On the other hand, it wasn’t a good day at the office for Championship leader Fabio Quartararo (Petronas Yamaha SRT). The Frenchman said: “Our pace is terrible. We’re losing a lot of performance in the tyres, I have the same feeling as Brno,” with Quartararo finishing 14th on the combined standings. At the same point last weekend, El Diablo was 10th and half a second away. He’s slipped to seven tenths adrift from Espargaro and more importantly, for the Championship, Quartararo seemingly can’t live with Dovizioso pace.
The Frenchman underwent successful surgery on a fractured scaphoid on Wednesday in Italy, an injury that he suffered in the huge Austrian GP crash. Zarco was unable to do a fitness test ahead of Friday’s action as it wasn’t 48 hours after his operation, but after passing the test on Friday, Zarco will now head out for FP3 on Saturday morning.
Sam Lowes (EG 0,0 Marc VDS) has taken Friday honours at the BMW M Grand Prix of Styria in the Moto2™ class, his FP1 1:28.733 was untroubled in the warmer afternoon conditions as Marco Bezzecchi (SKY Racing Team VR46) set the pace in FP2. Remy Gardner (Onexox TKKR SAG Team) finished second in both FP1 and FP2 to remain P2 on the combined times, with Austrian GP winner Jorge Martin (Red Bull KTM Ajo) third overall.
The Ninja 1000SX’s blade is sharper than ever in 2020, with several key refinements.
All right, so you want to go far but you also want go fast, and you need some carrying capacity and comfort while doing it. Asking the world, aren’t we? Maybe your supersport days are behind you, although not too far, and only street riding is on the menu now. Ah, friend, then you’re looking for a true sport-touring machine like the 2020 Kawasaki Ninja 1000SX.
Now, let’s complicate this further. You also want IMU-supported cornering ABS and traction control, ride modes, cruise control, an up/down quickshifter and a full-color TFT display. Those amenities are easy to come by on the upper end of the sport-touring segment, where MSRPs have risen without remorse. But you’re not like most customers; you want it all at a reasonable price.
Seating position is fairly relaxed and upright, and this year’s slightly taller seat creates less knee bend.
The Ninja 1000SX is a machine that’s received continual honing on the engineering whetstone with subtle but crucial updates, and now, it’s been refined to a sharp point. This year, engineers focused on improving throttle response, handling, suspension, and rider and passenger comfort, while also tossing in an up/down quickshifter, cruise control and a TFT display…with only a $200 increase in the list price.
Sitting at the heart of the Ninja 1000SX is a lovely, torque-rich 1,043cc in-line four-cylinder engine. Internally, this is the same powerplant in the previous model, but now it boasts new electronic throttle valves and a throttle sensor to make its throttle-by-wire virtually faultless in any mode.
Put the Ninja into one of four ride modes: Sport, Road, Rain (low power) or a customizable Rider mode, and the Kawi’s lump will eagerly grab you by the scruff with its notable low-end grunt. From there, the massive mid-range takes over and leads you into serious top-end power that will see you quickly hauling the mail in comfort. On the Jett Tuning dyno the 1000SX churned out 124.3 horsepower at 9,500 rpm and 75.4 lb-ft of torque at 8,000 rpm at the rear wheel. Therefore fret not, recently retired sportbike rider—you can still land yourself in front of a judge easily.
The Ninja 1000SX’s in-line-four is a smooth runner, too, thanks to twin counterbalancers, and now revised camshaft profiles have also reduced tappet noise. What truly hides engine buzz now are new dampers beneath the seat, turning the formerly buzzy SX into something quite serene.
New three-piece fairings take inspiration from the H2 and ZX-10 sportbikes, turning up the drama. Graphic decals help keep the MSRP low but paint quality is top-notch.
All of the aforementioned mid-range puff takes a load off the new up/down quickshifter, since you’re able to settle into a gear and simply work the grip. The quickshifter itself shifts commendably on the upshift, letting you bang through that slick six-speed gearbox, but can lurch a tad when auto-blipping at lower rpm. Clutch pull at the adjustable lever is nice and light thanks to the slip-assist clutch, which also helps make sure things don’t get squirrely during aggressive downshifts.
To help the bike meet Euro 5 emissions regulations the intake and exhaust have been updated, beginning with two shorter 45mm intake funnels on cylinders one and four. Coupled with that change is an all-new 4-2-1 exhaust system that has additional catalyzers to ensure emissions standards are met and ditches the dual muffler setup, saving a claimed 4.4 pounds.
