We regularly read (with regret) that Kawasaki will not return to the premier Grand Prix category. The Japanese brand has, however, been active there twice, and you know the proverb…
However, his career in GP500 then in MotoGP does not argue in favor of a return, despite some really very interesting elements.
After the first chapter on the KR500, then the one on la genesis of the Kawasaki Ninja ZX-RR, and the one on the Kawasaki Ninja ZX-RR MotoGP 1000cc, we therefore invite you to revisit the last green years in MotoGP.
4/ The Kawasaki Ninja ZX-RR MotoGP 800cc in competition
With change from 1000 to 800cc, this 2007 season begins under the sign of total uncertainty.
So let's take the time to listen to the words Ichiro Yoda, who joined Kawasaki's MotoGP project for the 2005 season bringing with him over 20 years of Grand Prix engineering experience after starting his career at Yamaha.
The Japanese engineer has been linked to 3 world titles for Iwata (that of Kenny Roberts Senior obtained with the 0W61 and those in 250cc of Charles Washed et Olivier Jacques) but was dismissed in favor of Masao Furusawa for having designed the engine of the M1 4-stroke 5-valve Max Biaggi with a displacement of only 890cc while the Honda RC211V logically used a 5cc V990 engine.
During the years 2005-2006, the Japanese engineer was therefore the driving force behind the development of Kawasaki's 990cc Ninja ZX-RR, a period which culminated with the podiums ofOlivier Jacque et Shinya Nakano respectively in Shanghai and Assen.
For the 2007 season, Ichiro Yoda takes on a new role in a team Kawasaki Racing Team reorganized entirely in Japan (including chassis manufacturing). Having been tasked in 2006 with managing the development of the Ninja ZX-RR 800cc that Randy de Puniet et Olivier Jacques will use for the first time this season, a promotion to race director means that, this year, Ichiro Yoda will be responsible for all aspects of Kawasaki's MotoGP racing activities.
There have been big changes for the Kawasaki Racing Team since Kawasaki made the decision to bring the team "in-house" for the 2007 season. As part of this reorganization, you were promoted to the position of Race Director , but how has this changed your role for the upcoming season?
“Now that Kawasaki has joined its MotoGP team, my role has changed significantly. Our technical manager, Naoya Kaneko, will now be responsible for technical issues, while I will deal more with the commercial aspects of running a MotoGP team, such as budgetary control. I will also work closely with our competition director, Michael Bartholemy, in other areas, such as human resources and logistics. It's a big change for me, but I'm looking forward to my new role with the team. My biggest task this season will be to implement the new way of operating as an internal factory team, as it will be different from last year. This year we are focusing only on results and development. »
Will you be based in Japan this upcoming season, or will you be moving to Europe to be closer to the team's base in the Netherlands?
“I will be based at Kawasaki Motors Europe headquarters in Amsterdam, approximately two hours drive from the team offices in Heerlen. »
Will your new role still allow you to play an active role in the development of the Ninja ZX-RR?
“Development will continue in Japan, but that does not mean that we will not use external suppliers in Europe for certain components. Because I will be based in Europe, I will be much better placed to ensure that we choose the best supplier for the job, and that the components meet our requirements, both in terms of quality and delivery time. So yes, I will always be involved in the development process. »
Whatever your role, you led the development of Kawasaki's new 800cc machine last season. At the beginning of the development process, you must have had a list of design goals, but what was at the top of that list?
“We knew from the beginning that we would have to rev the 800cc engine harder and higher if we were to release enough power to be competitive. We calculated that we would need to run the first evolution of the new engine at 18 rpm to achieve our power target and, at this rpm, a conventional valvetrain, with return springs, is ineffective. So our first major decision was to run a pneumatic valve system on the new engine. This not only allowed us to achieve our initial goal, but also gives us more options for the future. »
Was the pneumatic valve return system developed in-house by Kawasaki, or was the technology purchased from an outside supplier?
“This technology is not widely used in the motorcycle industry, so we had to source this technology from an outside supplier (editor's note: Del West). But, as many people have discovered the hard way in the past, technology doesn't transfer directly. Many modifications are required to take what is effectively automotive technology and apply it to the very specific characteristics of a racing motorcycle. »
The pneumatic system was therefore identified as having a significant benefit to the performance of the motorcycle, but what effects did this have on the design and implementation of the rest of the motorcycle?
