Levi Kitchen Wins 250SX Class, Marking Eight Different Winners In Four Events

Anaheim, Calif., – Monster Energy Yamaha Star Racing’s Cooper Webb became the fourth different Monster Energy AMA Supercross winner in four rounds when he took the victory at the Anaheim 2 Supercross in front of 43,753 fans in Angel Stadium. Anaheim 2 was the first of three Triple Crown events this year which combine the results from three races to determine one winner on the night. Webb won the overall with (2-2-5) race results.

Going (5-7-1), Monster Energy Yamaha Star Racing’s Eli Tomac had the crowd cheering when he earned second place overall with a win in the final race of the evening as the sport celebrates 50 years of racing this year. Last week’s winner, Red Bull KTM’s Aaron Plessinger, earned third place with (6-4-3) and retains the points lead heading into Round 5. In the Western Regional 250SX Class, Monster Energy Pro Circuit Kawasaki’s Levi Kitchen fought hard for the overall win with (1-2-3) race scores. And Supercross Futures, a part of SMX Next, held its first of five races to feature the future stars of Supercross; in what was the best battle of the night. Troy Lee Designs Red Bull GASGAS Factory Racing’s Cole Davies emerged with the victory over Monster Energy Star Yamaha’s Gavin Towers.

“If you do really well the first two [races], the third one sometimes is easy… I had a lot of wiggle room [in Race #3] and could just, honestly, have a solo ride in fifth place. But it is a little bit weird, for sure, to not go over the checkered flag first. But I think that’s kinda the unique thing about the Triple Crown, is we’ve seen a lot of this happen. You can have big point swings, and you can have one bad race and then have two good ones [and] you end up on the podium and something like that. So it’s never over for sure in these kind of situations… I saw Jason [Anderson] right in front of me [in Race #3], he went down, and it probably wasn’t the best thing for me, because it was instantly like, ‘All right, I can just kinda chill,’ but I was grateful to put myself in that situation.” – Cooper Webb

“I was pretty frustrated after those first two [races]. I was like, ‘Okay, here I’m just – what am I now, fifth – seventh place guy right now?’ I don’t know. I just had to go do something, I had to get off the gate there, so it was good. It was good. Had a good flow. I was able to get the whoop combo down, and I felt like that was important for me, and yeah, felt good.” – Eli Tomac

“I knew Detroit was the next race and I really, really wanted to carry the red plate into Detroit given the events that happened last year.” [Plessinger crashed while leading Detroit 2023] “That’s gonna be a special race and yeah, I’m ready for it. I’m ready to get back to Florida this week and put in some work and then go up to the freezing cold and hopefully my moustache doesn’t break off in the 20 degree weather [laughs]. But no, I’m ready to get back up there and do some damage.” – Aaron Plessinger

The Western Regional 250SX Class held its second round and Levi Kitchen became the fourth rider in four rounds to take home a win. Rockstar Energy Husqvarna Factory Racing’s RJ Hampshire battled hard in the first two races but a flat tire in the third Race took his chances at an overall victory. Monster Energy Yamaha Star Racing’s Nate Thrasher followed up a win last weekend with a third place finish at Anaheim 2.

“We’re all really close right now. Obviously I want to be the dominant guy, but yeah, it’s closer now. You can’t start in like fifth and sixth with these guys and have them up front. You’d have to have a pretty amazing – I don’t even know what you’d have to do to be able to get up to them. I think it’s tighter than in years’ past. Especially the top five of us, we’re all pretty experienced by now, so it’s definitely tight racing.” – Levi Kitchen

“For the first time in my career I had a flat tire on a Supercross track, so yeah, it was eventful. I knew something was wrong, didn’t necessarily know what until it shot me off in the whoops… I was fine the next couple laps, and then once that rear tire breaks the bead and it’s off the rim, that’s when it gets really, really scary. But overall it was an awesome night. That first and second moto were sick. If we could do that every weekend, I mean, we’d probably get paid a lot more because that was a show. [smiles]. But like I said, that was fun. All in all, it was a really solid day.” – RJ Hampshire  

“[The new bike is] the same motor package but a whole different chassis. So all the suspension characteristics are completely different. So we’re still leaning, but I think I got a good package this weekend. I felt like it was a big step in the right direction for me, and we’re still learning, still working, still trying to get a little bit better, but last week [in testing] I think we found a little bit and it showed this weekend… It was a very hardpack track out there today and on the bike I was racing a couple weekends ago I was struggling pretty bad with the hardpack. So yeah, it was definitely a little bit better spot for me.” – Nate Thrasher  

“It was an awesome battle. We were just going back and forth. And it was super tiring, I was breathing so hard and, you’re just glad to be on top… I couldn’t even feel myself. I was like so frickin – I was like in a dream it felt like.” – Cole Davies (#17) 

Others in attendance include: USA Olympic Skateboarder Nyjah Huston, Ghostbusters: Frozen Empire director Gil Kenan, Influencers Ben Azelart and Hayes Grier, world-renowned drummer Jason Bonham of Bonham and Sammy Hagar’s “The Best of All Worlds” Van Halen Tour, rock guitarist Carlos Cavazo of Quiet Riot and Ratt, who was also recently inducted into the Metal Hall of Fame. 

Ford Field in Detroit, Michigan hosts Round 5 of the 17-round Monster Energy AMA Supercross Championship next Saturday, February 3rd. The Detroit Supercross will run on a daytime schedule rather than under the lights. The racing starts at 3:00PM Eastern Time. Doors open for fans attending the race at 8:00AM Eastern Time. The race will kick off the 9-round Eastern Regional 250SX Championship.

Each Supercross round also pays points toward the 31-round SuperMotocross World Championship. In its second year, the SuperMotocross League combines the Supercross season and the 11-round AMA Pro Motocross season to seed riders into two Super Motocross World Championship Playoffs and a Final in September.

Every race is available live on PeacockTV, with select rounds also viewable on NBC, USA Network, CNBC, NBCSports.com, and the NBC Sports app. Fans around the globe can catch the action live, with both English and Spanish commentary, through the SuperMotocross Video Pass (supermotocross.tv).

For video highlights, race results, schedule information, broadcast airtimes, and to purchase tickets, please go to SupercrossLIVE.com.

The post AMA Supercross: Report And Video Highlights From Anaheim Two appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

The finale episode of Thrill of the Race bringing you closer than ever before to the Bennetts British Superbike Championship at an incredible title decider at Brands Hatch. Relive all of the emotion, drama and intensity of the final round of the 2023 season at Brands Hatch in the final battle to become 2023 Champion We hope you enjoyed the ride

INTRO 00:00

PRE-WEEKEND TALK WITH TOMMY, GLENN & KYLE 00:54

PRE-RACE THOUGHTS FROM THE TOP 8 01:50

QUALIFYING 04:25

BIKE SOCIAL SPRINT RACE 08:26

POST RACE THOUGHTS WITH STUART HIGGS 16:00

POST RACE THOUGHT WITH TOMMY BRIDEWEL 16:34

THE DAY OF DESTINY 16:55

PRE-RACE 2 THOUGHTS FROM TOMMY, GLENN & KYLE 17:28

BENNETTS BRITISH SUPERBIKE RACE TWO 18:29

RACE 2 REACTIONS 25:25

BENNETTS BRITISH SUPERBIKE RACE THREE 27:02

TOMMY BRIDEWELL CELBRATIONS 36:58

CLOSING WORDS FROM TOMMY & GLENN 39:45

CLOSING WORDS FROM STUART HIGGS 41:15

OUTRO 46:07

#britishsuperbikes #bsb #bsb2023 #doningtonpark #superbikerace #superbikeracing #motorcycle #motorsport #ducati #honda #bmw #kawasaki #superbikes #motorbikes #racing #behindthescenes #onboard #motorsport #motorbikeracing #brandshatch #overtake #onboard #behindthescenes

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KAWASAKI SET TO DEBUT FIRST SUPER BOWL AD

Mullets Take Center Stage in Super Bowl Spot from Goodby Silverstein & Partners

Foothill Ranch, Calif. – Known for Ninja® motorcycles, JET SKI® personal watercraft and MULE side x sides, Kawasaki will literally blaze a new trail at Super Bowl LVIII with the first-ever Big Game spot for an off-road side x side vehicle to promote their new Kawasaki RIDGE side x side. The commercial, created by Goodby Silverstein & Partners (GS&P), pays homage to an all-American hairstyle that’s roared back to popularity in recent years: the mullet.