Stable and planted —those are the hallmark traits of the 1000SX when on the edges of the new Bridgestone Battlax S22 rubber.
Kawasaki’s Bosch IMU-supported rider aid package is up to snuff with the best of them, featuring cornering ABS (KIBS) and lean-angle-sensitive traction control (KTRC). Save for a bit of overzealous ABS intervention while trail braking in corners, those systems work as intended. TC can be disabled in the Rider mode, but ABS cannot, per Euro 5 requirements.
I will gripe about the actual selection of ride modes, as it takes an inordinately long time to complete when riding. Press and hold the mode button for one-Mississippi and do be sure to annunciate. Touch the throttle in any way and the process is interrupted with no indication. On most bikes these days, the indicated ride mode blinks or the rider is instructed to close the throttle to confirm the selection.
Large, easy to use controls make navigating the menu simple, but the time it takes to switch ride modes need to be shortened.
While on the subject of electronic doodads, we can speak about the 4.3-inch full-color TFT display that indicates everything you could ever want, along with maximum lean angle and brake pressure, for a bit of extra fun. It also supports Bluetooth connectivity. Tech savvy riders will be interested in Kawasaki’s Rideology app, which once paired to your bike features a riding log complete with your route, trip and bike telemetry data. Owners can also customize motorcycle settings as well.
The Ninja 1000SX’s communicative aluminum parameter chassis and sporty 56.7-inch wheelbase are unchanged, but in order to improve the SX’s handling, rake and trail have been tightened up slightly to 24 degrees and 3.9 inches. The updated 1000SX tips in with more eagerness than before, especially at low speed, which it definitely needed. Tight, slow twisties don’t impede the 1000 like they used to and it still holds a line beautifully, with loads of front-end feel.
Bright LED headlights are now standard.
Low-speed bleed ports have been added to the damping circuits of the fully adjustable 41mm Showa fork, relieving negative pressure during an initial hit and making the ride that much more plush. In the rear, a Showa Horizontal Back-Link shock featuring a remote preload adjuster and rebound damping adjustment helps keep the bike in shape.
In practice, the Showa kit offers up a luxurious ride, hiding everything except the most egregious of compression bumps from your senses. It also does a good job of keeping the bike’s 512-pound wet weight in control while cranked over on its seriously grippy new Bridgestone Battlax S22 tires. The shock, in particular, might protest if you start reliving your superbike days—but you aren’t giving up much, and I bet you can guess who will fare better on the ride home.
Kawasaki ditched the petal-style rotors for 2020, improving braking performance.
Kicking the fit-and-finish up a notch is a freshly designed ZX-10R-inspired three-piece fairing set with integrated turn signals. This update paved the way for a new four-position windscreen that achieves a more vertical position. Just don’t try to adjust it while riding, as the release button is precariously placed between the upper triple clamp and instrument panel. In the uppermost position, it directs air toward the top of my helmet on my 5-foot, 10-inch frame—any position below that I felt a good amount of buffeting. Height-blessed riders may want to opt for the taller accessory-touring screen.
Those coming from touring machines with picnic table-sized fairings may feel somewhat exposed on the SX, but I actually enjoy feeling the breeze. The fairings also boast internal venting, redirecting hot air from the rider. It seems to work well on the left side of the bike. On the right side, the clutch cover obstructs airflow if you’re one to tuck your boot against the frame. At temperatures below 90, it wasn’t something I noticed and the bike does well in the heat.
The 1,043cc in-line four cylinder engine is punchy as ever, even with Euro 5 emissions standard compliance.
Of course, we’d be remiss to omit the new LED lighting that provides much more visibility at night. If that night is particularly chilly, the $298.95 accessory heated grips may be to your liking.
Riser handlebars offer a comfortable reach that doesn’t put excessive weight on your wrists and create a riding position residing on the sporting side of neutral. It’s appreciated in the twisty bits and comfortable for freeway mile munching. The comfort hits continue with rider and passenger seats that have been redesigned with denser foam and an improved shape. The seat height is raised marginally to 32.3 inches, which helps reduce knee-bend, making the rider triangle more agreeable on longer outings. There are also accessory low and high seats to help suit your needs.
Twenty-eight-liter saddlebags can stow away full size helmets with a little room to spare.
Long-distance riders will undoubtedly grumble about the lack of a centerstand. Currently, Kawasaki doesn’t offer one, but I say toss a jack stand in the bags and pack a plug kit.