“Of course, we didn't just design the cylinder head first and then think about the rest of the bike afterwards, because the whole thing has to work together as a whole, and each major component has a direct effect on the other components that make up this package. For example, we decided to use an air cylinder head due to the increased rpm, but this had an effect on the rest of the bike. The pneumatic cylinder head is lighter than a conventional cylinder head, and it is also physically smaller. This means the engine is more compact, but it also changes the center of gravity compared to an engine that uses a conventional cylinder head. It's a big change, and it's reflected in other areas of the bike, which had to be designed specifically to complement the new engine. »
It seems that mass centralization is currently a common development goal, but what do you get by centralizing the mass of the bike?
“Mass centralization is the process of centering the mass of the motorcycle in one place. By centralizing mass, and then positioning that mass in the right place in the frame, you produce a motorcycle that is more agile and easier for the rider to turn, especially at high speeds. Fast, precise cornering is essential to a good lap time, especially with the new 800cc machines. The other advantage of mass centralization is stability under braking, which is also important in terms of lap times. »
The rear shock mount is unorthodox on the new Kawasaki 800cc. Was it also designed to improve mass centralization?
“Of course, one of the reasons we use an unorthodox mount for the rear shock, running it backwards in the chassis, is that it places the majority of the weight closer to the center mass of the engine, but the main reason for using this method of mounting the rear shock was for ease of maintenance. Running the shock inverted makes spring and adjustment changes much easier and quicker to make when the pressure is on, during practice and qualifying. »
How many parts does the new Ninja ZX-RR 800cc have in common with the older 990cc version?
“The 800cc machine is an evolution of the 990cc motorcycle, in that we have taken what we have learned over the last four years and incorporated those lessons into the design of the new machine. Yes, there are a few parts left from the 990cc machine, like the running gear and bodywork, but the major components like the engine and chassis are all new. Because the engine has changed so much with the use of the air cylinder head, it would not have been possible to simply change the engine mounts and use the old frame. The bike has to work as a whole, and to achieve that we basically had to design the new bike from the ground up. »
A lot of effort has gone into controlling the power of the ultra-powerful 990cc machines. Is this still the case with the 800cc machine or are you currently experiencing different issues?
“The 990cc bikes had so much power that a lot of our development time was spent trying to counter the tendency to lose rear grip under acceleration. A larger bike could appear quite nervous under acceleration to the rider, and when he lost rear traction it did so suddenly. The characteristics of the 3cc machine are such that it is easier to control the throttle, and the transition between grip and no grip is both smoother and more predictable. The engine is the key to the whole system. Because the engine is smoother with the 800cc motorcycle, it means the whole system is more stable. Interestingly, despite less power, Randy was faster than he has ever been at Sepang in our first test there. This is because he now has more control over the bike; maybe he feels he has more leeway because of this control, and it allows him to ride the bike the way he wants to, rather than having his riding style dictated by the power of the engine. »
This change in style also has implications for tire design and construction. Will there be a significant change from tire manufacturers this season?
“800cc motorcycles place different demands on the rear tire compared to 990cc machines, which means we will see a change in tire characteristics as tire manufacturers gain a better understanding of the new motorcycles. We have a lot of confidence in Bridgestone. This year they are supporting more teams than ever, which means they are collecting a lot of data during testing, and from this data we are confident that they will quickly develop tires specifically designed to meet the characteristics of the 800cc machines. To help accelerate Bridgestone's development program in this first year, we have numerous tire tests planned during the season following race weekends. »
Pre-season testing has been very positive, but testing and racing can be very different. What are your expectations for Kawasaki for the upcoming season and, more importantly, what are your results goals?
“The Ninja ZX-RR 800cc that we will be riding this season is very new, so our first priority has to be the continued development of the bike. But we also have specific objectives in terms of results. I expect both riders to compete for qualifying pole position and race podiums this season. I think a first victory in the MotoGP class for Kawasaki is also a realistic goal for us this year. In the championship, I think a top 7 finish at the end of the season is a reasonable expectation for us. »
We see, as at the time of the KR500, Kawasaki innovated by using a pneumatic valve return for the first time, at the same time as Suzuki. Externally, the ZX-RR 800cc now sports a splendid metallic green and has a 4 into 1 exhaust.
