Dragon Moto-Tours run accompanied touring events across the UK and Europe. They have chosen the Versys 1000 as their lead bike, Kawasaki News UK caught up with them after their most recent event in Ireland.
Since buying the Versys 1000 in August 2012 it has now
covered in excess of 12,000 miles and just over 1,000 of these have been over a
recent 6 day tour to Ireland and if you want a few days away this is a great
part of the world to visit on two wheels, offering you a good mix of roads,
routes and scenery.
Our visit to Ireland took us first over to Dun Laoghaire and
then a ride north to pay a visit to Phillip McCallen motorcycles in Lisburn
where he sells Kawasaki’s as well as other machines.We got a great welcome from Sam McClure the
General Manager and Phillip was also on site and we had a photo taken alongside
some of his racing leathers which are now on display in his shop.
Just some of Phillip McCallen's mementos
From here we rode onto watch practice for the Cookstown 100
road race which proved to be an exciting afternoon, first time we’ve
experienced any road racing and will certainly not be the last.Our ride to east of Belfast to our hotel from
Cookstown was an interesting one in torrential rain and a howling gale – at one
point the bikes were blown sideways by the gusts of wind but even fully luggaged,
the Versys handled extremely well.
On the Saturday we rode on a 200 mile route around
Strangford Loch and the stunning scenery of the Mourne Mountains
before heading towards Larne and inland through the Bann Valley.There were several changes of terrain for our
route this particular day, we had motorway, single carriageway, some gravel
tracks, country roads and coastal routes – the Versys is a perfect all-rounder
for this variety of roads and extremely comfortable.
A quiet moment by Strangford Loch
After a couple of days in Northern Ireland we rode across to
Enniskillen and onto the West Coast and the stunning scenery of County Clare
which was to be our base for the next two nights.We had a 285 mile ride on the Sunday to our
hotel in some very blustery and wet conditions so when 35mph winds were
forecast for the following day, Jan decided to ride pillion and use the
opportunity to take some photos “on the move”.
We rode to the Cliffs of Moher which are just awesome and
well worth a visit (so good we are taking a tour there in May 2014!).
Now that's what you call cliffs !
The promised high winds came in but they were fortunately devoid of much
rain and any dark clouds that rolled in over the sea soon passed by.We continued to ride around the spectacular
coast line (*photo4) and over The
Burren which is the largest karst landscape in Europe – a very eerie rock
formed area with spectacular riding roads and scenery.
Spectacular coast roads beckon
We then rode alongside the Shannon Estuary
before a final photo opportunity by the coast and back to our hotel for our final night before
returning to Holyhead on the Tuesday.
This was a short trip with not only a mix of roads and
terrain but varying weather conditions.The performance of the Versys 1000 was never in doubt and the fuel range
is excellent when on the ride to County Clare the 240 mile range was tested and
proved correct!!!
The trusty Versys 1000
Since August 2012 the Versys has covered over 12,000 miles
and continues to make us smile.
As trend-setters and sales leaders in the vibrant
middle-weight naked class, Kawasaki has enjoyed unrivalled success with its
Z750 super-naked Streetfighter style machine with over 125,000 units sold so
far in Europe.
Bringing the new Z800 and Z800 e version to a fiercely
competitive marketplace, the company has drawn heavily on its engineering and
styling expertise to create machines that look set to continue Kawasaki’s class
dominance.
Now – in response to significant media and public
interest – the engineers and designers have stepped into the lime-light to add
a new and interesting dimension to the Z800 story. In their own words, they
have been keen to explain what the very essence of Z means; and how the forty
year dynasty of the Z family blends with their approach to a cutting-edge
machine expected to lead the market in terms of style and sales.
Matching the traditional Japanese notion of team work
with an additional focus on highlighting individual talented engineers and designers,
the Z800 project has pushed the Z family boldly forwards without losing the essential
Kawasaki DNA as Head Designer, Keishi Fukumoto, explains.
“With the Z750 as a starting point, we wanted to take a
step aside and consider the meaning of Z for Kawasaki. As one of the most
popular bikes in Europe – and a machine that many other manufacturers have
tried to emulate – the Z750 deserved a worthy successor.
First designs were sketched in Paris
Because of this European focus, we considered key words
in several European languages that we felt described the attributes of the Z
family and started our thinking from there.
Two key words emerged over all others, form and ferocity.
These words helped dictate the image of the bike as a whole, its entity and personality;
in other words its reason for existing”.