Added to the scrap pile are the former petal-style rotors, which have been replaced with traditional 300mm discs and four-piston Tokico calipers. Feel at the adjustable lever is good, with plenty of power on tap, but could certainly be enhanced by upgrading to steel braided lines. In the rear, a single 250mm disc and single-piston Tokico caliper allow for decent modulation.
The 4.3-inch TFT instrument planel displays everything you need at a glance—in or out of direct sunlight.
The true advantage of a proper sport tourer is its luggage options, and the Ninja 1000SX is equipped with rails to accommodate 28-liter factory saddlebags. At $1,129.95, you’ll get color and ignition key-matched bags that’ll pack away a large size lid when it’s positioned just so. Interestingly, these bags are compatible with all bikes in the Ninja H2 SX and Versys lines. There is an accessory top box option as well, but it can’t be used simultaneously with the side bags due to weight concerns.
Where Kawasaki goes from here with the Ninja 1000SX is something of a conundrum. Save for remedying a few minor quirks, the evolution of the SX is complete. Totally reinventing the SX will undoubtedly drive the price higher, upsetting its appealing cost-to-benefit ratio. For 2020, Team Green has taken a good sport-touring machine and made it a great one, while also ensuring that it’s still one of the best overall values in the segment.
The Kawasaki Ninja 1000SX has been honed to a fine point in 2020 and there’s no better place to experience it than a choice set of twisties.
Nic’s Gear: Helmet: Arai Corsair-X Jacket: Alpinestars GP Plus R V3 Pants: Alpinestars Cooper gloves: Alpinestars GPX Boots: Alpinestars Jam Drystar
2020 Kawasaki Ninja 1000SX Specs:
Base Price: $12,399 Price as Tested: $13,529 (28-Liter Hard Saddlebags) Warranty: 1 yr., unltd. miles Website: Kawasaki Motors Corp., U.S.A.
Engine Type: Liquid-cooled, transverse in-line four Displacement: 1,043cc Bore x Stroke: 77.0 x 56.0mm Compression Ratio: 11.8:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 15,000 miles Fuel Delivery: DFI with 38mm ETV throttle bodies x 4 Lubrication System: Wet sump, 3.2-qt. cap. Transmission: 6-speed, cable-actuated slip- and-assist clutch Final Drive: X-ring chain
Electrical Ignition: TCBI with digital advance Charging Output: 341 watts max. Battery: 12V 8Ah
Chassis Frame: Aluminum twin-spar perimeter w/ engine as stressed member, aluminum subframe & swingarm Wheelbase: 56.7 in. Rake/Trail: 24.0 degrees/3.9 in. Seat Height: 32.3 in. Suspension, Front: 41mm USD fork, fully adj., w/ 4.7-in. travel Rear: Horizontal back-link shock, adj. for spring preload (remote) & rebound damping w/ 5.4-in. travel Brakes, Front: Dual 300mm semi-floating discs w/ opposed 4-piston radial monoblock calipers & ABS Rear: Single 250mm disc w/ 1-piston pin-slide caliper & ABS Wheels, Front: Cast, 3.50 x 17 in. Rear: Cast, 6.0 x 17 in. Tires, Front: 120/70-ZR17 Rear: 190/50-ZR17 Wet Weight: 512 lbs. Load Capacity: 435 lbs. GVWR: 947 lbs.
Performance Horsepower: 124.25 horsepower @ 9,500 rpm (as tested) Torque: 75.40 ft-lbs of torque @ 8,000 rpm (as tested) Fuel Capacity: 5.0 gals., last 1.1-gal. warning light on MPG: 90 AKI min (low/avg/high) 39.6/37.6/33.9 Estimated Range: 185 miles Indicated RPM at 60 MPH: 4,000
Nakagami and Mir sit fifth and sixth on the combined times after their magnificent efforts in FP2. Both riders are looking excellent at the Red Bull Ring having finished fourth and fifth in the opening session on Friday morning as 0.269 covers the top six, despite Espargaro holding a 0.221 advantage. With his FP2 performance, Rins jumps from P15 to P7 to cement his name as a contender in Styria. Viñales and Morbidelli are the two Yamahas inside the top 10, the YZR-M1 duo both improved their times in FP2, while Brad Binder (Red Bull KTM Factory Racing) sits P10 ahead of FP3 – the South African didn’t go quicker in FP2, seeing him slip from P7 to P10 on the combined times.