Let's say it right away, with 108 points scored in the championship, Randy de Puniet will be the undisputed leader of this year 2007 for Kawasaki, the French rider even offering a 2nd place in qualifying in Barcelona and a new 2nd place in the race at the Japanese Grand Prix to the Akashi firm.
But let's go back to the start of the season...
Despite the 92 points scored by Shinya Nakano at the end of his third year with the greens, the native of Chiba and resident of Barcelona decides to leave Kawasaki which is in the process of restructuring.
Indeed, in November 2006, Kawasaki parts ways with Harald Eckl who had led his MotoGP team since 2002, due to his “ serious participation in a competitor's MotoGP activities ». It was then a matter of Ilmor, company founded in 1984, by the Swiss mario illien and the British Paul Morgan, two former Cosworth engineers, who will line up the X2007 in 3 in collaboration with Eskil Suter...But had already ridden the bike in Portugal and Valencia.
As a result, Kawasaki also breaks all relations with the latter and the frames of the ZX-RR 2007 will be produced internally while Michael Bartholemy is hired to replace Harald Eckl.
Race director: Ichiro Yoda
Competition manager: Michael Bartholemy
Technical Manager : Naoya Kaneko
MotoGP Project Leader: Yoshimoto Matsuda
EFI Engineer: Danilo Casonato
EFI Technician: Andrea Dosoli
Technically, the big news is the reduction of the MotoGP category to 800cc.
Between any new machine and team undergoing restructuring, we are therefore not rushing to the gate to ride for the greens and, as a result, Olivier Jacques is promoted from the role of test pilot to that of official pilot alongside Randy de Puniet.
Despite this troubled birth, the Kawasaki 800cc shows potential in the hands of Randy de Puniet, who gets his first start from the first row in the 7th round, in Barcelona.
However, Olivier Jacques suffered a difficult and rough start to the season, scoring points in just one race, in Qatar, and returned to the role of development driver after missing the Catalunya race due to injury.
Olivier Jacque: “From the first Grands Prix this year, I was the victim of several falls which often resulted in serious injuries to the back, neck and right forearm. I am tired and physically weakened: I have a lot of difficulty recovering from my injuries and I no longer feel efficient enough to ride at a high level. I've given a lot of myself to this sport, but my body is sounding the alarm and maybe it's time to move on. Obviously, it was a difficult decision to make, but Kawasaki was understanding and we reached agreements for the future which will allow me to stay in this environment that I love and exercise my passion for other side of the fence. »
Fonsi Nieto, ex-Grand Prix 250 driver and current teammate of Regis Laconi at Kawasaki in world superbike, is first designated to replace Olivier Jacques for the French Grand Prix, injured his right forearm after a fall during free practice for the Chinese Grand Prix.
Anthony West, winner of the 250 2003cc British Grand Prix, is hired to permanently replace Olivier Jacques from Donington Park. The Australian scores five points on his ZX-RR race debut in the wet, although he returns to the box behind Sylvain Guintoli.
From July 2007, the competition manager, Michael Bartholemy, confirms that Kawasaki has signed with John Hopkins for 2008 and 2009. In the meantime, the latter will finish fourth in the 2007 world championship for Suzuki with four podiums.
Between Assen and Misano, the Kawasaki ZX-RRs lose their magnificent metallic green to regain a color closer to that of previous years...
During the Japanese Grand Prix, Randy de Puniet obtains the 4th podium for Kawasaki in MotoGP, with second place during this 15th round in Motegi behind Loris Capirossi.
At the end of one of the most eventful races of the 2007 MotoGP World Championship, the Kawasaki Racing team celebrated the superb podium won by Randy de Puniet, 7th placeAnthony West and the rally of the arrival of the wildcard Akira Yanagawa.
Qualified in fourth, the French driver missed his start and was only in tenth place at the first corner. He then went off the track twice and stopped in the pits to change machines, but this did not prevent him from securing his first podium in the premier category. If the start is given on a wet track, the surface does not take long to dry and soon the excitement increases in the pit lane, the drivers stopping in the pits to change machines and switch to slick tires. De Puniet changed his mount at the end of the seventh lap and then fell from eighth to thirteenth place. From then on, he began a breathtaking comeback and found himself in the wake of Loris Capirossi, who will win the race. The Frenchman had, however, seen his engine slightly deflated, following a problem encountered in Estoril.