As Project Leader in charge of engine and development,
Hideheko Yamamoto was keen to integrate the design ethos into the way the engine
and chassis performed.
“Already the Z750 had established a reputation as easy to
ride around town and on sporty twisting raids. European customers told us that
power and acceleration is a key attribute so, with an increased engine size and
short gearing, we improved the acceleration feeling in some key areas such as
low and intermediate road speeds.
By increasing the bore rather than the stroke of the engine
we have delivered even more Z power feeling and enhanced the character of the
machine.
In terms of the chassis we concentrated on the rider
ergonomics and suspension settings. While the Z800 and Z800 e version may look
extreme, we wanted a natural riding position so that every ride would prove
enjoyable.
As an example, by ensuring that the area immediately behind
the fuel tank was narrow, the rider’s knees are brought closer together which
gives excellent response, feedback and manoeuvrability.”
The aggression is obvious
For Mr Fukumoto (who has worked in the field of motorcycle
design for 25 years) and the Kawasaki in house design department, the narrow
mid-section of the machine was also important as they wanted the centre of the
bike – particularly the fuel tank area – to accentuate the trademark Z forward inclined
stance.Ultimately this would provide
the perfect backdrop for the essential “face “ of the machine, its headlamp and
instrument cowling. Having resolved this, Fukumoto asserts that the rest of the
design began to suggest itself.
“In total up to 300 design sketches were made with many
amendments and rejections…. I kept asking myself “is this good enough?” – we
did not simply rely on our own opinions, we also asked other staff members to
contribute.
Our target customer is European and in their 30’s and has
a keen eye for motorcycle design – our research showed that they would use a Z800
or Z800 e version for everyday riding and for touring at weekends.
For use as a commuting machine we took usability into
account. We tried to keep the design elements simple as this is a naked bike.
All parts, surfaces and materials need to harmonise – as an example the sub-frame
on the side of engine needs to integrate with the engine even if it is made
from a different material.”
Naturally with a considerable Z heritage – and a highly
successful machine in the form of the Z750- the perception of the new machine would be crucial to its success as Fukumoto explains.
“Of course we study trends but, equally, we don’t want
the machine to have only short term appeal – the design must be an evolution of
Z not a revolution.
Following the Z750 this bike has very big shoes to fill,
the design had to have substance and integrity so we were not obsessed
necessarily with what looked simply “cool” or “trendy”.
Things are taking shape
With the design direction signed off and scale models
sculpted, the early physical manifestation of the latest machines in the Z line
were built and testing began, as Hideheko Yamamotoexplains.
“A clear goal was to deliver even better handling and
stability than the Z750. The suspension components, their action when riding
and general settings were all improved, so too rider comfort. In fact, even
first test model showed good engine and chassis performance which was
encouraging.
As these goals were quickly attained we spent a greater
part of the time focusing on comfort and ride feeling. The whole team are happy
with what we have achieved.”
Clay model sees sunlight
As spokesmen for an enthusiastic and dedicated team of
designers and engineers, it is clear that Fukumoto and Yamamoto have a shared passion
for creating new and innovative motorcycles.
Equally, their desire to reflect the Kawasaki’s heritage
and Z family spirit has obviously influenced the design direction of the Z800.
Undoubtedly Kawasaki fans will be just as eager to see the fruits of their
labours in terms of the next generation of machines currently under
development.
Kawasaki’s take on
a big capacity “Streetfighter” style machine burst onto the motorcycle
landscape in 2004 and made a huge impact for a whole raft of reasons over and
above its intriguing visual presence.
With a lusty engine
unit based on the venerable Ninja ZX-9R supersport bike, the “Zed Thou” used a
mix of Kawasaki iconography from the early and mid-70’s, the 80’s and beyond;
shapes, images and timeless styling cues drawn from a rich heritage by a development
team led by the now legendary designer, Shunji Tanaka.
Fresh from penning
the world’s most successful ever sports car for Mazda, Tanaka moved to head
Kawasaki’s K-Tec design division and to say he had a sea-change influence from
day one would not be an exaggeration. With the sort of confidence you get from heading
the MX-5 design team, Tanaka-san applied as much radical surgery to K-Tec
itself as he did to the catalogue of embryonic concepts and half-formed new
model ideas he inherited.
Some early colour options
De-structuring was
at the heart of his plan. “Take apart, rebuild and reflect” was the theme and
by so doing fresh, interesting and new ideas emerged. For the Z1000 – and many
other new models such as the epoch making ER-6n – Tanaka created a western
element of competition within the young, forward thinking design team.
