Testing is a chance for riders to get prepared for the MOTUL FIM Superbike World Championship, but it’s also a time for teams and manufacturers to try new components and find gains. Tenths of a second, or even hundredths or thousandths, could be the difference between a good day and a bad day, with the recent tests at Jerez and Portimao the last chance to confirm items before everything is sent to Australia for Round 1. Here, we detail some of the latest updates spotted in the pitlane.
DUCATI’S CHANGES: adapting to new regulations
The focus for winter testing at Ducati has been adapting Alvaro Bautista’s (Aruba.it Racing – Ducati) machine with the extra weight he’ll race with in 2024, with the Bologna-based manufacturer aiming to minimise the impact. Across the box, Nicolo Bulega tried a radiator cooling system at Jerez although this was discarded on Day 2. In terms of Independent outfits, Sam Lows (Elf Marc VDS Racing Team) had new fork internals and new stuff from Ohlins, Danilo Petrucci (Barni Spark Racing Team) was running with a new lower seat at Portimao while Michael Ruben Rinaldi (Motocorsa Racing) tried a new exhaust and a swingarm that ‘Petrux’ had tried, although the #21 wasn’t a fan at Portimao.
REFINING THE R1: what were Yamaha trying?
Yamaha were working on lots of aspects for Pata Prometeon Yamaha duo Jonathan Rea and Andrea Locatelli, plus their riders at other teams. New forks were fitted to the Yamaha R1 machines which provided extra stability under braking in a straight line as well as improved grip while turning. There were different swingarm variations on display too, track surface sensors and some chassis items. At GMT94 Yamaha, Philipp Oettl tried a thumb brake on his machine at the Portimao test as he adapted to his new bike.
LOWES ON DEVELOPMENT WORK AT KAWASAKI: lots to try on the ZX-10RR…
With Alex Lowes becoming de facto team leader at the Kawasaki Racing Team WorldSBK, as Axel Bassani adjusts to life on the ZX-10RR, he carried out the bulk of test items. A new swingarm, works on the chassis, new items from Showa, a slightly different front fork and electronic work to help extract the power better were all part of his programme. In the box next door, Tito Rabat (Kawasaki Puccetti Racing) was on a factory bike, leased to the team from KRT, while the Spaniard also tried a new triple clamp and swingarm.
BUSY TIMES AT BMW: test team alongside two race teams
With new recruit Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) already making waves, there’s a lot of optimism at BMW. There was a new swingarm on display at both tests – van der Mark revealed he didn’t like at Jerez but did at Portimao – while BMW Motorrad Motorsport Director Marc Bongers explained there was some revised aero on the M 1000 RR. Electronic works continued, while there’s also a new engine specification for all six riders (two at ROKiT BMW, two at Bonovo Action BMW and two from the test team) who were at the tests.
HONDA’S TESTING PROGRAMME: the new machine with lots of changes
Japanese manufacturer Honda unveiled a new package last year and the thoughts immediately were positive, although the last couple of tests have proven to be more challenging. Team HRC’s Iker Lecuona and Xavi Vierge’s new machine includes revised aerodynamics, chassis, gearbox, a lighter crank and split throttle bodies. At the Petronas MIE Racing Honda Team, Tarran Mackenzie and Adam Norrodin only tested on Day 2 at Portimao with a hybrid bike featuring items from both 2023 and 2024. They hope to have the full 2024 package in Australia.
A NEW ERA BEGINS: watch everything from an unmissable 2024 campaign using the WorldSBK VideoPass!
An aggressive rider posture adapts the ergonomics on the 2024 Suzuki GSX-8R from open and comfy to quite sporty when required.
The Suzuki GSX-8R takes an ironic turn in the evolution of motorcycles. For decades we’ve extolled the virtues of sporty standard-style motorcycles over dramatically more aggressive pure sportbikes, but American riders largely turned up their collective nose at naked bikes and ignored them in favor of swoopier sportbikes.
The Honda 599 and 919 came and went seemingly without notice. Same for Kawasaki’s Z750, BMW’s F 800 R, Yamaha’s FZ8, and Aprilia’s Shiver. The only really successful naked bikes were the Ducati Monster and Suzuki SV650.
A set of forged-aluminum handlebar clamps provide a sportier riding position than the naked 8S, with the bars 60mm lower and 6mm forward.