Randy de Puniet: “ I am very happy because the race was particularly trying. I had chosen a hard rain tire but I went off the track twice in the first laps, losing a lot of time. When I changed machines to slicks, I thought my race was over but I continued to attack. I was very surprised when I saw on my pitboard that I was second. Making a podium in Japan with Kawasaki and Bridgestone is an ideal result. I have to say a big thank you to my whole team because they worked hard to achieve this result. »
Michael Bartholemy, competition manager at Kawasaki Racing : " It was a great race and a great weekend. It's our first podium since the restructuring of the team and it's a great moment for us, especially since it's our home Grand Prix, with our Japanese colleagues who have made so much effort to make the Ninja ZX- RR also competitive. We led the race with Anthony then there was this penalty, but he came back well afterwards and had a superb race. I also have to congratulate Akira, who finally completed his National Grand Prix after five years of waiting. We are on the podium with Randy, we couldn't have done better, unless we won the race! »
In August 2007, with John Hopkins already confirmed for 2008, Anthony West et Randy de Puniet look set to fight for the remaining spot for 2008, but the Frenchman surprises the paddock and Kawasaki by signing with LCR Honda for next season before any final decisions are made. Anthony West is therefore duly confirmed five days later as being the future teammate of John Hopkins at Kawasaki.
At the end of the Grand Prix de Valencia 2007, Randy de Puniet finished eleventh in the world championship with 108 points and Anthony West scores points in 10 out of 11 races. Kawasaki takes fifth place in the constructors' championship (144 points) and seventh place in the teams' championship.
In 2008: John Hopkins et Anthony West have the role of defending the colors of Kawasaki, Olivier Jacques responsible for development with Tamaki Serizawa.
Under the impulsion of John Hopkins, the Akashi brand first caused a sensation by launching a prototype “screamer” engine supposed to be much more powerful during tests at Sepang then at Jerez, a solution abandoned by the greens in 2005 but brought up to date by Ducati on its very fast GP7.
Injured during the Phillip Island test, the American only discovered the beast in Spain but declared himself satisfied: “ Development is still in its early stages, but it is already a good engine. It's like driving a 500 two-stroke, with much less vibration than a “big bang” engine. I hope to be able to benefit from it quite quickly in the race »
Naoya Kaneko, technical director : " We are just beginning development on the screamer and it will be a while before John and Anthony can test it. The screamer's firing order has some advantages over the big-bang version of the same engine. It is more powerful at high revs and the regular firing order requires less physical constraints. However, it also has disadvantages, particularly in terms of flexibility. Last year the transition from 990cc to 800cc resulted in a reduction in power. Since then, tires have progressed, and managing power has become easier thanks to electronics. These factors should therefore favor the screamer engine, we should be able to benefit from the additional power while managing its disadvantages thanks to the electronics »
However, already chronically suffering from a lack of traction, Kawasaki ultimately opted not to introduce this new, more brutal 2008 version of the ZX-RR, choosing instead to develop the 2007 model.
4th in 2007 with Suzuki, the year 2008 will prove much more chaotic for John Hopkins with the Kawasaki…
First injured during the pre-season, “Hopper” started the year well with a 7th place in Jerez then a 5th place during the 3rd Grand Prix, in Portugal. Unfortunately, it would be his best result, with the American fracturing his vertebrae on Friday in training in Barcelona before taking part in the race, then suffering leg fractures at 230 km/h during a qualifying crash at Assen, forcing him to miss the Dutch TT and the following two rounds.
In the end, the disappointment is there, with only 57 points recorded in the championship and 16th place.
But it's even better than Anthony West who only scored 50 points and finished in 18th place in the championship. The latter, unlike his unfortunate teammate, had his high point in Brno, finishing 5th.
With the 5 points brought back by Jamie Hacking during its wildcard in the USA, Kawasaki modestly concluded this 2008 season in 5th and last place among manufacturers, and in 9th position as far as teams are concerned.
From September 2008 Kawasaki confirms the signing of Marco Melandri, former MotoGP world vice-champion, for the 2009 and 2010 seasons.