“The Kawasaki RIDGE combines industry-leading performance and a premium automotive-inspired interior; it’s a mix of work and play.” said Bob O’Brien, Director of Marketing, Kawasaki Motors Corp., U.S.A. “The mullet is a perfect metaphor—business in the front, party in the back. We hired GS&P to help us bring this category from its current niche audience to the biggest stage in the world and generate mass awareness.”

The ad features two adventure seekers who magically grow mullets upon entering the RIDGE. As the duo tear across backcountry trails, creatures such as bald eagles and bears sprout mullets that look like they’re straight out of an ’80s metal show—culminating in the famously hair-free pro wrestling legend (and real-life Kawasaki enthusiast) Steve Austin suddenly sporting a blonde mullet as the RIDGE passes him by.

“This has all the earmarks of great Super Bowl advertising. Instant RIDGE action. Animals. A big name. Humor. And mullets. Watch any NBA game or hot video. The mullet is everywhere,” said Jeff Goodby, Co-Founder and Co-Chairman, GS&P. “Given the hairstyle’s versatile nature, it’s an unexpectedly simple way to introduce the RIDGE.” 

Powersports—and especially side x side vehicles—have left their once-niche world of ranchers and adrenaline junkies and are on the verge of entering mainstream consciousness. The fastest-growing segment in powersports is now side x side vehicles, sales of which have skyrocketed as of late. During the pandemic many families realized that side x side vehicles provided the perfect way to get outside, spend time on adventures and have more fun together. Even as motorcycles sales continue to rise, side x side sales have outpaced them and are projected to overtake the powersports category.

“Kawasaki has built a legacy on pushing the limits in innovation, performance, style and attitude.” said Eigo Konya, President, Kawasaki Motors Corp., U.S.A. “Over the decades our products have evolved, but one thing remains the same—Kawasaki exists to ‘Let the Good Times Roll’.”

GS&P has a history of making famous Super Bowl ads. Over the years it’s created memorable ads for Doritos, Cheetos, bubly, Pepsi, BMW, Hyundai, Emerald Nuts, E*TRADE, Budweiser and many others.

In tandem with GS&P’s Super Bowl campaign, Kawasaki also developed a RIDGE launch campaign with marketing partner Fuse Interactive. The launch campaign, which focuses on the vehicle’s top features, introduces the tagline Peak Premium Performance. This statement will firmly plant the Kawasaki flag at the top of the premium Side x Side segment.

The post Video: Kawasaki Running Super Bowl Ad To Help Launch New Ridge Side X Side appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

HARLEY-DAVIDSON USHERS IN A NEW ERA OF MOTORCYCLE TOURING, REIMAGINING TWO OF THE MOST ICONIC MOTORCYCLES IN HISTORY AND SETTING A NEW STANDARD FOR THE FUTURE OF ADVENTURE ON TWO WHEELS

The All-New Street Glide® and Road Glide® Models Feature Exceptional Performance, Cutting-Edge Innovation, and Bold New Design

Celebrating 25 Years of Custom Vehicle Operations, the CVO Lineup Expands with the Introduction of the All-New CVO Road Glide ST®, Representing the Pinnacle of Bagger Performance, and the CVO Pan America®, Fully Kitted out for Extraordinary Adventures

MILWAUKEE (Jan. 24, 2024) – Harley-Davidson® today revealed four new 2024 motorcycle models ushering in a new era of touring performance, technology, and design. The all-new Street Glide® and Road Glide® models featuring the new Milwaukee-Eight 117, are more powerful, comfortable, and lighter, and packed with advanced technology, including a new infotainment system, all wrapped up in a dramatic new visual design. Commemorating the 25^th anniversary of Custom Vehicle Operations, the new CVO Road Glide® ST model takes hot rod bagger performance to the next level with racing inspired high performance suspension and brakes, and a potent new Milwaukee-Eight® 121 HO engine, and low final drive ratio that combine to produce the kind of acceleration and mid-range thrust aggressive riders crave. And the new CVO Pan America® debuts as the first CVO offering in the adventure touring segment, ready to take on anything with a host of standard equipment all wrapped up in exclusive custom paint and finishes.

Each of these 2024 models are scheduled to reach authorized Harley-Davidson dealerships in January 2024.

“These exciting new models represent a new era for Harley-Davidson, elevating every aspect of performance, technology, comfort, and style,” said Jochen Zeitz, Chairman, President and CEO of Harley-Davidson. “Without question, these are the most enticing touring motorcycles ever offered by Harley-Davidson.”

NEW 2024 Street Glide and Road Glide Models

The 2024 Street Glide and Road Glide models are more powerful, lighter, and more dynamic, and feature all-new visual design elements that combine a cohesive dynamic flow from the front fenders to the saddlebags. Both models feature an evolved fairing profile that appears refreshingly modern yet retains Harley-Davidson design DNA that makes them instantly familiar. Additional key features include:

• An updated Milwaukee-Eight® 117 V-Twin engine features a new cooling system which further optimizes thermal comfort for the rider and enhanced intake and exhaust flow to boost performance.
• Selectable Ride Modes – Road, Sport, Rain and Custom – electronically control the performance characteristics of the motorcycle.
• Infotainment technology is powered by Skyline OS and presented on a 12.3-inch TFT color touch screen that replaces all analog instrumentation and most switches. A new 200-watt audio amplifier powers a pair of fairing-mounted speakers.
• Improved aerodynamics enhance rider comfort and reduce subjective helmet buffeting at highway speed by an average of 60 percent. Rear suspension travel is increased to 3-inches. A redesigned one-piece seat shape and padding materials offer a significant improvement in long-range comfort for most riders.