But now the script has been flipped, and sales of pure sportbikes are but a blip on the radar, while every manufacturer successfully sells sporty nakeds. A recent example is Suzuki’s GSX-8S that debuted last year. Powered by a new 776cc parallel-Twin also found in the V-Strom 800, the 8S proved to be both sporty and utilitarian, capable of nearly any type of riding.
And now here we are with the new GSX-8R, which is a slightly sportier version of the 8S, but it’s a far cry from something like a GSX-R. You’ll notice the new fairing, but you might not notice the new Showa suspension, accounting for the $440 price increase over its stablemate’s $8,999 MSRP.
The GSX-8R is available in Metallic Matte Sword Silver and Pearl Ignite Yellow, as well as the Metallic Triton Blue of our test bike.
“We wanted,” says Suzuki, “to create a new middle-class standard in the sport segment that achieves high levels of practicality and rider-friendliness.”
Road and Track | Suzuki GSX-8R Review
To demonstrate the breadth of capabilities offered by the GSX-8R, Suzuki invited us to Palm Desert in California for a ride on rural and mountain roads, followed the next day by sessions at a racetrack.
First impressions were favorable, as the 8R displays nice fit and finish details that belie its sub-$10K price tag. Three colorways are available, and I think they all look great. For my steed, I chose the Metallic Triton Blue version that best represents Suzuki’s heritage. Scaling in at 452 lb with its 3.7-gal. tank full, it’s easy enough to wheel around but not exactly light. The seat is placed at 31.9 inches.
The GSX-8R carves corners like a sportbike but without the punishing ergonomics of a sportbike.
Our street ride took place on a chilly and damp day, climbing out of town from 440 feet above sea level on the Palms to Pines Scenic Byway, cresting at nearly 5,000 feet. I was grateful to be aboard the 8R rather than the 8S, as its fairing provided welcome shelter from the elements. The windscreen is low but reasonably effective, and I was also pleased with the airflow deflection offered by the fairing, which kept my legs shielded from the wind.
On a typically sunny California day, this road invites horizon-tilting lean angles, but damp sections and automobile bottle-ups thwarted sporting maneuvers. It was difficult to determine if the Dunlop Roadsmart 2 tires lacked grip or if it was simply the fault of the cool pavement. I switched the bike’s ride mode from A (active) to B (basic) to help moderate throttle response in conjunction with the traction-control system, which can be set independently if desired.
An attractive fairing is the key distinction between the GSX-8R and its naked sibling, the GSX-8S.
Antilock brakes provide another level of security, although the system doesn’t benefit from an IMU, so it doesn’t feature a cornering ABS function. Regardless, the triple-disc brakes are precise, allowing a rider to deftly apply just a hint of application to scrub off 1 or 2 mph while angling into corners. The Nissin radially mounted front calipers deliver a firm lever feel despite not using braided-steel lines.
The most frequently used rider assist on the 8R is the standard quickshifter, which allows clutchless upshifts and auto-blipping downshifts. It works reasonably well but not with the seamlessness as experienced with other quickshifters that benefit from data gathered by IMUs.
The muffler and catalytic converter are tucked away under the chassis for a cleaner appearance that exposes the 8R’s aluminum swingarm.
After descending the mountain road, we were faced with a boring straight one that provided the opportunity to settle in and evaluate the 8R’s cockpit and ergonomics.
The tubular handlebar from the 8S is traded for a pair of clip-ons that are about 2 inches lower and a smidge farther away from a rider. They deliver a sportier riding position but one that’s a mile away from truly aggressive, similar in ergos to the GSX-S1000GT sport-tourer. A moderately tight seat-to-footpeg distance might cramp riders long of leg, but the seat proved to be comfortable after hour-long stints in the saddle.
The 5-inch TFT instrumentation from the 8S is also used on the 8R, providing a bright and readable display with a large analog tachometer. It’s a modern but basic system that is easy and intuitive to navigate via switches on the left handlebar.
The GSX-8R uses the same highly readable 5-inch color TFT instrument panel as the 8S. The lower portion can be toggled to display coolant temperature, ambient air temperature, dual tripmeters, fuel consumption, and fuel range.