Michael Bartholemy : " I am confident that Marco will adapt quickly to the Kawasaki Ninja ZX-RR and that together with John he will be able to take us to the next level through the development of the all-new 2009 bike. What is certain is "With Marco and John, we will enter 2009 with our strongest rider line-up since Kawasaki made its full-time return to the premier class in 2002."
In October 2008, an agreement so that Jorge Martinez operates a third ZX-RR in 2009 is mentioned but does not come to fruition, Aspar needing a Spaniard to please its sponsors while Kawasaki wants Shinya Nakano come back.
Conversely, Marco Melandri gets to know the ZX-RR during end-of-season tests in Valencia and Australia.
Everything seems to be in orbit for the 2009 season but, in a few weeks, the decision was made: Kawasaki wants to withdraw from the MotoGP world championship!
On the one hand, the planet is in the grip of a global financial crisis and, on the other, Kawasaki is still struggling with both a machine with a sometimes fragile engine and a chronic lack of traction as well as poor operation. of the very expensive team in the eyes of the Japanese…
Between December 30, 2008 and January 9, 2009, Kawasaki Heavy Industries (KHI) therefore announced that they would not ultimately set up a factory team in 2009, and the standoff immediately began with Dorna Sports who heard enforce the past commitments of Akashi's men.
A compromise was finally found for the coming season, with a Kawasaki renamed Hayate (which in Japanese means "Hurricane") provided for the sole Marco Melandri, in a structure still managed by Ichiro Yoda and Andrea Dosoli promoted to the role of team manager replacing Michael Bartholomew. The announcement was made a few hours before the first test which took place in Qatar on March 1.
The men in black Hayate Racing Team are well present there and Marco Melandri found the machine with which he had only done a few laps at the end of last year.
Marco Melandri : " It was hard to be back on a MotoGP after several months, but the main thing is that I already have a good feeling on the Kawasaki. I need a lot more time. I only did a few laps and my times were quite slow because of the mud on the track. The bike is very different from the 2008 one I rode in November; I need a few more hours to really adapt but my first impressions are pretty good. The three days of testing were good. We still have a lot of work to do to find rear grip and more traction, so we will have to continue to progress and make big changes to find our true potential. At the moment we are not 100%, so we will have to work hard to find out where we are compared to the other drivers. »
Andrea Dosoli : " This test is important for us to evaluate our potential. The chassis and engine are completely new. The rain doesn't help us, because we need to know where we are in good conditions. We are happy to have Marco on the bike, he is a talented rider with a lot of experience. »
A week later, the Italian provided some details on the official MotoGP.com website: “ The contract with Kawasaki was canceled. I had to make a big financial sacrifice, but what I wanted most was to regain my confidence. I have nothing to lose. A month ago, I had one foot outside the World Championship, and I now have a team that works only for me. This is my motivation, and I want to show Kawasaki that they were wrong in choosing to stop development. We weren't fast in Qatar, that's a fact. But the bike made a good impression on me. I don't know how much progress we can make between now and the start of the season, but the team assured me that they will work hard until the end of March. I know that we will not have the support of the manufacturer, but we must consider all the work done to date. If we manage to improve the bike, I think it will be fine. Obviously it will be a lot harder if I finish last every Sunday, but I don't want to think about that now. »
During the test in Jerez, at which Oliver Jacque is present as an advisor, optimism remains perceptible...
Olivier Jacques : " Maybe I will ride, but our goal this weekend is to get as much information as possible with Marco, to study the performance of the bike compared to the others. My mission is to advise Hayate on tuning the machine, and to help Marco get the most out of the bike. We'll see if I continue to work during the 2009 season. As long as the budget allows, we can do other tests. For now we will start like this. Development of the motorcycle has been stopped for now. Marco has to tune it for his own riding style and we will have to work from his feedback after the races. As for the chassis, we discovered a problem at the rear which we fixed after the first test, and I immediately liked how it handled from the front. I hope to help him keep his motivation because working alone in a team is not easy, especially in this team's situation, so he needs to have support and trust in his team. He knows that everyone will do their best for him, and I will also try to help him as much as possible. I think this bike has good potential. Marco is intelligent and if he wants to race at the front, he will succeed. He has the potential. »
Marco Melandri : " The test went well for me, especially after Qatar where we struggled a lot. We have continued to work since then, and here we focused on the settings. We're not far from the middle of the grid, and that's pretty good. I lost a lot of time this pre-season and the bike is brand new, so it was important to ride in the wet. »
Andrea Dosoli : “We came here with new pieces and they allowed us to progress. We fixed some issues we had with the rear of the bike. From now on, the factory will continue to produce parts and help us maintain the engine for the season. They will help us if there is a problem. I trust them. »
And indeed, 14th in Qatar, 6th in Japan, 5th in Jerez and 2nd at Le Mans in a race started in the wet and finished in the dry, the year 2009 begins in full progress for Hayate and Marco Melandri...