NEW CVO Road Glide ST Model Leads 2024 CVO Lineup

The CVO Road Glide ST is the quickest, fastest, and most-sophisticated performance bagger ever produced by Harley-Davidson, and represents a unique collection of components providing high value to performance minded riders. A deep solo seat and six-inch riser paired with a moto handlebar put the rider in an aggressive, upright position with West Coast custom style. Key features include:

• Two premium paint choices: Golden White Pearl or Raven Metallic. A Screamin’ Eagle graphic on the fairing sides and fuel tank is inspired by the Screamin’ Eagle® Harley-Davidson® Factory motorcycles raced in the MotoAmerica® Mission King of the Baggers series. CVO 25th Anniversary graphics celebrate a milestone in factory customization.
• The Milwaukee-Eight® 121 High Output V-Twin engine is exclusive to the CVO Road Glide ST model, tuned to produce 127 horsepower (94kW) and 145 lb. ft. (193 Nm) of torque – the most horsepower and torque ever from a factory-installed engine in a production Harley-Davidson® motorcycle. A lower final drive ratio is selected to enhance acceleration performance in every gear.
• The use of alternate materials helps reduce dry weight to 800 pounds (363 kg). Mufflers have lightweight titanium shells and forged carbon fiber end caps; forged carbon fiber composite is used to form the front fender, seat cowl and tank console; the oil pan is formed of lightweight composite; and wheel design and wave-style front brake rotors are optimized to minimize unsprung weight.
• Fully adjustable front and rear suspension includes SHOWA® rear shock absorbers with remote reservoirs and inverted 47mm SHOWA® 1×1 forks.
• Premium Brembo braking components provide outstanding braking feel and performance for added rider confidence.
• Selectable Ride Modes – Road, Sport, Track, Track Plus, Rain, and multiple Custom modes – electronically control the performance characteristics of the motorcycle.
• A suite of infotainment technology is powered by Skyline OS. A color touch screen replaces all analog instrumentation and most switches. A premium audio system features a 500-watt amplifier and Harley-Davidson® Audio powered by Rockford Fosgate® Stage II 6.5-inch fairing speakers.

The CVO Pan America® motorcycle is a new vehicle of discovery and the CVO program’s first adventure touring (ADV) motorcycle. All of the features that have made the Pan America® 1250 Special model a leading choice among discerning global Adventure Touring riders are retained, including the smooth-and-powerful Revolution® Max 1250 engine, semi-active front and rear suspension, touch screen display, selectable ride modes, and Daymaker® Adaptive Headlamp technology. The CVO Pan America® model is outfitted with a host of rugged accessories selected to enhance the journey, including Adaptive Ride Height suspension, rugged aluminum top and side cases, a Screamin’ Eagle® quickshifter, tubeless laced wheels, auxiliary LED forward lighting, an aluminum skid plate, providing excellent value to the adventure rider who wants it all and more.

In 2023, the CVO Street Glide® and CVO Road Glide® models introduced a bold new design direction for the Harley-Davidson Grand American Touring platform, the extraordinary performance of the Milwaukee-Eight VVT 121 powertrain and advanced suspension, and infotainment technology powered by the exclusive Skyline OS. Both models reprise all of those features for 2024 with exciting new color options.

Harley-Davidson stands for the timeless pursuit of adventure and freedom for the soul. Go to H-D.com to learn more about the complete line of Harley-Davidson® Grand American Touring, Sport, Adventure Touring, Cruiser and Trike motorcycles, Harley-Davidson Certified pre-owned motorcycles, Harley-Davidson® Genuine Motor Parts & Accessories, Harley-Davidson® MotorClothes® apparel and accessories, and Harley-Davidson Financial Services.

The post Video: Harley-Davidson Launches New CVO Road Glide ST appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Watch the video below.

Beach will be paired with five-time MotoAmerica Superbike Champion Cameron Beaubier, who is in the middle of a two-year contract with Tytlers Cycle Racing.

Beach has spent the last five seasons racing for the Yamaha-supported Estenson Racing team in the American Flat Track (AFT) SuperTwins Championship. There, he scored multiple race wins and was a perennial front-runner.

Prior to this, Beach was a highly successful road racer, winning the Red Bull MotoGP Rookies Cup Championship (2008), AMA Supersport East Championship (2010), MotoAmerica Supersport Championship (2015 and 2018), as well as two MotoAmerica Superbike races.

Beach’s most recent Superbike win came at New Jersey Motorsports Park at the end of the 2023 MotoAmerica season, when he rode a Fresh N Lean Progressive Yamaha in place of injured Cameron Petersen.

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FLUO STREAM LIGHTS UP THE LAUNCH OF THE PERTAMINA ENDURO VR46 RACING TEAM IN ITALY

At Riccione, a bright shading from fluorescent yellow to white colors the Ducati Desmosedici GP of Marco Bezzecchi and Fabio Di Giannantonio who aim to be protagonists of the upcoming MotoGP season
 

Riccione (Italy), January 24th 2024 – Pure light on the Palariccione stage for the launch of the new MotoGP season of the Pertamina Enduro VR46 Racing Team. Milestone of the tenth year (2014-2024) for the VR46 Racing Team, sealed by the three-year partnership with the Indonesian giant PT Pertamina Lubricants which, through the brand Pertamina Enduro, gives the new naming to the Team. New synergy between two already established companies in Motorsport ready to become a true point of reference in performance, endurance and technologies.

A 2023 to remember behind us, the best year ever in the Top class, with the fulfillment of a collective dream: the first victory in MotoGP and the third place in the Riders standings (Marco Bezzecchi ed.). Sacrifices, a big legacy and a long path over the years for achieving three victories, a total of nine podiums and ten placements in the Top3 in the Sprint on Saturday. Consolidated goals for a 2024 to be discovered: on the one hand, Marco Bezzecchi, true revelation and absolute protagonist of the last Championship, on the other Fabio Di Giannantonio ready to debut with the neon yellow of the Tavullia Team at the MotoGP test in Malaysia, next February 6th, and then in Qatar for the first race (8-10 March).
 

Both on the Ducati Desmosedici GP and supported by a close-knit crew – working under the watchful eyes of its Team Owner, Valentino Rossi – and led once again by Alessio Salucci, Team Director and Pablo Nieto, Team Manager. A technical package of the highest level, which bears the Made in Italy signature of Ducati, World Champion motorcycle in the two-year period 2022/2023.
 

A real stroke of light illuminates the ambitions of the Pertamina Enduro VR46 Racing Team with a modern and cutting-edge graphic design, but which brings back our memories, with its neon soul, to Tavullia. Aldo Drudi and Drudi Performance dress the fairings of the Ducati with ‘Fluo Stream’. Vale’s yellow, which goes beyond the mere concept of color and becomes FLUO. Black disappears to make room for a shading from fluorescent yellow to white: a spark, electricity, a new concept of lifestyle.
 

In front of all the actors of the 2024 season, the Riccione stage shines. A luminous effect creates the right atmosphere to welcome the entire board of PT Pertamina Lubricants to Italy from Indonesia, in the person of Mr. Werry Prayogi (President Director of PT Pertamina Lubricants), and thus renew our trust to all the realities working on this project, as the VR46 Agency, and the partners who support us, among others, eBay, Comoli Ferrari and Monster Energy.
 
 

MARCO BEZZECCHI – 72

It will be my third season in MotoGP and I am happy to be to the track once again with the same crew, at Pertamina Enduro VR46 Racing Team and riding a Ducati. I would like to do something similar to what we did in 2023: be competitive, consistent, get on the podium and have good races. I also really like the new livery, completely different, something that has never been seen in MotoGP. I expect a hard-fought Championship, of the highest level and with many strong riders and bikes. We can do two things: have fun and try to being among the protagonists.
 
 

FABIO DI GIANNANTONIO – 49

I’m really excited, I can’t wait. For me it is the first year at Pertamina Enduro VR46 Racing Team: we met at the Valencia test at the end of the year, when we tried the Ducati package that we will use this season and the feelings were immediately positive. We have a great potential to achieve our ambitions. The livery is crazy, you can notice it on and off the track. Wearing this yellow is a great honor for me. It will be an interesting start, there have been a lot of changes in terms of the lineup, riders and bikes. We all have to get settled, but it will be a great show!