Motor’n | Suzuki GSX-8R Review
This was my first chance to sample Suzuki’s first all-new engine, and the 776cc parallel-Twin proved to be amiable and sweetly tuned. It uses the Low‐RPM Assist System that automatically increases engine speed as the clutch lever is released for smooth getaways. The patented Suzuki Cross Balancer mechanism, consisting of two counterbalancers, tames vibration beyond what’s experienced from most parallel-Twins.
The 8R’s clutch cover and magneto cover have dark gray finishes that complement the body colors, with the Suzuki name revealed in a contrasting machined silver. Note the stubby outlet from the stainless-steel exhaust system that muffles and cleans in a chamber below the chassis.
The engine is friendly and vibe-free, but what it isn’t is thrilling. It makes accessible and usable power, supplying the necessary grunt to elicit satisfaction while performing most street duties, but when pointed down a deserted road, it feels a little strangled at its top end. Power hounds will wish for more.
Suspenders Surprise | Suzuki GSX-8R Review
An upgrade from the 8S is the Showa suspension that replaces the Kayaba components. There are two surprises here. First, there isn’t any suspension adjustability other than rear preload. Second, it’s remarkable how well it works at providing comfortable bump absorption as well as respectable chassis composure.
The 41mm Separate Function Fork-Big Piston inverted fork nicely holds up its end of the bargain with 5.1 inches of travel. The SFF-BP design uses an oil-bathed spring in one fork leg, while the other leg uses a big-piston damping circuit, which saves a bit of weight while delivering more precise damping characteristics. The link-type rear suspension incorporates a Showa shock that has a single-rate spring rather than the progressive coil on the 8S. It uses a cam-style spring-preload adjuster for easier adjustments than the more basic locking-ring design.
The 41mm Showa SFF-BP inverted fork provides excellent front-end feedback despite its lack of adjustability. Nissin radial-mount brake calipers deliver reassuring feedback via 310mm rotors.
As set up, I noticed the rear end lacked a bit of rebound damping and consulted with Suzuki engineers. They told me the 8R is sprung for a 165-lb rider, so to accommodate for weightier American physiques, they added a step of preload on all the test bikes. My geared-up 155-lb mass doesn’t require as much spring, so I backed off the preload one position and enjoyed better rebound-damping balance.
The final portion of our street ride was accompanied by sunny skies and dry roads that culminated in a fun descent on Montezuma Grade into Borrego Springs. Finally, we could push the 8R like a sportbike, leaning into corners briskly enough to skim the pavement with footpegs. Good front-end feedback had me salivating for exploring the bike’s limits at the twisty Chuckwalla Valley Raceway.
A position light is placed above the stacked headlights rather than to the sides as on the 8S. A duct below the windscreen was incorporated to reduce turbulence hitting riders.
Chucky Cheese | Suzuki GSX-8R Review
When we arrived at Chuckwalla, I smiled as I saw a row of GSX-8Rs ready for flogging and fitted with Dunlop Sportmax Q5+ tires. With warm pavement and grippier rubber, I donned my leathers and soon began dragging knees.
Streetbike, commuter, lightweight sport-tourer, and trackday toy, the GSX-8R can do it all.
Sportbike snobs have disdain for motorcycles without aluminum frames, but just like the Kawasaki ZX-4RR I tested last year, motorcycles with steel frames have nothing to be ashamed of aside from some extra poundage. The 8R demonstrates its GSX-R heritage and provides a capable and secure platform to explore sporting limits.
I didn’t expect a 452-lb sportbike with sport-touring ergos to comport itself so well on the racetrack, but it wasn’t the first time I’ve been mistaken, as the missus often reminds me. A firm set of trustworthy brakes combines with neutral steering responses for trustworthy composure when leaned over all the way to – and sometimes beyond – the footpegs decking out and grinding on the tarmac.
A close look at the footpegs reveals beveled nubs, an indication of the fun that was had on the 8R as well as its racetrack limits.
It’s only on the straightaways where the 8R comes up a bit short. The 776cc Twin that works so well in the V-Strom 800 and in most street scenarios with the 8S and 8R feels a bit breathless when exploring the upper reaches of the tachometer. Its redline is just shy of 10,000 rpm, but it’s claimed to produce peak power at 8,500 revs, so there’s no advantage to screaming it out. When we dyno’d the identically tuned GSX-8S, it spat out 76 hp to its rear wheel at 8,300 rpm. I discovered the 8R gathers speed better when leaving some revs on the table and shifting at 9,000 rpm.