Marco Melandri : “It’s great to be back on the podium. A month and a half ago, I could hardly imagine drinking champagne again, so this is one of the best moments of my life. The 2008 season was very difficult for me, and now I am working to get my speed back. It was tough because my wet tires were a bit too soft for these conditions at the start and I wanted to change bikes every lap, but it was too early. Maybe I should have changed bikes a lap later, so I tried not to make any mistakes and keep the pace. In the end I really had a good race. I know it will be tough in Mugello but I will enjoy today. I would like to thank my team and Carmelo Ezpeleta (CEO of Dorna) who helped me stay after Kawasaki left. »
Andrea Dosoli : " This is a fantastic result. Marco was fast in the wet and in the dry. We weren't 100% confident about the rain settings, but I guess that was the case for everyone since we didn't have any data to prepare for. Marco got off to a good start and kept a good pace in the wet. He may have changed bikes a little too early, but Lorenzo was incredibly fast and it was impossible to follow him. The team is very motivated. Everyone wants to get good results and so far that's the case so we're happy. This podium is a bit of a dream but we have to be realistic and we think we have the potential to be in the top eight. »
Unfortunately, the rest will be a little more chaotic, with good results in Germany, the United Kingdom, Malaysia and Australia, but also some good falls and places outside the Top 10 during the other races.
Finally, Marco Melandri is far from unworthy and ranks 10th in the championship with 108 points, a result as good as that of the Kawasaki riders when it was a factory team!
Unfortunately, as expected, the ax falls at the end of the year and 2010 will see Marco Melandri back at San Carlo Honda Gresini, with whom he had spent three seasons marked by five victories and the title of vice-World Champion MotoGP in 2005, while we will find the name of Hayate Racing Team only at the very beginning of the new Moto2 category, in a structure subsequently renamed Forward Racing.
Kawasaki's adventure in the premier Grand Prix category does not, however, stop quite there, since the Forward Racing team, born from an association between Giovanni Cuzari et Andrea Dosoli in 2010, hence the name Hayate, lines up FTR–Kawasaki for Colin Edwards et Claudio Corti in 2013 after racing Suter in Moto2 for 3 years.
Unfortunately, with these CRT Opens, we are a long way from the MotoGP of the Akashi brand, no part being identical with the official ZX-RRs or not, and the engine well prepared by the French company Akira being from the series .
The following year, the Avintia Blusens team presented its BQR–FTR Kawasaki CRT in the hands of Mike Di Meglio et Hector Barbera, with a bodywork really very close to that of the 2009 ZX-RR…
Over the year, these machines received a frame derived from the Superbike and Akira even went so far as to put on the track a cylinder head equipped with a pneumatic valve return, but the adventure ended there, undoubtedly due to lack of financial resources.
End of the story.
Why won't Kawasaki return to Grand Prix? Because his experience there is limited to a few years, first of all with the original but interesting KR500, an engineering exercise quickly abandoned after 3 years, then, 20 years later, after again wanting to clear a few areas (aerodynamic), fairly brief experiences in 1000cc and 800cc, each time very poorly experienced in Japan, as well technically as humanly and financially…
The financial crisis of 2008 having already put an end to Akashi's activities in MotoGP, the health and economic crisis of 2020 eradicates, if necessary, any chance of seeing the greens again in our favorite sport in the medium term, the latter preferring to dominate a Superbike category, however, bought by Dorna Sports since their departure from the Grands Prix.
We will soon continue this illumination of the past with the will-o’-the-wisp Ilmor X3...