 
VALENTINO ROSSI, TEAM OWNER

These 10 years have flown by since we started working on this project. At the beginning I was convinced that MotoGP was not our real goal, people around me pushed a lot, Uccio among the first ones. Things went well right from the start and last year was unforgettable, fantastic, everyone raised the bar. The first MotoGP victory in Argentina means the fulfillment of a collective dream. A lot of new things await us in 2024: a new title partner, a new rider together with Bez, Fabio, and a technical package of the highest level. I am very happy with the partnership with Pertamina Enduro, the Indonesian fans have always had great affection and respect towards me. Marco and Fabio are a new couple, but they are two very fast riders and two good guys. It’s been a very long winter and I can’t wait to see them on track in Malaysia and then in Qatar for the start of the season.

MR. WERRY PRAYOGI, PRESIDENT DIRECTOR PERTAMINA LUBRICANTS

This marks a historic moment for Pertamina Lubricants. At Pertamina, we take immense pride in our association with the VR46 Racing Team. We believe, with confidence that they will undergo significant growth and emerge as a great force in the racing scene. As the market leader in Indonesia, we are stepping our game, elevating our position on the global stage. Our aim is to showcase that Pertamina Lubricants products meets up to world-class quality standards. This partnership goes beyond sponsorship; it is a strategic collaboration between two entities sharing a common vision of growth. Both Pertamina Lubricants and VR46 Racing Team aspire to become influential players in the automotive industry globally. We are committed to putting in the hard work and making the best efforts to realize this dream. We believe in our ability to achieve it.
 
 

ALESSIO SALUCCI, TEAM DIRECTOR

I remember the winter of 2013 when we started working on this project. It was a beautiful journey, it required a lot of commitment, but in 10 years we have achieved goals we can be proud of. We have always had the desire and motivation to do well and we celebrate this first decade with the arrival of a new partner. I’m very happy because Indonesian fans have always had great affection and admiration for Vale. I like to think that it is not a coincidence that we signed with Pertamina Enduro, there is a lot of enthusiasm and we will all give our best. In 2024 we will be to the track with the livery designed by Aldo Drudi who revolutionised the graphic soul of the team with the inclusion on the livery of our fluorescent yellow DNA. The best hope for starting this new adventure. From a technical point of view, with Ducati we have the best available package on the grid and Marco and Fabio are very fast. I know we’ll have fun!
 

PABLO NIETO, TEAM MANAGER

It will be a special year, the Team’s tenth in the World Championship. How long road and how much satisfaction from Moto3 and then Moto2, up to MotoGP. The truth is that we still have a lot to learn, but this gives us the right motivation and determination to continue working and doing well. The pair of riders is new: I know Marco better, he is a great talent and he had an almost perfect season. It may happen again, but we must all learn from our mistakes. It will be Fabio’s debut instead, he is hungry, he finished well in 2023 and he has a solid team behind him. Ducati’s technical package is currently the best, we have maximum support from the factory and, having the previous year’s bike, we can make the difference in the first races.

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Nate Thrasher Wins Thrilling 250SX Class Race

San Diego, Calif., (January 21, 2024) Red Bull KTM’s Aaron Plessinger earned a hard-fought and emotional win at Round 3 the 17-round Monster Energy AMA Supercross Championship inside a muddy Snapdragon Stadium in San Diego. With the win, Plessinger took over the lead in the championship points.

Supercross returned to San Diego for the 41st time with Snapdragon Stadium hosting the event for its second year. Daytime rain saturated the track that slowly tacked-up throughout the night’s racing in front of the sold-out crowd. Photo Credit: Feld Motor Sports, Inc.  

Two-time champion Monster Energy Yamaha Star Racing’s Cooper Webb battled forward on the deep-rutted track to take second place and his first podium of the year. Troy Lee Designs Red Bull GASGAS Factory Racing’s Justin Barcia took the runner-up spot under clear skies on the rain-soaked track at the 50th Anniversary Race which commemorates the sport’s 50th year. In the Western Regional 250SX Class, Monster Energy Yamaha Star Racing’s Nate Thrasher earned the win after a thrilling battle that had the top three close and trading positions for the entire race.

“It feels really, really good. I guess it feels like it should. I got off to a good start and just rode a good race. Kenny [Roczen] was in front and then I just applied a little pressure and he ended up going down. Cooper [Webb] was just right there behind me keeping me on my toes, and so was Eli [Tomac, who was a lap down]. Yeah, it was a really good race, I just got a good lead and rode my own race, and stayed up. It seemed like we were lapping a lot of people, so it feels good and I’m ready to do it again next weekend.” – Aaron Plessinger

“I think I’ve had a great season so far, but on paper it hasn’t [looked that way]. Anaheim 1 was great but last weekend was not, so like we say, we’re hoping that’s the battle and I can charge on from here. And tonight was great to get those points back, get it back in the mix. I felt great on the track. I felt great all day. I was really wanting that win but it was overall a really good bounce back, and for me just to know that I’m in this thing for sure.” – Cooper Webb

“The rebound this weekend was absolutely awesome. I felt really good, just staying in my lane. I didn’t feel the greatest but I ride well in those conditions… I was just sitting back thinking about this table [with the three of us sitting here at the post race conference]. This is a really cool table. We all kind of grew up riding together, [in our] professional career we’ve all trained [together], we’ve all been teammates together on different teams, so this is a really cool podium and I’m super proud to be on this podium tonight. And yeah, I’ll just keep plugging along, getting stronger and hopefully [there will be] a lot more podiums with these boys.” – Justin Barcia  

In the Western Regional 250SX Class Nate Thrasher took his fifth career win and his first podium of the year in a Yamaha podium sweep. After fighting into the lead, Muc-Off FXR ClubMX Yamaha’s Garrett Marchbanks settled for second but kept Thrasher close right to the checkered flag. Rounding out the podium was Monster Energy Yamaha Star Racing’s Jordon Smith, who stretched out his championship points lead on his nearest competitor.

“[The track] was kinda coming around throughout the night; the dirt was starting to grip back up… I was just trying to do everything, like, ride it like it was dry. That was kinda of my goal going into the main event. It was tougher to ride cautious than it was to go out there and ride all-out. So that was my goal for the night: in the main, just go out there and ride all-out and whatever happens, happens, and it was good.” – Nate Thrasher  

“Once I passed RJ [Hampshire] for the lead, I’d say for the first lap I was kinda like, ‘Holy crap, I’m actually leading.’ It’s been a really long time since Daytona that I’ve led some laps. I’d say after that it was more putting my head down, just acting like I was at the practice track, just doing some normal laps at ClubMX. Yeah, it is what it is, I got caught up with some lappers, I tried to change some lines up and it wasn’t the best I could do, and [Thrasher] got around me. Nate was riding good and yeah, it is what it is.” – Garrett Marchbanks  

“I got off to a pretty good start, I think I was in third in the first couple laps with RJ [Hampshire] and Levi [Kitchen] right in front of me. We were still taking it pretty easy on the track, I would say. The lines weren’t cut in and I was just trying to be smart where I was. [It was a] long race, a lot could happen, and then I made a few mistakes and Nate [Thrasher] and Garrett [Marchbanks] both got around me and I just really – not that I tightened up but I was just making a lot of mistakes. I was not putting the track together… I kinda re-focused and then Jo [Shimoda] and Levi were right behind me and we actually were pushing really hard at the end. I think the last five laps were probably the best of the race for me. It was not really any kind of holding back at the end of the race there, it was trying to keep those guys behind me and push forward.” – Jordon Smith  

The series now takes a short trip north for the second 2024 race inside Angel Stadium of Anaheim on Saturday, January 27th. The Anaheim 2 Supercross continues the season’s earlier start times with opening ceremonies beginning at 8:00 p.m. EST (5:00 p.m. local time). The race represents both Round 4 of the 17-round Monster Energy AMA Supercross series and also the fourth round of the 31-round SuperMotocross World Championship. The SuperMotocross League is in its second year and draws points from the complete Supercross season and the 11-round AMA Pro Motocross season. In September, points are reset and the top racers are seeded into two Playoff rounds and one Final to crown the SMX champions.