The 8R’s speed on a racetrack is limited only by cornering clearance and mundane engine output.
Regardless, I can attest that if you took a GSX-8R to a trackday, you’d be impressed by its composure and sure-footedness while scratching pegs. Chuckwalla has a fairly smooth surface, so the rudimentary suspension wasn’t greatly taxed and held up both ends without complaint.
Sum Up | Suzuki GSX-8R Review
The GSX-8R isn’t a fire-breathing dragon like its GSX-R siblings, but it has plenty of sporting potential.
The GSX-8R’s best attribute is that it straddles a wide line in the world of motorcycling – an all-in-one machine. It’s docile and friendly for commuting duties, but it’s also fun and engaging when ridden like a sportbike. Strap on some luggage, and it can be a reasonably comfy and capable sport-touring rig. Suzuki’s accessory line offers side cases, tankbags, a taller windscreen, and heated grips to help transport you to the next horizon in style and comfort.
Complaints about the 8R are few. I would’ve liked to have seen a mildly hot-rodded motor to up the ante from the 8S, and an aluminum frame would’ve trimmed a few pounds from a moderately portly curb weight. An IMU and fuller suspension adjustability would be welcome additions.
But all those things would add to Suzuki’s build costs, resulting in a bike that would likely push past $12K. In this era of ever-increasing prices, the GSX-8R’s MSRP of $9,439 hits a sweet spot of value and capabilities that set it apart from similar offerings on the market. To ease the way into 8R ownership, Suzuki is offering 1.98% introductory financing for it.
The GSX-8R is designed to appeal to riders across a wide range of ages and levels of experience.
Prior to testing the bike, the jaded and expert journalists at the launch didn’t seem terribly excited about riding what seemed to be a relatively tame motorcycle. After two days experiencing the GSX-8R on road and track, our preconceptions had been banished. It proved to be one of those rare machines that feel greater than the sum of its parts.
Episode 68 of the Rider Magazine Insider Podcast is sponsored by FLY Racing. Host Greg Drevenstedt talks with his friend Kevin Duke, a longtime motojournalist who is editor-in-chief of American Rider, about new/updated 2024 motorcycles, the popularity of adventure bikes, the rise of high-tech bikes, having big fun on little bikes, dirtbikes from Triumph and Ducati, and more.
A few riders have caught the eye during testing for the 2024 MOTUL FIM Superbike World Championship, with Andrea Iannone’s (Team GoEleven) performances definitely turning heads at both Jerez and Portimao. With more days of testing under his belt, the latest coming at the Autodromo Internacional do Algarve, ‘The Maniac’ gave an overview of his test programme in Portugal as well as discussing his goals for the 2024 campaign.
“WITH RACE TYRES, WE ARE MORE OR LESS THERE”: Iannone optimistic after testing
This season will mark Iannone’s return to competition after four years, linking up with Team GoEleven on the Panigale V4 R. Although he hopes to have the 2024 package in Australia, Iannone has been impressive in testing using last year’s material as he recorded fast times and strong pace at both Jerez and Portimao, finishing the latter just outside the top ten on his first visit to the ‘rollercoaster’ on a race bike.
Summing up his Portimao test, Iannone said: “In general, I don’t feel so bad. With race tyres, we are more or less there. We are quite fast. It’s possible to improve a little bit, and we have to, with race pace but the difficulty for me is the track. With a race bike, I’ve never ridden this track and it was really difficult because I didn’t have a reference. Every area is completely new. I had a lot of fun and day-by-day, I recovered my old feeling with the work in the garage and with the people. It’s good for me. I know every day is a little bit better. This is the most important thing. The feeling with the bike always improves when you ride more.”
“I THINK THE TARGET IS HIGH”: what to expect from ‘The Maniac’?
With more and more laps recorded, more valuable mileage gained and generally picking up more experience of the bike and the Pirelli tyres, Iannone will be aiming for good results from the start of the season. The iconic Phillip Island hosts Round 1 in just a couple of weeks, a circuit the 34-year-old knows well, with two podiums in MotoGP™ back in 2015 and 2018. Revealing his hopes for 2024, Iannone revealed he didn’t want to have “big expectations” but believes the potential to be fast is there.
