothness out of this engine without having those lightning-fast gear shifts.

ZX-4RR vs ZX-4R
I would opt for the Ninja ZX-4RR every time. You get an excellent level of equipment straight out of the factory for a price of $13,194 + ORC, but the single R is undoubtedly worth considering at $11,794 + ORC if you can’t get your hands on a RR or just don’t like the green. If it comes down to it, you can always add the quick-shifter as an accessory and possibly even buy that fully-adjustable shock later.

Kawasaki Australia have said they’ve only bringing in 80 of the RR and R combined for their first MY. You’re going to want to hit your local dealership before people realise they don’t need 200hp to have fun on Australian roads. But be quick! 

This has been one of the only bikes in 2023 that I have seriously considered buying. The engine is so much fun and easy to ride, I see potential in the suspension being set up to my liking, and it’s a future classic. Kawasaki has done a fantastic job providing a base for a pocket rocket, and I’m praying that we will get to see an Australian race series for these. I’m also hoping that the other major manufacturers will soon follow this path of bringing back high-revving, low-capacity sportsbike for the general public.

For our full Tech Talk Details on the Kawasaki Ninja ZX-4RR, head here…

2023 Kawasaki Ninja ZX-4RR [ZX-4R] Specifications

kawasaki.com.au/en-au/

Price: $13,194(+orc) [$11,794 (+orc)]
Warranty: Two-years unlimited km
Colours: KRT Lime Green [Spark Black]
Claimed Power: 55kW[75hp]@14,500rpm
Claimed Torque: 37.6Nm[43ft-lbs]@12,500rpm
Claimed Fuel Consumption: N/A
Wet Weight: 188kg
Fuel capacity: 15L

Engine: Liquid-cooled, in-line four-cylinder, four-stroke, 16-valve, DOHC, 399cc, 12.3:1 compression, 57 x 39.1mm bore x stroke, 4x34mm throttle bodies, wet sump.
Gearbox: Six speed with Kawasaki QS
Clutch: Wet, multiple disc slipper

Chassis: Trelis frame
Rake: 23.5°
Trail: 97mm
Suspension: 37mm USD Showa SFF-BP top out springs, preload adjustable [not adjustable on R] (f), Horizontal Back-link, BFRC lite gas-charged shock with piggyback reservoir, compression and rebound damping and spring preload adjustability, and top-out spring [Horizontal Back-link, gas-charged shock with spring preload adjustability] (r)
Brakes: Dual semi-floating 290mm discs, radial-mount, monobloc, opposed four-piston calipers (f) Single piston caliper, 220mm disc (r)
Wheels & Tyres: 120/70ZR17M/C (f) 160/60ZR17M/C (r) Dunlop Sportmax

Dimensions:
Wheelbase: 1990mm
Seat height: 800mm
Ground clearance: 135mm
Overall width: 765mm
Overall Length: 1990mm
Overall height: 1110mm

Instruments & Equipment: 4.3in TFT Dash, KRTC, Power Modes, LED Lighting, Kawasaki QS, ABS.

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