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World Superbike
WSBK: Kawasaki Representing For The I4
Kawasaki is proving that a standard-layout, screaming inline four can still do the business in World Superbike.
(Photo: Kawasaki Racing)
There was a recent consensus in Superbike World Championship racing that the days of the ‘conventional’ four-cylinder race machine were coming to a close. And closing day was accelerating towards us.
If you didn’t use a twin, a vee, or a simulated twin, you were about to become an endangered species on the SBK podiums.
Given the overall results of the races in 2012 so far, with the Kawasaki Ninja ZX-10R well in the leading group, that thinking is already out-of-date.
Why?
Largely because of the arrival in the inline four-cylinder SBK world of another three word phrase connected by hyphens - ride-by-wire. Or, if you go back to its original engineering application, fly-by-wire. Or, in the terminology of KHI's Kawasaki Racing Chief Ichiro Yoda, drive-by-wire. Hereafter we will be calling it DBW, but whatever you call it, its adoption by all the top manufacturers in SBK racing as the way to control final throttle opening is probably the main reason why so far conventional fours have won six races, spread across three manufacturers. Four riders of these types of machines find themselves inside the top six places just after the halfway point of the season.
“I can say that the biggest difference between last year and this year is engine management,” said Yoda-san, who has already seen Tom Sykes win a race on a DBW-equipped Ninja ZX-10R in 2012 and finish on the podium six times. Six pole positions can also be added to the haul of measurable and increasing success for Kawasaki’s DBW ‘screamer’.
“Basically, the DBW concept is a big help for the racing four-cylinders,” continued Yoda. “Normally they have good power but it is difficult to get the best power delivery from zero throttle to maybe 40-50% throttle. In this area the four-cylinder is a bit aggressive, and there is also some delay in response. So from throttle to rear tyre the linearity is a little bit less than others - the vee-four engine and the vee-twin engine. With this DBW system, it helps in this area. Kawasaki did not have this last year. So DBW and Engine Management systems help a lot. Honda started at the end of last year, Suzuki now also, BMW already has it - and all these four cylinder machines go forward. So, it looks like together they realise that what we can do, they can do, and vice-versa.”
The good news for fans of the Kawasaki Racing Team is that there is still more to come from the official Kawasaki entry. “Even if we put out more power the DBW system can manage it,” said Yoda. “It can make things more friendly to the rider and more easy to ride, so it looks like with the in-line fours, the current package, we can increase the power. That means we can still be better in the future. Our bike is a year-and-a-half old but it still has more potential.”
If you didn’t use a twin, a vee, or a simulated twin, you were about to become an endangered species on the SBK podiums.
Given the overall results of the races in 2012 so far, with the Kawasaki Ninja ZX-10R well in the leading group, that thinking is already out-of-date.
Why?
Largely because of the arrival in the inline four-cylinder SBK world of another three word phrase connected by hyphens - ride-by-wire. Or, if you go back to its original engineering application, fly-by-wire. Or, in the terminology of KHI's Kawasaki Racing Chief Ichiro Yoda, drive-by-wire. Hereafter we will be calling it DBW, but whatever you call it, its adoption by all the top manufacturers in SBK racing as the way to control final throttle opening is probably the main reason why so far conventional fours have won six races, spread across three manufacturers. Four riders of these types of machines find themselves inside the top six places just after the halfway point of the season.
“I can say that the biggest difference between last year and this year is engine management,” said Yoda-san, who has already seen Tom Sykes win a race on a DBW-equipped Ninja ZX-10R in 2012 and finish on the podium six times. Six pole positions can also be added to the haul of measurable and increasing success for Kawasaki’s DBW ‘screamer’.
“Basically, the DBW concept is a big help for the racing four-cylinders,” continued Yoda. “Normally they have good power but it is difficult to get the best power delivery from zero throttle to maybe 40-50% throttle. In this area the four-cylinder is a bit aggressive, and there is also some delay in response. So from throttle to rear tyre the linearity is a little bit less than others - the vee-four engine and the vee-twin engine. With this DBW system, it helps in this area. Kawasaki did not have this last year. So DBW and Engine Management systems help a lot. Honda started at the end of last year, Suzuki now also, BMW already has it - and all these four cylinder machines go forward. So, it looks like together they realise that what we can do, they can do, and vice-versa.”
The good news for fans of the Kawasaki Racing Team is that there is still more to come from the official Kawasaki entry. “Even if we put out more power the DBW system can manage it,” said Yoda. “It can make things more friendly to the rider and more easy to ride, so it looks like with the in-line fours, the current package, we can increase the power. That means we can still be better in the future. Our bike is a year-and-a-half old but it still has more potential.”
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