Previewing his rookie season, the one-time MotoGP™ race winner said: “It’s a good start. We don’t know what to expect but it’s important that we work well. I don’t want to have big expectations because we will have really difficult moments, but also the possibility of having really good moments. I think the target is high because we are here to have good results. Now is just the beginning and we need time to arrive at the top. In any case, we started with all our strength.”
A NEW ERA BEGINS: follow Iannone’s rookie season in style using the WorldSBK VideoPass!
Harley’s iconic Road Glide bagger is completely redesigned for 2024 but you can still easily recognize the shark nose fairing. (Harley-Davidson/)
We saw Harley’s returning models announced earlier this month but now the Milwaukee brand has revealed the ones with updates for 2024. The two with the most significant revisions are the reworked 2024 Harley-Davidson Street Glide and 2024 Road Glide, both getting many of the same styling, suspension, and electronics upgrades that initially appeared on their CVO Street Glide and Road Glide counterparts last year (both of which return for 2024 unchanged).
The redesigned 2024 Street Glide (and Road Glide) now rolls with the more powerful Milwaukee-Eight 117 engine and upgraded Showa suspension. (Harley-Davidson/)
2024 Harley-Davidson Street Glide | $25,999
Headline news for both the Street Glide and Road Glide models this year is the bigger Milwaukee-Eight 117 powerplant, which adds new liquid-cooled cylinder heads as well as a new cooling system. It’s a major upgrade from last year’s standard bikes, which rolled with the M-8 107 powerplant and produced just 86 hp at 5,020 rpm (claimed); for the M-8 117 mill, we’re looking at a healthier 105 hp and 130 lb.-ft. of torque (again, H-D’s claimed numbers). While there’s no variable valve timing on this engine as on the CVO’s VVT 121ci engine, it’s still a nice boost.
A 12.3-inch TFT touchscreen dominates the inside of the fairing and allows access to infotainment as well as performance adjustments. (Harley-Davidson/)
Harley also says the bikes are lighter as well as more powerful and comfortable than the outgoing models, and 2024 also sees the addition of a new infotainment system for both Glides, complete with a new 200-watt audio amplifier to power a pair of fairing-mounted speakers. You now navigate the menu via a huge 12.3-inch TFT color touchscreen, which is where you can also select from four ride modes: Rain, Road, Sport, and Custom. This giant screen is also where you’ll interact with the infotainment systems on both models, as it replaces all the previous analog instrumentation and most switches.
New LED lighting strips and adjustable air vanes mark the fork-mounted batwing fairing on the 2024 Street Glide. (Harley-Davidson/)
The visuals have been tweaked too, with modern, more sculpted styling cues, particularly in the Street Glide’s redesigned fork-mounted fairing and the Road Glide’s frame-mounted unit. Both fairings also offer improved air management, according to H-D, while still keeping the classic batwing and shark nose profiles. The fuel tanks also feature a new shape, while the one-piece seat’s shape has been redesigned and the padding improved for long-haul comfort.
Redesigned fairing on the 2024 Road Glide also features a new windshield with air management and revised LED lighting arrangement. (Harley-Davidson/)
2024 Harley-Davidson Road Glide | $25,999
On the suspension front, we see a new 49mm Showa fork (with Dual Bending Valve internals) that offers 4.6 inches of travel along with preload-adjustable dual shocks that increase travel to (ahem) 3 inches. The bikes also receive larger 320mm brake rotors with radial-mount calipers up front and a 300mm disc at the rear.
As the bikes are purported to be lighter this year, that should result in noticeably better stopping power. But all the upgrades to these standard models have likely made the ST versions of the Street and Road Glide redundant; the only ST you’ll find in the 2024 lineup is the completely hopped-up CVO Road Glide ST, featuring a Milwaukee-Eight 121 HO engine.
Both the Road Glide and the Street Glide can be ordered in Chrome or Black trim options. Base MSRP for both bikes is $25,999, but black trim adds $1,350. (Harley-Davidson/)
2024 Harley-Davidson Street Glide / 2024 Road Glide Specifications
Price:
$25,999 / $25,999
Engine:
Liquid-cooled, 45-degree V-twin; 4 valves/cyl.