All Supercross, Pro Motocross, and SuperMotocross rounds are available live on PeacockTV. Select rounds are also broadcast or streamed on NBC, USA Network, CNBC, NBCSports.com and the NBC Sport app domestically. Audio coverage is broadcast live on Sirius XM – CH 85. International coverage is available live with the SuperMotocross Video Pass (supermotocross.tv), where commentary is available in both English and Spanish. 

Tickets are available now to catch a Supercross when it comes to a city near you. You can also catch up on the racing, see the track maps, get info on FanFest, and more. For all this, and for ticket purchases, please go to SupercrossLIVE.com.

The post AMA Supercross: Race Report From Muddy San Diego (Includes Video) appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Elf Marc VDS Racing Team launch 2024 Moto2 and WorldSBK challenge 
 

The magnificent Château de Modave in Belgium was the spectacular venue for the official presentation of the Elf Marc VDS Racing Team’s exciting 2024 plans today as the squad gears up to fight for glory in Moto2 and WorldSBK this season.

 
The launch included the unveiling of the instantly recognizable Elf Marc VDS Racing Team livery and was attended by the entire squad alongside main sponsors and key partners.
 

A proud participant in Moto2 since its introduction in 2010, Marc van der Straten is thrilled to enter his multiple title winning team in the Triumph-powered class for a 15th successive season. Runner-up in 2023 with rising star Tony Arbolino, the Italian will spearhead the Elf Marc VDS Racing Team challenge with new arrival Filip Salac on Kalex machinery.
 

Arbolino’s bid to join Tito Rabat, Franco Morbidelli and Alex Marquez as Moto2 title winners with Marc VDS will be led by crew chief Lucio Nicastro. Miguel Angel Arias will oversee data, with Aleix Piñol and Ben Doe his mechanics. Xavi Angulo will oversee tyres and fuel.
 

Elf Marc VDS Racing is delighted to join forces with highly rated Czech Republic rider Salac, who will be helped in his bid for success in 2024 by experienced crew chief Gilles Bigot. Data and telemetry responsbility goes to Adriá Pérez with mechanics Steven Bradley and Anthony Couturier completing Salac’s side of the garage. Ignacio Lorenzana is responsible for tires and fuel for both Arbolino and Salac.
 

The Elf Marc VDS Racing Team will write a new chapter in its successful history in 2024 with an ambitious expansion to compete in the WorldSBK Championship for the first time.
 

A familiar face will lead the team’s quest for success in WorldSBK, with Sam Lowes moving from Moto2 to ride a Ducati Panigale V4 R machine. After a 10-season stint in the Grand Prix arena of which the last four were spent as an integral part of the Elf Marc VDS Racing squad, Lowes returns to the WorldSBK paddock where he was crowned Supersport World Champion back in 2013.
 

The British rider’s squad will be led by crew chief Giovanni Crupi. Stefano Guidi will be in charge of telemetry with Carmine Oliva, Marco Pascucci and Nicolas Guichard his mechanics. 
 
 
 

Tony Arbolino

Moto2 Rider
 

“I’m super happy to be getting ready for my third year in this amazing family. I appreciate so much the opportunity that Marc has given me and I share his commitment to winning. The support I get to help me perform on track is incredible and it always gives me a great boost in every single race. My only focus is on giving them back a big present in 2024 and that is to be fighting for the title from the first to the last race. I’ve already had some big chats with my crew and we know where we can improve to be stronger this year. It’s going to be an interesting year ahead with the change to Pirelli tyres and I think that is going to change the dynamics of races quite a lot. This will require a new approach but I’m ready for this new challenge and ready to bring the Elf Marc VDS Racing Team back to the top again in Moto2. It’s great to have Filip with me as well and I hope he can show his talent and can push me a lot because that is also good motivation when you have a fast and competitive teammate. The goal is to be fast and consistent for the whole season and to fight for the win every weekend. We have the weapons to do it, so it will come down to hard work and being as best prepared as we can be to get the job done.”

Filip Salac

Moto2 Rider
 

“It is an honour to be asked to ride for this great team and it makes me feel very proud to have reached a part of my career where a project of this stature trusts me to come in and be successful. The livery is so famous in the paddock, and I feel privileged to be wearing it in 2024. I’m very grateful to Marc and everyone connected to the squad for helping me on this new journey in my career. I wanted the opportunity to fight for the best results possible and the Elf Marc VDS Racing Team is the perfect place for me to accomplish my goals. I have a two-year contract which immediately takes a bit of pressure off and with time I’m sure I can grow into becoming the rider I know I can be. I feel this is a family team and they are all pushing in the same direction to fight for the victory and that helps the rider a lot. My goal is to be finishing inside the top five every weekend, fight for the podium and also win some races. And I want to work with Tony to win the Team Championship, which is also a very important target. I have a great relationship with Tony, and we know how much talent and speed he has. And I’m sure sharing the box with him will only help me improve.”
  
 
 

Sam Lowes

Superbike Rider
 

“I’m very happy and proud to continue working with this great team and to be riding for Marc once again. It’s a big new challenge for me to change category after a long time and I’m very happy and motivated to start. I’d like to say a huge thanks to Marc for asking me to be the first rider for his team in WorldSBK. The bike is beautiful and it’s an amazing feeling to ride a Ducati. The livery is fantastic and it’s so special to represent Marc and this team in WorldSBK. I’m really excited to continue working with my new crew chief Giovanni to progress my understanding of the bike. I just need to learn the bike, tyres, and format over a race weekend with the three races. The first goal in the tests will be to make the bike mine and feel comfortable. I just need laps and mileage on the bike to understand many things. But this will come and if we had to go racing today, I feel we could do a good job. The goal though is to fight at the front. I hope to be in the fight for podiums and wins and to learn a lot. Also being top Independent rider has to be a target.”

Marc Van Der Straten

Team Owner
 

“January 15th, 2024, is always going to be a memorable date for me, as today we present our Moto2 team and the Elf Marc VDS Racing family grows with the arrival of our new WorldSBK team. It was really beautiful and motivating to see our three machines with their talented riders on stage, and to know that they’re going to give their all to achieve the objectives set. In Moto2, with Tony Arbolino and Filip Salac, we’ll be continuing our quest for victories and podiums to try and win the World Championship. In the WorldSBK Championship, we face a big and exciting new challenge. Although we’re just starting out, we’re very well prepared and supported by the brilliant talent of Sam Lowes and the technical quality of Ducati. We know together we can make big things happen. Finally, I’d like to say a big thank you to all our friends and partners who continue to support our projects and share our great passion season after season. Let’s enjoy a great 2024 together.
 
