Rev up your engines and mark your calendars as the 2024 Bagger Racing League promises an adrenaline-fueled season with the “Battle of the Baggers.” With a thrilling schedule featuring international showdowns and new classes, this season is set to redefine the world of bagger GP racing. 

**Round 1: Motorsport Park Hastings, NE (May 24-26) – Double Header**

Kicking off the season in grand style, Motorsport Park Hastings in Nebraska will host the inaugural races, treating fans to a double-header extravaganza. The intense competition is sure to set the tone for an action-packed championship. 

**Round 2: Gingerman Raceway, MI (June 28-30) – Double Header**

The excitement continues at Gingerman Raceway in Michigan, where riders will face off in another thrilling double-header. The challenging circuit promises to push competitors to their limits, ensuring every lap is a spectacle for fans.

**Round 3: Bridgestone Canadian Tire Motorsport Park, ON (August 9-11) – International Double Header**

The Battle of the Baggers goes international with Round 3 taking place at Bridgestone Canadian Tire Motorsport Park in Bowmanville, Ontario. This Canadian showdown will not only test the skills of the riders but also add a global flavor to the competition. Get ready for an unforgettable double-header on Canadian soil.

**Round 4: Finals at Willow Springs International Raceway, CA (November 16-17) – Double Header**

As the season reaches its climax, the Finals at Willow Springs International Raceway in California promise to be a spectacular culmination. The double-header format ensures that every twist and turn of this iconic circuit will play a pivotal role in deciding the ultimate champion.

*Introducing the SUPER STREET CLASS.

Adding a new layer of excitement to the 2024 season, the Bagger Racing League introduces the SUPER STREET CLASS. This category will showcase the prowess of baggers in a unique setting, challenging riders to navigate the streets with speed and precision.

*Shane Narbone Defends His Title**

All eyes will be on the reigning champion, Shane Narbone, as he aims to defend his 2023 title in the bagger GP. Narbone’s skill, experience, and determination make him a formidable contender, but the competition will be fierce, and only time will tell if he can secure another championship. For more information and updates on the 2024 Bagger Racing League “Battle of the Baggers,” visit http://www.BaggerRacingLeague.com. Strap in and get ready for a season of high-speed thrills, intense rivalries, and the relentless pursuit of victory on the bagger racing circuit.

The post Bagger Racing League Announces Four-Round 2024 Race Schedule appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

January 20-21, 2024

Chuckwalla Valley Raceway

Round four of the CVMA 23/24 Winter series featured near-record attendance with over two hundred racers from all over North America coming out for some of the most competitive racing in the country. With huge grids of super-fast riders, the racing on Saturday was action-packed with close battles throughout the fields in every class. There were so many riders, that the field had to be split into two waves for several classes.

Unfortunately, the normally sunny California desert weather was absent on Sunday with rain settling into the area overnight and soaking the track. Despite the best efforts of the track crew, even with help from many of the racers lapping the track in their tow vehicles, the track was too wet to allow racing on slick tires (which are permitted in all classes with CVMA). Additionally, the tire vendors in attendance did not have enough wet weather tires on hand for everyone, so race direction had to make a hard decision and cancelled the racing on Sunday. 

Saturday Qualifying

The fastest of all in Saturday morning qualifying, Jayson Uribe posted a 1:44.502 lap time on his open-class bike.

David “Aussie Dave” Anthony was fastest on a middleweight turning a crazy fast 1:45.930 lap time.

Gio Alvarez was fastest on a lightweight bike with a 1:50.538 lap time.

Rossi Moor was fastest on an ultra-lightweight bike with a 1:52.718 lap time.

Michael Smith was fastest on an American Twin with a 2:02.815 lap time.

Saturday Races

Saturday morning’s races kicked off with a bang with Andrew “General” Lee, Uribe and Bryce “The” Prince in a close battle for the Formula Open win. In the end, Lee took a close win over Uribe and Prince. Later in the day, Corey Alexander took the win in the Supersport Open race with Uribe and Prince finishing second and third, respectively.

Brenden Ketelsen dominated the day taking both the Supersport and Formula Middleweight race wins. In the Supersport race, Jorge Ehrenstein finished second and Roberto Bolanos third. Owen Williams finished second and Aldo Rivirosa third in the Formula Middleweight race.

Jacob Fejer, Rodney Thomas, and Ross Heaton had great battles for the podium spots in the Amateur Open races. Fejer took the win in the Amateur Formula Open race and Heaton the win in the Amateur Supersport Open class.