Displacement:
1,923cc
Bore x Stroke:
103.5 x 114.3mm
Compression Ratio:
10.3:1
Transmission/Final Drive:
6-speed/belt
Claimed Horsepower:
105 hp @ 4,600rpm
Claimed Torque:
130 lb.-ft @ 3,250rpm
Fuel System:
Electronic Sequential Port Fuel Injection
Clutch:
Wet, multiplate slipper/assist
Frame:
Steel tube w/ two-piece backbone and bolt-on rear subframe
Front Suspension:
49mm Showa fork; 4.6 in. travel
Rear Suspension:
Dual emulsion shocks, spring preload adjustable; 3.0 in. travel
The MOTUL FIM Superbike World Championship paddock hit the iconic Autodromo Internacional do Algarve for a two-day test earlier this week and, appropriately given the circuit’s nickname, there was a rollercoaster of emotions stemming from teams and riders. Lots of positivity was met with bouts of pessimism in the last European test before jetting Down Under to the season-opening Australian Round and, of course, the two-day Official Test leading up to lights out.
Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team): “We are 99% ready to race… unbelievable lap time!”
Toprak Razgatlioglu left Portimao with a smile on his face after impressive lap times and race pace: “It was a fantastic day because we did a really good job. Now, we are 99% ready to race; the feeling is good. Every day, we are getting better because we improve the bike. On day two, with the SC0 tyre, I did some 1’39.8s maybe three or four times. With the SCX, I did a 1’39.2s; this is an unbelievable time! I was really surprised. At the end of the day, thanks to Bonovo because we asked for an SCQ tyre, but we only improved by a tenth. I didn’t make a 1’38s, but maybe next time! I did 15 laps in a race simulation. On two laps, I did a 1’39.9s, then after, I’m in the low 1’40s, which are very strong lap times on the SC0 tyre. It looks like we’re ready to race but we are still learning. I feel like the bike is my bike, I’m riding in my style. Turning isn’t 100% but we are close. Every day we are learning and improving.”
Alvaro Bautista (Aruba.it Racing – Ducati): “Maybe I’m not 100% and I cannot push to the limit”
On the other hand, two-time Champion Alvaro Bautista could only manage P15 on day two at Portimao: “Basically, I can say that it has been better than Jerez but not enough. On day one, I felt a lot of improvement from Jerez about my physical condition, but on Tuesday, I felt a bit worse than Monday. Maybe this track is more demanding. It’s not too painful but it’s always there and it’s not easy. Also, we worked with the bike, and I think we took the setup that wasn’t the best because, at the end of the day, we saw the way we started on from day one, maybe I’m not 100% and I cannot push to the limit. Maybe that way wasn’t correct, but we realised at the end of the day. I’m not 100% but I think we miss something on the bike setup. A difficult two days, but now we have some time to think about the setup of the bike and try to recover a bit more for Australia.”
Jonathan Rea (Pata Prometeon Yamaha): “I’m not completely satisfied!”
New Yamaha recruit Jonathan Rea completed a long run at Portimao and found speed as it progressed: “We just worked focused on our workload again, trying to confirm the bike. I’m not completely satisfied with the feeling out there, but I did a longer run to understand the tyre drop here, and I got faster and faster during that. There’s some positives but I think we need to improve our out and out speed a little bit. I wasn’t completely comfortable so we’re still looking to find that optimum setup for my style. We tested some suspension ideas, chassis parts, different geometries with setup as well. I was starting from a Jerez base setup. We ended up somewhere similar to that to be honest, after trying and trialling lots of ideas so it tells you we’re sort of in the ballpark.”
Andrea Iannone (Team GoEleven): “We are quite fast… the target is high!”
WorldSBK rookie Andrea Iannone is poised for a rollercoaster campaign ahead of his debut in the Championship: “With the race tyres, we are in a good position. We are quite fast. It’s possible to improve a little bit and we need to, but the difficulty for me is the track. With the race bike, I’ve never ridden here, and it was really difficult because I didn’t have a reference. I had a lot of fun. We tried something with the setup, but we’ll receive the 2024 package in Australia and, I’m positive. I signed before we started in this way and on this level. Some moments are completely unexpected. We don’t know what to expect and it’s important that we work well. I don’t want to have big expectations because I know we will have really difficult moments, but also, the possibility to have really good moments. I think the target is high. We are here to have really good results.”