 
 

Pierre-Gautier Caloni

VP Motorsport At Total Energies Marketing Services

“2024 marks a new stage in our historic partnership with the Marc VDS Racing Team. Having achieved great success together in Moto2 and MotoGP since 2010, with 46 victories and three Riders’ World Championship titles, we are proud to accompany Marc and his team in this new challenge represented by the World Superbike Championship, while continuing the adventure of the ELF Marc VDS team in Moto2. We share the same values and passion as Marc. The ELF brand is therefore proud to be the title sponsor of the Marc VDS Racing Team for the 2024 WorldSBK Championship, as well as for the 2024 Moto2 World Championship.”
 
 

Marco Zambenedetti

Ducati SBK Project Management Responsible

 
“It’s a huge pleasure that the name of Ducati shines together with the Marc VDS Racing family. Their three world titles in Moto2, their excellent results over more than a decade and, above all, their commitment to excellence, make this team an ideal partner. In addition, we are delighted that Sam Lowes will be at the controls of our Ducati Panigale V4 R Superbike. Ducati will do all it can to help him show his speed and talent and we are convinced that his experience will also make us grow. Finally, I would like to thank Marc van der Straten and the team for the trust placed in Ducati to accompany them in this new WorldSBK adventure. I am sure it will be an exciting season for everyone.”

The post Video: Elf Marc VDS Racing Teams Introduced In Belgium appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

The latest episode of Thrill of the Race bringing you closer than ever before to the Bennetts British Superbike Championship, with the next installment coming from the dramatic tenth round at Donington Park as tensions rise in the battle to become 2023 Champion

#britishsuperbikes #bsb #bsb2023 #doningtonpark #superbikerace #superbikeracing #motorcycle #motorsport #ducati #honda #bmw #kawasaki #superbikes #motorbikes #racing #behindthescenes #onboard #motorsport

INTRO 00:00

WEEKEND INTRODUCTION WITH STUART HIGGS 00:54

RYAN VICKERS ON PRE RACE CONDITIONS 01:19

ALL EYES WERE ON THE BEERMONSTER DUCATIS 01:33

TOMMY BRIDEWELL & GLENN IRWIN ON RETURNING TO DONINGTON 01:44

BIKE SOCIAL SPRINT RACE 03:24

SPRINT RACE REACTIONS 09:24

RACE ONE RECAP 10:00

LUKE MOSSEY THOUGHTS ON RACE ONE 10:10

INTRODUCING BSB PATHWAY 10:33

ALEX OLSEN & FRANCO BOURNE ON THE PATHWAY CLASS 10:50

RED ALERT 12:16

BENNETTS BRITISH SUPERBIKE RACE TWO 12:32

RACE TWO REACTIONS 21:19

BENNETTS BRITISH SUPERBIKE RACE THREE 22:00

UP NEXT BRANDS HATCH 28:14

The post Video: British Superbike “Thrill Of The Race” Episode 10 appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Intro: Kawasaki Ninja ZX-4RR

Screaming Fun!

By Chris Ulrich

I was tucked in and flat-out with the throttle pinned as the revs climbed toward 15,000 rpm. I shifted into fourth gear before lifting my head and sticking my knee out just enough to create some drag as I turned into Thunderhill’s fast Turn 9 kink without breathing the throttle. It had taken me a couple of sessions and a few setting changes to get where I could go through the turn wide-open, but once I dialed in the bike’s set-up and my line, I could run through it at 107 mph lap after lap.

Ripping through corners flat out and picking up the throttle far earlier than sensible brought back memories of ripping around on my two-stroke Honda RS125 as a teenager. Except I was on a 400-class inline four-cylinder with a steel-tube chassis and street tires. The equipment was wildly different, but the technique used to hustle them around the racetrack is pretty close to being the same. And, sometimes, thinking (or over-thinking) about that progress, it’s mind-blowing how far mass-produced sportbikes have progressed over the years.

Why This Bike?

These days, high performance, small-displacement, four-­cylinder sportbikes are not seen in the American market. Most of the motorcycles sold in the U.S. in this displacement category are price-point machines, so they cost less to build and buy, and have lower-performance engines, chassis, and assorted components. In the case of Kawasaki, its current entry-level model is the Ninja 400, powered by a Parallel Twin engine making less than 35 horsepower stock, and coming with conventional forks and a spindly, steel-tube chassis. Other products in the 400cc category—the twin-cylinder Yamaha YZF-R3 and the single-cylinder KTM RC390—share the same built-to-a-budget traits. A step up in terms of performance leads the consumer to the Yamaha YZF-R7, Kawasaki Ninja 650, and Suzuki SV650, but they all have a similar cost-down manufacturing directive and easy riding characteristics. None of them are pure-bred performance-oriented sportbikes.

Kawasaki is now changing the entry-level sportbike game with the new Ninja ZX-4RR, a 399cc Inline four-cylinder with a high-performance chassis, ride-by-wire throttle, and a premium electronics package, priced at $9,699. It’s a bold strategy, but brings another bike to the market with attainable performance for a regular rider and enough performance to entertain an experienced track-day or racing enthusiast. Kawasaki hopes that 15% of riders who purchase the ZX-4RR take it to the racetrack for track days or racing. If that happens, it would mean that owners are 40% more likely to take their bike to a racetrack than the next bike in Kawasaki’s sportbike line up, which is the 636cc ZX-6R.

Ninja ZX-4RR TECH

Comparing the new Kawasaki Ninja ZX-4RR to the other bikes in its displacement category doesn’t do it justice, because Kawasaki’s 40%-sized Superbike is a ripper! The Ninja ZX-4RR is essentially in a performance category of its own. Most of the tech was previously covered in the March issue, but let’s hit a few of the high points.

The ZX-4RR has the same look and feel as its larger displacement brothers. It has a low fuel tank and sleek bodywork with styling similar to the ZX-6R. A large ram-air scoop in the center of the upper fairing takes advantage of the high-pressure zone to send cold air to the airbox via a tube that snakes around the left fork leg. The aerodynamic tailsection is sleek.

The Ninja is powered by a liquid-cooled, 16-valve, double-overhead cam (DOHC) 399cc Inline-Four engine with a 57mm bore and a 39.1 mm stroke. Like other high-performance Kawasaki models, the ZX-4RR has machined combustion chambers and pistons that are cast to match. A friction-reducing molybdenum coating has been applied to the piston skirts to reduce friction. The valve pockets on top of each piston are wide to accommodate the two large (for its displacement) 22.1mm intake and two 19mm exhaust valves that are actuated by a set of forged hollow core camshafts. The valve angle is narrow, with the intakes set at 11.8 degrees from the cylinder centerline and exhausts at 13 degrees, so included valve angle is 24.8 degrees. The air -fuel mixture is fed to the ZX-4RR engine via a set of electronically-controlled 34mm throttle bodies. To improve intake efficiency, Kawasaki engineers worked to straighten the intake path from the throttle bodies to the valves. The compression ratio is a relatively-low 12.6:1, which allows the little Superbike to run on 87-octane fuel.

The engineers paid close attention to reducing engine mechanical losses and vibration. A lightweight flywheel decreases rotating mass. The crankshaft has been balanced to reduce vibration and the lightweight rods were put through a carburizing treatment to harden the steel and improve durability. An interesting add to the ZX-4RR is a deep sump oil pan, to maintain oil pressure during acceleration and deceleration.