Vietti had an interesting morning with his fastest lap coming at a cost, as he crashed out unhurt at Turn 1 just moments after jumping to the top of the order. His 1:35.997 was faster than anything we saw at the Austrian GP last weekend and an impressive marker from the KTM man, meaning he sits 0.306 seconds clear of Arenas.
The most successful manufacturer in the past 71 years of premier class competition? Honda. The Japanese giants have claimed 309 wins, with their closest challenger in this department being Yamaha who currently have 231 victory trophies in the cabinet. MV Agusta have 139 wins, with Suzuki closing in on the ton with 93. And, after Dovizioso’s third Austrian GP win, Ducati moved onto 50 premier class wins.
EG 0,0 Marc VDS’ Sam Lowes finished a shade ahead of Remy Gardner (Onexox TKKR SAG Team) in the opening Moto2™ Free Practice session at the BMW M Grand Prix of Styria. A 1:28.733 for Lowes saw the British rider sit just 0.016 quicker than Gardner, with last Sunday’s race winner Jorge Martin (Red Bull KTM Ajo) third fastest in FP1.
Pit-lane start the penalty of Zarco for Austrian GP incident
Section: Competition
Esponsorama Racing sitting out Friday after undergoing wrist operation.
Image: Supplied.
Injured Frenchman Johann Zarco will start from pit-lane in his next MotoGP race, still a question mark for this weekend in Austria after undergoing scaphoid surgery on Wednesday.
The sanction for his high-speed clash with Franco Morbidelli (Petronas Yamaha SRT) that caused last weekend’s chaos was confirmed during FP1 this morning.
According to the FIM MotoGP Stewards Panel of Bill Cumbow, Freddie Spencer and Ralph Bohnhorst, Esponsorama Racing Ducati rider Zarco was ‘found to be riding in an irresponsible manner causing a crash’.
Zarco underwent surgery in Italy this week when it was revealed that he fractured his right scaphoid in the fall, but he won’t know if he’s fit to ride in the Grand Prix of Styria at Red Bull Ring until he attempts to ride in practice on Saturday.
“The operation was good,” Zarco said. “Now I need to wait 48 hours for the medical check, so [Friday] I will not ride the bike – I hope I can do it on Saturday. After the surgery I’m getting better, but I don’t feel ready yet to ride.
“I hope that waiting 24 hours more I will feel better and I can do some laps on Saturday to improve the feelings with the bike. To miss tomorrow the two free practices, it’s not a big drama because we have last week references and the bike is fast in this track.”
Prior to learning of his penalty, Zarco added: “Today I had the meeting with stewards to explain everything well about the overtake to Morbidelli and contrast it with the data. I didn’t do anything crazy, so I hope they understand this and we will wait to the final decision.”
If the penalty is to be served in Spielberg this weekend, the decision is final, however, should he not be fit to ride and it is to instead be applied at a following round, Zarco could have to opportunity to appeal the sanction.
FIM Stewards have penalised Johann Zarco for ‘irresponsible riding’ following his collision with Franco Morbidelli during the race on Sunday 16th August.
The penalty will mean the Frenchman, if medically cleared to race this weekend, will have to start his next race from pit-lane.
This decision will receive a fair bit of criticism from many quarters as many racers, pundits and commentators believed Zarco did nothing particularly wrong and that it was instead just a racing incident. Zarco’s team also presented telemetry that showed Zarco actually braked a little later than he had in previous laps.
At the end of the day though the only opinion that matters is of the FIM MotoGP Stewards panel which is composed of Bill Cumbow, Freddie Spencer and Ralph Bohnhorst.
Zarco still has to get a medical clearance to race this weekend after wrist surgery earlier this week and will not be on track until Saturday at the earliest.
Personally I hope it is wet on Sunday, and Zarco comes through from the back of the field and finishes second to Jack Miller.
Somehow everyone walked away…
Red Bull Ring modifications
Following the incident in the Austrian GP between Johann Zarco (Esponsorama Racing) and Franco Morbidelli (Petronas Yamaha SRT) that brought out the Red Flag, Race Direction have overseen modifications to the inside of Turn 3 at the Red Bull Ring in order to minimise the risk of a similar incident reoccurring.
A new wall has been built to make sure nothing can run on and re-enter the track. The wall is constructed of FIA fencing, tyres and an air fence.
Dorna CEO Carmelo Ezpeleta (right, foreground) looks on as the changes are made to Turn 3. In the centre are FIM Grand Prix Safety Officer Franco Uncini (L) and MotoGP Safety Officer Loris Capirossi