Iker Lecuona (Team HRC): “It’s my third season in WorldSBK… I don’t feel a big improvement”
Iker Lecuona was left wanting more after two difficult tests at Jerez and Portimao: “Day two was hard and difficult. Firstly, because on my first flying lap, I crashed at Turn 7. It’s a fast corner. We changed the bike on day one, and I completely forgot. I arrived, completely lost the front and then we lost all the morning to repair the bike. Even with the crash, we still struggled. We didn’t find a way; we didn’t find anything that works well on the bike. We don’t know why or what we need to change. That’s the reality. It’s the last day of testing and to go to Australia with this feeling is not the best. It’s my third year in WorldSBK and, for now, I don’t feel a big improvement. We improved sometimes but, in the end, what is clear is that we’re not ready to even fight in the top ten. Let’s see in Australia in the two days of testing whether we can find anything. It looks like a hard year.”
Nicolo Bulega (Aruba.it Racing – Ducati): “I was very fast… I am happy because my race pace was good”
There’s been no stopping 2023 WorldSSP Champion Nicolo Bulega in testing, who rounded out the Portimao test with P2 and lap record pace: “Obviously, I need to adapt as I’m not at 100% but it’s normal. We’re working very well all together. I’ll go to Australia with good positivity. The lap was with the SCQ but with the SCX, I was very fast so apart from lap times – which are important but not a lot – I am happy because my race pace was good. I think testing has been very good; we started at Jerez with a normal feeling but every day, my feeling was getting better, so this is very important and I think we have some margin. We’ll try to be more ready in Australia. It’s a little bit better than expected. I don’t have a lot of things to do; more time on the bike, do more laps and understand the bike better with worn tyres and low fuel. I am excited and looking forward to Australia with this amazing bike, as Phillip Island is my favourite circuit.”
Marc Bongers (BMW Motorrad Motorsport Director: “The target is at least a win”
BMW boss Marc Bongers revealed the changes made on the M 1000 RR and his goals to bounce back from 2023: “We’ve built on the package from last year. Some minor changes in all areas really; chassis, electronics, aerodynamics. Just minor updates but to complete the package and it’s a pleasure to see that Toprak didn’t seem to take a lot of time to adapt. Since we could carry the setup from Jerez to Portimao and it immediately works, we are convinced we have a good base package. We need to get back to the podium. We had several in 2022 but a hard year in 2023. The target is at least a win, but I would imagine that we’ll see several podiums.”
Alex Lowes (Kawasaki Racing Team WorldSBK): “We’ve opened that window up a bit… we can be excited”
De facto KRT team leader Alex Lowes spent Jerez and Portimao working on end of race pace and was optimistic after the second test: “Here and at Jerez at the end of last season, we’ve been working really hard on used tyres at the end of long runs. My pace was strong today, I think we have a strong race pace. I enjoyed riding the bike and did 90 laps. We’re pretty much ready now with the items we want to choose heading into the first round at Phillip Island. We’ve made a step. We’ve made the bike easier to ride and manage. The window was quite small, but we’ve opened that window up a bit. I think we can be excited going into the first round.”
A NEW ERA BEGINS: follow an unmissable 2024 campaign in style using the WorldSBK VideoPass!
As the 2024 MOTUL FIM Superbike World Championship moves closer, now is a great time to look back on last year’s unforgettable campaign with the Official Programme Collection, featuring all 12 programmes from last season’s incredible rounds. From Phillip Island in February to Jerez in October, each round had a detailed Official Programme covering the entry lists, schedules, interviews, quickfire questions and much more. Check out more information on the WorldSBK Store.
The collection comes in a hardcover box to protect the iconic programmes, which are jam-packed and full of information and entertainment for WorldSBK fans everywhere. A “Get to Know” section means you get to know your favourite riders in more detail, while there are other special interviews which reveal more information about the behind-the-scenes aspects of the Championship for teams and riders. There are also some incredible pictures from the season just gone as well as riders explaining how to navigate the challenges of the tracks that featured on the 2023 calendar.