Lap Records

Luke Sanzone – Formula 40 Lightweight – 1:51.281

Sahar “The Zohan” Zvik – Formula 40 middleweight – 1:49.772

Full race results can be found on MYLAPS: https://speedhive.mylaps.com/events/2504947

Racers were going faster than ever and the competition was intense with some of the fastest riders from all over the country coming out to compete with CVMA. Come on out and join us at our next race weekend, Feb 10-11 2024.

CVMA offers two full days of racing every race weekend and also includes Saturday qualifying for grid position in all classes, amateur, and expert, as well as a wide variety of classes to choose from.

CVMA offers free reciprocity as a means of encouraging racers from other clubs to come out and compete. CVMA also offers a New Racers School for those starting out in racing on the Friday before each race weekend. Log on to www.cvmaracing.com to sign up or for more information.

CVMA. Built for racers by racers and offering the best racing experience around!

CVMA would also like to thank the 2023/2024 Winter Series Sponsors: Apex Assassins, Ryder Gear, CaliPhotography, Racers Edge/Dunlop, RoadRace City/Bridgestone, Del’s Flooring, The California Superbike School, Ride HMVC, and YellowDog IT

NRS Sponsors: Alpinestars, 6D Helmets, Racer Gloves, and Racers Edge/Dunlop

The post CVMA: Ketelsen Wins A Pair On Rain-Shortened Weekend appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

“It rained all last night and early this morning and the track was super wet,” Tanner told Roadracing World. “We put probably 50 cars on track trying to dry it off and used a track dryer to blow off puddles, trying to clear the water off. Then more rain came and it just wasn’t safe. Plus the tire vendors didn’t have enough rain tires for everybody, so we couldn’t justify racing. Everybody will get credits (on race entries) for today.”

Racer Andrew Lee posted a video on Instagram of cars, trucks, and even a motor home pulling a trailer around the track in an effort to dry it this morning:

https://www.instagram.com/reel/C2Xod7RxFYD/?igsh=YTZ6NGs1cTNnenN6

Another racer posted a video of himself driving a van around the track, and declared that he had just set a new lap record for a ProMaster 3500!

The post CVMA: Sunday At Chuckwalla Rained Out appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

(January 18, Knoxville, TN) High-tech electric motorcycles will charge up the 2024 American Historic Racing Motorcycle Association (AHRMA) road racing season.

The 11^th Annual eMotoRacing Varsity Challenge electric motorcycle road race will be part of rounds 11 and 12 of the 2024 AHRMA Bridgestone Tires National Historic Roadrace Series June 21-23 at New Jersey Motorsports Park, Millville, NJ.

Collegiate racing teams from the US and Canada will race their engineering student-built prototype electric race bikes in the American Historic Racing Motorcycle Association (AHRMA) Formula Lightning Series.

During 2023, the University of Michigan SPARK Atlas took first and second places overall in the AHRMA Formula Lightning Series competition with David McPherson piloting the prototype.

During 2024, the University of Michigan will have competition from Quebec’s University of Sherbrooke, Rochester Institute of Technology, Cornell University, and other university teams. Racing against these collegiate teams will be other private teams from across the US.

The university-based prototypes are purpose-built racing motorcycles and represent the latest in electric-powered motorcycle technology.

The AHRMA Formula Lightning series is the premier zero emissions motorcycle road racing series in the US. Bikes may be powered by any means of propulsion that does not emit exhaust, such as electricity, magnetism, gravity, flywheels, springs, etc.

“I’m excited to see what universities participate in the Varsity Challenge this year. Many of these bikes are ground up built prototypes and represent what the future will hold for electronic motorcycle racing.” said Bob Berbeco, AHRMA’s Varsity Challenge Series coordinator.

In addition to the Varsity Challenge, all teams are welcome to participate in any of the races within the 2024 Bridgestone Tires AHRMA Roadracing Series. The series schedule is located here – ahrma.org/schedules-results.

About eMotoRacing

eMotoRacing is a zero-emissions motorcycle racing series that demonstrates advanced and compact e-superbike technology and excitement. With a full schedule implemented at racetracks across the country, eMotoRacing’s strategic partnership with AHRMA provides the best of current, past, and future history. (facebook.com/eMotoRacing)

About AHRMA
The American Historic Racing Motorcycle Association (AHRMA) is a not-for-profit organization dedicated to competing on fantastic classic and true vintage machines along with a wide range of modern motorcycles.  With over 3,000 members, AHRMA is the largest vintage racing group in North America and one of the biggest in the world. The association has grown steadily over the years, reflecting the increasing interest in classic bikes.