Vying with each
other to produce the most influential and workable concept for the Z1000, the strongest
and most practical design won out and the junior designer who drafted the most striking
sketch was asked to work alongside Tanaka to guide the personality and look of
the new bike. Unlocking this latent enthusiasm pushed Tanaka’s team, and Kawasaki,
to new heights and created the platform for today’s innovative machines.
At an uncharacteristically
emotionally charged media launch in Germany, the Z1000 hit the ground running
thanks to a widely reported speech by Kawasaki’s then head of motorcycles,
Shinichi Morita, as Editor of AshOnBikes.com, Kevin Ash, explains.
“Morita admitted in
a brave and dramatic break with Japanese tradition that the previous years of
falling sales worldwide were due simply to Kawasaki failing to satisfy its own
customers. He said that Kawasaki’s bikes; “had become too broad in their focus and
their appeal was becoming diluted, so it was harder for people to know what
Kawasaki stood for. Bikes like the Z1000 should be powerful, bold, different
and exciting”.
Those pipes are amazing!
Kevin has ridden
all the most influential machines of the last twenty years – his opinion counts
and he liked the Z1000 right from the start, saying in his Daily Telegraph report.
“The champagne
finished grenade-launcher silencers were not only original and eye-catching,
there were a deliberate link to earlier good times rolling as a modern take on
the first Z1’s memorable four-pipe system.
It was savagely
quick too, with lots of high rev power, just as a Kawasaki ought to have. As a
warning shot to rivals that Kawasaki was back doing what it does best, this was
uncomfortably close to the bows...”
It wasn’t just the
new Tanaka-led regime at K-Tec that marked a change in thinking with the advent
of the new Z1000. The Kawasaki factory hierarchy were also keen to draw a line
in the sand with the radical streetfighter style machine on the back of Mr
Morita’s startlingly frank comments at Intermot, the German international
motorcycle show.
Moving on to invite
a small, hand-picked coterie of journalists to Kawasaki’s beating industrial
heart in Kobe, the likes of MCN Editor, Marc Potter, then met the design team,
toured the factory and were allowed the very first media rides on the Z1000 in
a suitably impressive environment, as Marc explains:
“The trip really
was something truly special and, to top it all, Kawasaki wheeled out every
single one of the men behind the motorcycle for us to interview. Every trick
was pulled to make sure we knew the sheer size and weight of Kawasaki, from a
full factory tour including the rare honour of being shown Kawasaki’s private museum,
to dinner with the company President.
The bike was
something special too, redefining Kawasaki as a company with an exciting new
style and attitude that started the modern era of sales of Japanese naked
motorcycles which continues to this day.
Riding it on the
mystical volcanic island of Miyazaki with a backdrop of hot rock pools and
steaming volcanoes we half expected Godzilla to step onto the road! Instead we
got a great bike on some incredible roads and knew that Kawasaki really meant
business with this exciting new bike. It was one of our biggest-selling issues
of the year and the Z1000 started a shift in UK motorcycling trends.”
Think about it for
a second, you have a brief to design a “mass-produced machine with a unique personality”,
something that can be proudly owned and ridden “as-is” as well as acting as a
platform for further personalisation. It worked and spawned a raft of
after-market parts from Kawasaki and a mass of accessory manufacturers, all fuelling
the owner’s desire to fashion their very own personal Zed.
In addition, every
model of modern Z1000 continues the invisible yet tangible thread of machines
that feed the emotions and unswerving loyalty of a legion of Kawasaki fans.
People who live and breathe Kawasaki like three members of the Zed Owners club
we spoke to, Dennis, Gary and Marcus. We asked them all what attracted them to
Z1000’s and whether Kawasaki’s heritage was important to them.
Dennis – who owns
one of the most radical Z1000’s on the site with a huge rear wheel and single
sided swing-arm said: “The "raw" looks of
the Z1000 attracted me first, then, after I’d bought one, the way the power is delivered.”
Dennis' bike - stunning
Owner
of the most recent 2010 Z1000 in Orange, Gary, from Ireland agrees, saying: “I
love the aggressive styling. Prior to the modern Z1000 manufacturers
concentrated on naked bikes having a “retro” appeal so the Z was a breath of
fresh air with an unmistakable appearance. The winning combination in all three
modern generation Z’s was achieved by putting a super smooth and powerful
engine in the bike”
Telford resident Marcus
added: “I used to own a 2007 Z750 and all the time I used to visit
bike shows to find my next replacement with no luck as there was just nothing
that I liked.