The stainless-steel 4-2-1 exhaust system has 31.8mm head pipes, and all four are connected with cross tubes to balance out the exhaust speed and the volume flowing though each pipe. Kawasaki also placed the three catalyzers (required to meet strict emission standards) in the collector, so riders can easily add a slip-on muffler and still be compliant.

The Kawasaki Ninja ZX-4R has an electronics suite with features usually reserved for a 1000c flagship model. Headlining the electronic capabilities is the Kawasaki Traction Control (KTRC) system, which features three levels of traction control (TC), plus an off position. As usual, TC Mode 1 is the least intrusive, Mode 2 is in the middle, and Mode 3 delivers the most intervention. The ZX-4RR does not have an IMU, so interventions are based on wheel speeds and the rate of rpm change. Two Power Modes are available; Low reduces power and the throttle opening rate, while Full has a more aggressive throttle map. (After riding the bike for a day, I believe the Full power throttle map gives more throttle opening than the rider is actually asking for in some rpm ranges.) Four Riding Modes—Sport, Road, Rain, and Rider—are available, with Sport, Road, and Rain pre-loaded with appropriate settings for each. Selecting Rider Mode allows customizing the power delivery, by  mixing the KTRC settings and Power Mode settings individually. Another premium feature is the addition of a Kawasaki Quickshifter system, which allows clutchless upshifts and downshifts.

Bluetooth capability has been added to the ZX-4RR to allow connection to Kawasaki’s Rideology app. The app allows the user to log rides, make Mode changes, receive messages on the dash, and receive important vehicle data. Obviously, the phone must be in range to run the real-time features like GPS.

Moving onto the chassis, Kawasaki engineers chose to use a steel-tube trellis main frame that connects to large swingarm pivot plates. Tubular steel is also used for the subframe, which is not removable from the main frame.

Kawasaki says the engineers used the ZX-10R as a reference when deciding on the relative engine position, pivot position, center of gravity, and castor angle. There’s not a direct correlation considering that the ZX-4RR has 23.5 degrees of rake and 96.5mm of trail while the ZX-10RR comes with 25 degrees of rake and 106.6mm of trail. To be fair, the smaller and lighter bike doesn’t need as much rake and trail, but it also explains why raising the front improved the front feel of the ZX-4RR (more on that later).

The ZX-4RR comes with Showa suspension fitted on both ends. At the front there are 37mm Showa Separate Function Fork-Big Piston (SFF-BP) inverted forks. The SFF-BP system separates the spring and damping functions of the fork legs. In the case of the ZX-4RR, the right fork leg has spring-preload adjustment only, while the left fork takes care of the damping duties. There is no damping adjustment on the front, but the ZX-4RR still performs well on track. The SFF-BF forks help reduce unit costs without sacrificing a ton of performance. A Showa Balance Free Rear Cushion Lite (BFRC-Lite) is used at the rear of the ZX-4RR. Unlike the forks, the BFRC has adjustable compression and rebound damping, plus spring pre-load adjustment. The shock mounts directly to a relatively long steel swingarm.

Stopping the ZX-4RR is a set of Kawasaki-labeled four-piston Nissin brake calipers that place a larger 32mm piston above a 30mm piston in each side. The calipers clamp onto a set of fully-floating 11.4-inch (290mm) rotors. To comply with Euro5 safety standards, the Kawasaki has a Nissin ABS unit that reads wheel speeds to determine slip conditions.  

Spinning Laps On Track

I could tell the Ninja ZX-4RR was not a normal small-displacement, cost-down model a few corners into my first lap around Thunderhill Raceway Park. I fit on the bike pretty well; the rider triangle is sporty but not too cramped. The seat is firm and the fuel tank offers plenty of support.

I was comfortable right away on the ZX-4RR and that meant I quickly found the limit of the stock suspension settings. I was immediately into the bump stop on the front, and the rear setting didn’t allow me to finish the corners the way (and at the speed) I wanted to. While the stock suspension settings were too soft for me during the first session, I could still tell the ZX-4RR has a good engineering foundation. Meaning, the forks and head tube didn’t flex under heavy braking and turn-in; the bike didn’t wallow though the corners; and the rear did not twist and bind up on corner exits.

With the Electronic Throttle Valve (ETV) system Power Level set to Full and the Kawasaki Traction Control (KTRC) set on Level 1, the bike made good power, but was a little lazy during acceleration. Turning the KTRC off later in the day woke the ZX-4RR up. The quarter-size Superbike was happiest operating in a 4,500 rpm range from 10,000 to 14,500 rpm; the power nosed over as it approached the 15,000-rpm rev limit. (Early promotional materials said the ZX-4RR turned to 16,500 rpm, but that was before the EPA’s sound police stepped in.) Top speed is impressive for a 400; at Thunderhill, I was able to tag the rev limiter in fourth gear with a terminal speed of 121 mph just before letting off and dragging the front brake to set the front forks before peeling into Turn 1.

Moving to corner entry, the braking power and feel from the Nissin four-piston calipers and dual front brake discs were both great. But the behavior of the twist grip during deceleration was strange. I could feel the twist grip moving, mimicking the throttle plates, at certain points in the deceleration zone. This didn’t upset the chassis or add inputs and I eventually learned to ignore the movement, but it was alarming during the opening laps! The Kawasaki Quickshifter was good during acceleration, and each upshift was smooth and precise. But the ZX-4RR had a tendency to catch a false neutral downshifting between the 4th and 3rd-gear, so I had to be really deliberate on that downshift if I was using auto-blip—and I finally started using the clutch after my fifth missed shift. The throw is a bit long between those gears, so it takes care to get the shift. (The downshift between fourth and third is also a little dodgy on older Honda CBR1000RR and BMW S100RR models fitted with auto-blip, so it sometimes happens.)

With the first session over, I went to work on the chassis, taking advantage of the limited, yet effective, suspension adjustments available from the 37mm SFF-BP inverted forks and BFRC-Lite shock. My first change was adding 1.5mm of spring pre-load to the forks and shock. This change raised the bike, which improved cornering clearance and added support on both ends. As expected, I was then able to brake later at corner entry; front stability at the apex improved slightly; and the support at the rear helped the bike finish the corners.  I then added a ¼-turn of compression and rebound damping to the Showa BFRC rear shock to improve support and slow down the pitch. This really helped me rotate the bike through the middle part of the corner. And increasing the rebound slowed the rate at which the shock returned, so braking stability was improved and the ZX-4RR was calmer on corner entry.

A bigger, more time-consuming change was adding 2mm of ride height to the front of the ZX-4RR by moving the tubes down in the triple clamps. Adding ride height to the front changed the weight bias, which made the Ninja more calm overall. The bike was then more stable on corner entry and at the apex, but the front sat a little high to really finish the corner. So, I then removed 1mm of preload from the front to balance out the changes, turned off the traction control, and rode the bike for the rest of the day with those settings.

Once the settings were in the zone, the Ninja ZX-4RR was really a lot of fun to ride. The chassis was stable in the low and mid-speed corners as well as in the fast sweepers at Thunderhill, and the relatively low overall weight and lack of crankshaft inertia made it easy to turn in, and nimble when I flicked side-to-side. It rotated and finished the corners well.