The post AHRMA: 11th Annual eMotoRacing Varsity Challenge Will Run At NJMP appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Honda Offers Most Red Rider Rewards Ever for 2024 MotoAmerica Racing

Industry’s most generous MotoAmerica package in Superbike, Stock 1000

Over $1 million available for Red Rider road racers in 2024

American Honda announced today that it will offer the powersports industry’s most generous Red Rider Rewards payouts for MotoAmerica’s Superbike and Stock 1000 classes for 2024. The new season of the AMA’s professional road racing national championship will see Red Riders competing for an available total of over $1 million across the series’ top categories, with additional payouts going to the Mini Cup series. This is Honda’s richest racing-contingency offering ever for MotoAmerica—well over twice as high as the 2023 season!

At each round, the program offers payments to Red Riders in the top 10 finishing positions in MotoAmerica’s top two classes, including a whopping $25,000 for a Superbike win and $10,000 for a Stock 1000 victory. That said, Red Rider Rewards don’t just benefit racers who battle at the front of the pack, as a 10th place result pays out $2,000 and $1,000, respectively.

“It’s been exciting to see MotoAmerica continue to improve their program, and the series is really hitting its stride,” said Brandon Wilson, Manager of Racing & Experiential Marketing at American Honda. “Road racing plays an important role in Honda’s heritage, including a rich record of success in AMA-sanctioned competition. That being the case, we’re excited to significantly increase our offerings for Superbike and Stock 1000 racers of our CBR sport bikes. In addition, we’re pleased to support tomorrow’s stars with our offerings in the Mini Cup series. We’re confident that Red Riders will enjoy their best MotoAmerica season ever in 2024, and we look forward to rewarding them for their efforts.”

Of course, Honda’s Red Rider Rewards program also continues to offer generous payouts in other disciplines this year, including motocross, Supercross, SuperMotocross, off-road, and ATV and side-by-side competition.

For more information, visit the Honda Powersports website.

The post MotoAmerica: Honda More Than Doubles Contingency Prizes For 2024 appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Denver, CO – The Motorcycle Roadracing Association (MRA) is excited to announce the schedule for the 2024 racing season. The season begins with our New Racers School on April 12-13, welcoming participants of all skill levels, under the guidance of our experienced instructors. For 2024, we have introduced some key updates to our racing calendar:

Additional Racing Round: We’ve expanded the season to include an 8th round, offering more opportunities for racers to compete for a championship title.

Double Points in Round 7: To add a strategic element to the championship, round 7 will feature double points.

New 2-Hour Endurance Race: Following the success of our 4-hour endurance race, a 2-hour endurance event has been added to round 6, providing a new challenge for our racers.

We look forward to a season of competitive racing and invite fans and racers alike to join us for these exciting events.

April 12-13 – New Racers School

– Friday night classroom – Location TBD

– Saturday on-track training at High Plains Raceway (backup date: April 27)

May 11-12 – Round 1

– High Plains Raceway (North Course)

May 25-26 – Round 2

– Pueblo Motorsports Park

June 8-9 – Round 3

– Pueblo Motorsports Park

June 29-30 – Round 4

– High Plains Raceway (Full Course) + Annual 4-Hour Endurance

July 20-21 – Round 5

– High Plains Raceway (West Course)

August 10-11 – Round 6

– High Plains Raceway (Full Course) + 2-Hour Endurance

August 31 – September 1 – Round 7

*Double-Points Weekend*

– High Plains Raceway (North Course)

September 28-29 – Round 8

– High Plains Raceway (Full Course)

The Motorcycle Roadracing Association is dedicated to promoting safe and competitive motorcycle road racing events for enthusiasts in Colorado and the surrounding area. For more information and to learn about our upcoming 2024 season, please go to http://www.mra-racing.org/.

The post MRA Expands 2024 Schedule To Eight Rounds appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Superbike

Round 1: May 4-5

Round 2: May 25-26

Round 3: July 6-7

Round 4: August 3-4

Round 5: September 14-15

New Racer Certification School: April 20^th

Advance Rider Training: TBD

Super Moto

Round 1: April 28^th

Round 2: May 19^th

Round 3: June 23^rd

Round 4: August 18^th

Round 5: September 8^th

Round 6: September 29^th

The post UtahSBA Going Back To Two-Day Race Events In 2024 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

The post 2023 Kawasaki Ninja ZX-4RR Intro, From The August 2023 Issue (With Video) appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Once called the AMA Sanctioned ASRA Team Challenge, the new series will now be known as the AMA Sanctioned ASRA National Endurance/Team Challenge Series in 2024.