That’s
until the new Z1000 was launched. It had all the equipment I wanted, radial
brakes, fully adjustable suspension, plus the bike also maintained some of the
previous generations style but with a modern look.”
Properly
into their Kawasaki heritage, all three were sure that KHI’s engineering background
was important.
Marcus commented that; “Kawasaki owners I know from our forum www.ZedOc.co.uk are very
loyal. We have quite a few members on not only their 3rd or 4th Kawasaki but
many on their 3rd or 4th Z1000.
Moody in Black and White from Marcus
Gary said; “Kawasaki
riders tend to be very loyal to the brand and Kawasaki Owner Groups like ours
like ours tend to be amongst the most loyal bikers to their brand on the
planet. I think the latest incarnation of the Z1000 captures Kawasaki’s
commitment to the rider, presenting an ultra-modern street bike yet keeping
within the spirit of the Z”
Gary's tasty Zed
Agreeing,
Dennis said; “Yes, it’s important because it shows what and who Kawasaki is..
and what it stands for. Look at the technical growth and innovation of the last
decades; it makes you proud to ride a Kawasaki.”
From a dealer perspective,
there is equal enthusiasm for the Z1000 – launched as it was, at the start of
the “naked revolution”; the trend for un-faired bikes that made the Z750 a Euro
best seller and tempted many litre Supersports owners away from race-rep machines.
Dan Fulford from
Bridge Motorcycles in Exeter commented; “It has a really addictive induction
roar, and I think that’s one of the things that makes it so appealing to Ninja customers
who now perhaps want an upright style of bike without losing the hard edged Kawasaki
image. To be honest, you could take every badge off it and it would still be
easily identifiable as a Kawasaki, that’s surely the hardest test of a manufacturers
DNA and the Z1000 and new Z1000SX pass this exam with flying colours”.
Certainly as a
logical mile stone in a development path that began with Mr Morita’s speech,
the appointment of Tanaka-san and the creation of the stunning Z1000 and its
siblings, the Z1000SX is a deservingly widely acclaimed machine. Traditionally
hard to please, motorcycle journalists are falling over themselves to praise
the SX and SX Tourer.
According to no
less than former WSB Champion, Neil Hodgson (who rode all three models at a
recent dealer launch), the praise is justified and points the way forwards for
many riders.
“What Kawasaki has
done is basic common sense but also rather clever. While they’ve developed the latest
Ninja to retain its hard-core appeal, they have recognised that some riders
want to looks of a Supersport but the convenience of a more conventional bike.
Mr Neeves gets his knee down
At the same time,
there are a huge number of riders who identify with Kawasaki’s heritage personified
by the looks and attitude of the Z1000. I don’t think anyone realised what a revolution
was started in 2004 and Kawasaki fans are now reaping the rewards of that bold,
forward thinking, move”.
One of the primary reasons why Kawasaki’s racing efforts in World
Superbike have taken such an upswing in recent times is an intense testing
schedule, which takes place away from race weekends.
The
important role testing plays in going racing to win is difficult to underestimate,
especially in a closely matched championship such as SBK, where six major
manufacturers are vying to beat each other every time out.
Sykes in Winter testing
There are
two main types of test for major teams like KRT. Off-season testing, when
points are not up for grabs and thus any major changes to a bike or its set-up
can be made before a final direction of development strategy is settled on.
Then
there are the mid-season tests, which either allow new parts or modified
settings to be used and evaluated, with a more tactical viewpoint, before they
are used in the heat of battle.
Guim Roda (Right) is always in contact with the team
We asked
the KRT personnel most in the know about the role of testing in SBK racing for
their opinions about how important extra track time is, at any stage of the season.
Team
Manager Guim Roda, understandably, sees things from an overall point of view,
as he is the man responsible for all aspects of the squad when they get to the
racetracks. “In winter-testing, from my side, there are three main points,”
said Roda.
“One is trying to create a clear space between the last race of last
year and the first race of next season. You use it to recharge the batteries
for next year. The next point
is like when you go to school. If you do not study you cannot get a good result
in the exam. Winter testing, even all testing, is like when you study, so you
can get good results on a race weekend. It is difficult to develop new ideas
during a race weekend.
Also in
the off season this is the time to develop, especially in a factory team,
because this is when you can understand what development is coming and also you
know the information you will send back to Japan.”