Rear grip wasn’t an issue; it shouldn’t be with around 65 horsepower at the rear wheel. I did have to constantly work on getting the throttle open as early as possible during the day. Convincing myself to grab a handful of throttle with a lot of lean angle is always an adjustment when coming off larger-displacement bikes!

Overall feel from the steel chassis was good. I had a big front-wheel slide going into Turn 5 late in the day, but I felt it start to go early and was able to slightly decrease brake pressure and dig my knee in to save myself from hitting the ground. At the rear, the feel from the chassis helped me gain the confidence to aggressively open the throttle mid-corner. Overall, Kawasaki got the rigidity balance of the chassis right, at least on the Dunlop Sportmax GPR-300 radial tires.

Engine performance improved with the ZX-4RR set to Full power with the KTRC turned off. Throttle response was more direct and the engine gained rpm more quickly during acceleration, and recovered rpm fast between shifts. Top speed was also improved and I saw 120 mph on the dash. I get it, electronic aids are a selling point, and the European standards require them in the name of safety. But in my opinion, a good rider doesn’t need traction control on a bike with less than 150-horsepower.

By the end of day, I’d completed over seven 30-minute sessions on the racetrack and it felt like I could keep riding for seven more sessions. I rode the Ninja ZX-4RR to the limit of the tires, chassis, and my ability all day. Yet I wasn’t fatigued mentally or physically, and I had a blast. That is the best part of smaller-displacement high-performance motorcycles: Getting into a rhythm, pounding out the laps, and having so much fun. The Kawasaki Ninja ZX-4RR has the chassis and engine performance to entertain a seasoned Superbike guy like me, but is mellow enough that anyone can ride it. Which makes it stand alone in its spot in the industry.

Specifications: 2023 Kawasaki Ninja ZX-4RR

Engine Configuration:             Inline Four, 4-stroke,

Engine Displacement:            399cc

Engine Cooling:          Liquid

Compression Ratio:    12.3:1

Combustion Chamber Design:           Pentroof

Valves Per Cylinder:   4

Intake Valves Per Cylinder (Material):           2 (Stainless Steel)

Exhaust Valves Per Cylinder (Material):        2 (Stainless Steel)

Bore x Stroke:             57.0 mm x 39.1 mm

Connecting Rod Length (center-to-center):   N.A.

Connecting Rod Material:       Steel

Claimed Peak Horsepower:   N.A.

Claimed Peak Torque:            26.5 lbs.-ft. @ 11,000 rpm

Engine Redline:          15,000 rpm

Valve Angle (Included):          11.8 degrees Intake/ 13 degrees Exhaust

                        (24.8 degrees)

Combustion Chamber Volume:          N.A.

Valvetrain Type:          DOHC, Roller Chain Drive, Bucket

                        Tappets, Shim-under-bucket Lash Adjustment

Valve Adjustment Interval:     15,000 miles

Intake Valve Diameter:           22mm

Exhaust Valve Diameter:        19mm

Intake Valve Stem Diameter: N.A.

Exhaust Valve Stem Diameter:          N.A.

Intake Valve Maximum Lift:    N.A.

Exhaust Valve Maximum Lift:             N.A.

Intake Valve Timing:

Open BTDC:   23 degrees

Closed ABDC:            63 degrees Duration: 266 degrees

Exhaust Valve Timing:

Open BBDC:   55 degrees

Closed ATDC:             25 degrees

Duration:         260 degrees

Valve Timing Measurement Point (lift):          0.3mm

Fuel Delivery System:            Keihin Digital Fuel Injection

Throttle Body Venturi Size:    34mm

Air Filter Type:            Pleated Paper

Exhaust System Type (Material):       4-2-1 (Stainless Steel)

Ignition System:          Digital

Rider Aids:

            IMU:    No                   Traction Control:         3 Levels, Plus Off

            Slide Control: No

            Wheelie Control:         No

            ABS:    Yes (Nissin ABS Unit)

            Quickshifter:    Kawasaki Quick Shifter Up/Down (KQS)

Ride Modes Available:            Rain, Road, Sport, Rider

Lubrication System:    Wet Sump

Oil Capacity:   3.8 quarts (3.6 liters)

Fuel Capacity:             4.0 gallons (15.1 liters)

Transmission Type:    Cassette, 6-speed, Constant Mesh

Clutch Type:   Multi-plate, Wet, Back-torque limiting,

                        With Acceleration Assist

Clutch Actuation System:       Cable

Clutch Spring Type:    Coil

Number of Clutch Springs:     3

Number of Clutch Plates:       14

            Drive Plates:   8

            Driven Plates: 6

Primary Drive:             Gear (Straight-cut)

Primary Drive Gear Teeth (Ratio):     14/41 (2.029:1)

Final Drive Sprocket Teeth (Ratio):    14/48 (3.429:1)

Transmission Gear Teeth (Ratios):

6th:         28/27 (1.037:1)

5th:         30/26 (1.154:1)

4th:         32/24 (1.333:1)

3rd:         34/21 (1.619:1)

2nd:        37/18 (2.056:1)

1st          41/14 (2.929:1)

Transmission Overall Ratios:

6th:      7.21:1

5th:      8.03:1

4th:      9.27:1

3rd:      11.29:1

2nd:     14.30:1

1st:      20.38:1

Theoretical Speed In Gears At Redline:

6th:      153 mph

5th:      136 mph

4th:      118 mph

3rd:      97 mph

2nd:     77 mph

1st:      53 mph

Engine Speed At 60 mph:      5,880 rpm

Frame Design (Material):        Trellis (Steel)

Rake/Trail:      23.5 degrees/ 3.8 inches (96.5mm)

Claimed Wheelbase: 54.33 inches (1,380mm)

Claimed Swingarm Length:    22.5 inches (573mm)

Seat Height:    31.5 inches (800mm)

Footpeg Height:          12.4 inches (315mm)

Handlebar Height:      33.7 inches (857mm)

Steering Stem to Seat Center:           26.4 inches (670mm)

Front Forks:    Showa Inverted SFF-BP, Cartridge

Fork Tube Diameter: 37mm

Fork Adjustments:

            Rebound Damping:    None

            Compression Damping:          None

            Spring Preload:           10-turn Range

Front Wheel Travel:    4.7 inches (120mm)

Rear Wheel Travel:    5.3 inches (134mm)

Rear Suspension Type:          Showa BFRC-Lite Single Shock

Rear Shock Adjustments:

            Rebound Damping:    3-turn Range

            Compression Damping:          5-turn Range

            Spring Preload:           10mm Range

Front Brakes: 290mm (12.2-inch) Dual Discs, 4-piston

                        Radial-Mount Nissin Monoblock Calipers

Rear Brake:    220mm (8.7-inch) Disc, Single-piston Nissin Caliper

Front Wheel:   3.50 x 17.0-inch Cast Aluminum Alloy

Rear Wheel:    5.50 x 17.0-inch Cast Aluminum Alloy

Front Tire:       120/70-ZR17 Dunlop Sportmax GPR-300 Radial

Rear Tire:        160/60-ZR17 Dunlop Sportmax GPR-300 Radial

Claimed Wet Weight: 415 pounds (188.2 kg)

Claimed Weight Distribution, Percentage:     N.A.

GVWR 811 pounds (1,788 kg)

Overall Length:           78.3 inches (1,990mm)

Overall Width: 20.1 inches (765mm)

Overall Height:            43.7 inches (1,110mm)

Ground Clearance:     5.3 inches (135mm)

Suggested Retail Price:          $9,699

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