Team Challenge is changing and will now be a relay-style race with multiple riders using separate motorcycles and swapping a single scoring transponder during a pit stop or stops.

The new National Endurance will use a tradition format with a single motorcycle and scoring transponder with rider swaps, refueling, and tire changes happening during a pit stop or stops.

Both Team Challenge and National Endurance will have GTO, GTU, and GT Lights (GTL) classes, which will be scored separately, but each class will be limited to four entries in the Team Challenge format.

All grid positions will be based on lap times recorded during timed qualifying and most races will run to a two-hour time limit, although two of the six scheduled events will be longer than two hours, according to ASRA.

All 2024 race license renewals and applications received prior to December 31, 2023, have been processed and mailed out, but due to an outbreak of flu among ASRA staff, renewals and applications received since January 1, 2024, are still being processed. As a result, the deadline to renew and keep an existing competition number has been extended to January 15. After January 15, all unclaimed race numbers will be available.

An ASRA Midwest Region “get-together” has been scheduled January 19 at Lake Lawn Resort, 2400 Geneva St., Delavan, WI 53115. RSVPs via the ASRA website are required.

Two BBQ/cookouts for the Atlantic/Mid-Atlantic region have been scheduled April 5-7 at Carolina Motorsports Park and April 27-28 at New Jersey Motorsports Park. For more information, go to www.asraracing.com.

“As you know, 2023 was the first year of the new ASRA,” ASRA’s Mark Lienhard wrote in an email. “While this was a massive undertaking both personally and financially, only with the help of several key people whom I greatly respect helping to rebuild and bring this back would this have been attempted.

“All that being said, 2024 is the year to come out and be even better. We have been working on streamlining processes, creating an easier user experience, upping the ante on the competition level, and creating a safer race day from qualifying grid times and positions for every race for both Amateurs and Experts, separating qualifying sessions for both Amateur and Expert, grid spacing, and starting lights. I want this to be an organization built for the racers by the racers. If you have an awesome idea, send it on.”

The post ASRA: Endurance Racing Changes And More Coming In 2024 appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.

Mini Cup Racers In The Pacific Northwest Will Get The Chance To Qualify For
Mission Mini Cup By Motul National Final
 

IRVINE, CA (January 5, 2024) – MotoAmerica, North America’s premier motorcycle road racing series, is pleased to announce that the NorthWest Mini Moto Club has signed on to hold three Mission Mini Cup By Motul qualifiers at two different racetracks in 2024.

NorthWest Mini Moto Club will host two series qualifiers at Tri City Kart Club in Richland, Washington (May 11 and July 19) and a third at Mac Track in McMinnville, Oregon (June 1).
 
The Mission Mini Cup By Motul National Final will be held at Road America in Elkhart Lake, Wisconsin, August 9-11.
 
The Northwest Series qualifiers will run the full slate of Mission Mini Cup By Motul classes: GP160, GP190, Street GP, Stock 50, Stock 110 and Stock 125.
 
“NorthWest Mini Moto has worked to provide a path into motorcycle racing since our very first event in 2019, and we’re tremendously excited to be offering the opportunity for young Mini Cup racers to earn points for the MotoAmerica Mini Cup National Final at Road America at three of our events this year,” said NorthWest Mini Moto race director Dave Price. “Young riders are the future of our sport, and we believe that MotoAmerica’s Mini Cup program will be a vital part of building that future in our region.”
 
For more information, visit www.northwestminimoto.com

For more information on the Mini Cup series, email ctexter@motoamerica.com

About MotoAmerica

MotoAmerica is North America’s premier motorcycle road racing series. Established in 2014, MotoAmerica is home to the AMA Superbike Championship as well as additional classes including Supersport, Stock 1000, Twins Cup, Junior Cup, and King Of The Baggers. MotoAmerica is an affiliate of KRAVE Group LLC, a partnership including three-time 500cc World Champion, two-time AMA Superbike Champion, and AMA Hall of Famer Wayne Rainey; ex-racer and former manager of Team Roberts Chuck Aksland; motorsports marketing executive Terry Karges; and businessman Richard Varner. For more information, please visit www.MotoAmerica.com and follow MotoAmerica on Facebook, Instagram, TikTok, Twitter, and YouTube.

The post MotoAmerica: NorthWest Mini Moto Hosting Three Mini Cup Events appeared first on Roadracing World Magazine | Motorcycle Riding, Racing & Tech News.