Baz and his Crew Chief, Pere Riba
Loris Baz’s
Crew Chief Pere Riba has been part of the Kawasaki development programme for a
long time, and understands the methodology very well. “Winter testing is about
working with a factory in the background to improve the bike. It is important
because during races it can be difficult to test depending on what new things
come along. In the race weekend you have to get the maximum from the base you have
to get a good result.
When you
change some big points, for example in the geometry side, you cannot get the
best result in one day. You need more time, and sometimes you need different
tracks to confirm 100% what you are doing. It is very easy to lose the line
when you are developing a bike. If you try something new and it is a good thing
on three tracks, then it is a good thing!
Nowadays,
it is more difficult in testing and also less difficult. Now you have many ways
to modify the bikes, so if you know 100% what you want, you can go there. But
this can also be a negative if you lose the direction.”
Riba and the Showa technician listen
As a
former top level rider himself, Riba also understands the importance of keeping
the rider’s ‘eye’ in. Viewing life at 300 kilometres per hour is not part of
the normal human condition, so riders need regular exposure to more than 220
bhp and over 320 kilometres per hour to be at their best when the season starts,
or a big gap between rounds is encountered.
“The
rider must be used to the sheer speed of the bike. Even if you test with a
motocross bike or a supermotard, it just is not the same. The real test is on the
Superbike.”
Marcel
Duinker, Crew Chief of Tom Sykes, is another who firmly believes a much more
extensive testing programme has shown benefits from last year to 2012. “I think
we have shown that testing is very important,” said Duinker. “It was the second
year of the Ninja ZX-10R, but the previous year the development was not as
extensive as this year, so after the final round in Portimao in 2011 we started
from scratch.
Marcel Duinker
When everything is new you need to build on a solid base by
testing. You can test many times but if you have the knowledge in house after a
few tests then you are done and you must face your competitors first. You can
test ten times but four is enough. You set-up your bike, go fast, and then suddenly
think to yourself, “OK, what else?”
Tom and Marcel are a tight team
Duinker
continued, “When we were in Almeria in January of 2012 we said, “OK, what will
we do now? Beat the lap record? OK let’s do it.” But after that you go out and
meet your competitors in a race and after one race you know straight away what
to work on next. You then know what is your biggest limitation. During the
season you realise that we are short in this or that area of performance. This
year the team gave us the opportunity to go out for testing when we found a limitation
on the bike and this is one of the reasons why we are so close to the top now.”
Ichiro
Yoda, Racing Manager from KHI, is responsible for the project overall, with
particular emphasis on engineering developments from the factory back in Japan.
He explained that testing, both off-season and in the middle of the season, is
simply vital when you have a non-stop cycle of development going on back at the
headquarters.
“After
every race we have a clear target to improve for the next race,” said the
experienced
Yoda. “If we have a rush in the racing activity then we have no time to bring
new parts. We have quite limited time on race weekends, 45 minutes free
practice and then suddenly we go to qualifying to set a lap time. If we have
testing opportunities away from races then we can evaluate things before we come
to a race meeting. The final judgement of everything is at races. If we have a
good result on the dyno, or on the Japanese test track, the final judgement
must still come from these two riders, Tom and Loris.”
Yoda is the link with KHI
Yoda also
looks at the human element as important. Along with the need for regular
testing there is also the need for rest and relaxation, now forced on everyone
in any case by a testing ban through all of December to mid January.
“Testing
is very important, also to keep the physical condition and sharpness of riders.
In the off-season you bring all new things to test. With the winter testing ban
it can be a problem but also the riders have to ‘switch off’ sometimes and
enjoy their lives; that includes the mechanics and everyone else.
Team staff study the data
Boxes of spares and tools
Also
myself! Even during the testing ban, back in Japan the development work never
stops. When I go to KHI in Japan every day they are working until late at
night. They work very hard. We pushed things forward a lot in the end of the
year in 2012.”
The final
result of all that combined effort was coming to within half a point of the
championship itself, proof positive that an integrated and extensive testing
programme, done well, makes a real difference when it comes to race day
possibilities.
Top riders from the Superbike World Championship
paddock have been flying the flag for the Kawasaki family over the winter
months - and not only on the racetracks - but at major shows and exhibitions.
Being a top
professional rider is a demanding job. In some unusual ways as well, as it
happens. The intensity of competition, the need to perform every time out and
the travel involved in racing and testing are all part of the job for these
remarkable people. But there is also another side to their role, an important
one for the factories and manufacturers they represent, but also an important
one for the fans and media.
The Kawasaki stand at Motorcycle Live
Over the past few weeks riders like Tom Sykes and
Loris Baz (Kawasaki Racing Team) plus WSS champion for Kawasaki in 2012 Kenan
Sofuoglu have been attending shows and exhibitions as representatives of
Kawasaki, meeting visitors and enthusiasts as well as local media and industry
figures.
Soon after the race season had been completed both
Sykes and Sofuoglu headed to the first big show of the winter, Intermot in
Cologne, while French pairing Baz and Fabien Foret appeared at the main French
Kawasaki dealer convention immediately after the final race of the season in
Magny-Cours.
For Sykes, a flurry of testing has been punctuated by
visits to the EICMA show in Milan, Italy, and - not one but two - visits to the
Motorcycle Live show at the NEC in Birmingham, UK. His team-mate Baz had a
similar schedule, while Sofuoglu was another star for Kawasaki at the EICMA
show, and at numerous events in his native Turkey, where he is a true sporting
star of national significance.
Sykes, who moved from being ‘merely’ a top SBK rider
to an SBK Superstar after missing out on the championship title by only half a
point in 2012, said, “I was at the EICMA Show in Milan and the Kawasaki stand
was very busy there. We got a lot of attention, which was nice to see. I
enjoyed the day and spent a lot of time doing autograph signings at the show. I
was very flattered by the amount of Italian fans that I had. It was awesome to
be honest. I also did the NEC show in the UK at Birmingham, not once but twice,
and also a Kawasaki Riders’ Club session at the NEC. The Kawasaki Riders’ Club
night was really good because the fans got the chance to ask us all – Loris
Baz, Chris Walker, Danny Buchan, all those guys – some questions one-by-one.
Sykes signs for the fans in Birmingham
It
was good fun and it went on for a long time, to the point that much longer and
I would have stayed the night, because they would have locked us in at the NEC!
It was really relaxed and I hope it gave the Kawasaki Riders’ Club members
something a bit extra. It was good to meet the fans away from racing too. I
also got the chance to hand over the Joan Lascorz tribute helmet I wore at the
final round of the year to Colin and Sharon Williams, who put in the highest
bid for it on the online auction. It was really good to manage to hand it over
personally and we spent a bit of time together with them. We added in another
couple of gifts from myself, a nice set of gloves and a Kawasaki leather jacket
– they deserve it for the great gesture of making the highest bid, with the
money it made going to my team-mate Joan.”
Tom Sykes with the Joan Lascorz helmet winners, Colin and Sharon Williams
Sofuoglu, who made his first Kawasaki season a
championship-winning season, said, “I did the EICMA show in Milan and I have
had a very busy time after winning the title. When you are world champion they
want to see you! I have also been to the FIM Gala in Monte Carlo, to collect my
championship award, and have been doing many things at home in Turkey. I was
really busy with so many PR things and public appearances.”
Kenan is a sporting star in Turkey
Kenan, along with his 2013 team-mate Fabien Foret, had
the launch of his Mahi Racing Team Kawasaki squad in India recently too. This
was an event which pulled in a lot of media attention and also broke some
ground for the first visit of the SBK and WSS classes to India, for the
inaugural bike race at the Buddh International Circuit in March next year.
Launch of the Mahi Racing Team
Loris Baz, at only 19-years-of-age, found 2012 a huge
learning experience, off track as well as on. “I also did some shows for
Kawasaki, the EICMA show in Milan and then the NEC in the UK,” said the tall
Frenchman. “I am also going to Japan for Kawasaki as well. The EICMA Show was
good and I live only two or three hours drive from there, so it was not so
difficult for me to get to it. I was glad I went because it was a good
experience and a really big show.”
Loris Baz meets a fan
The top riders will now get a chance to kick back
before the season starts in earnest again, and in the SBK world that is a very
early start. The first round of the series takes place in Australia in late
February, after the final European tests, starting immediately after the winter
testing ban lifts in mid-January. See more pics and add your comments at Facebook: Kawasaki News UK See us on here on @Kawasaki_News
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.jpg)
.jpg)
.JPG)
.jpg)
.JPG)
.jpg)
.jpg)
.JPG)
.jpg)
.jpg)
.jpg)
.jpg)
.jpg)
.jpg)
.jpg)
.jpg)
