Donor bike - 2009 Kawasaki ZX-10R

The showroom at Colchester Kawasaki is the starting point for all of the team's Superbikes according to shop owner and team Commercial Director, Ian Stewart.

"The guys just pick bikes at random as they are delivered and then start the long process of transforming them into full blown Superbikes. It's nice for the customers to know that the bikes being raced once started life as stock available for sale at our showroom in Colchester".

Stripping off all the unnecessary brackets and road paraphernalia takes a few days and, gradually, the bikes are made lighter. In addition, much of the road technology is replaced by specialist racing components for what is recognised as one of the World's most competitive Superbike championships.

Weight 162 Kg

"The first 10 to 15kgs are pretty easy", claims Dean Harris, the Team's Co-ordinator. "After that you have to get your thinking hat on and start being a lot more creative. Obviously titanium fasteners are a great weight saving, but then you have to see what you can change or modify within the rules, and how it will affect the bike. If it's going to result in breakages under stress, or unreliability, we go another route. Take it from me, the vast majority of weight saving answers are complex, ingeneous... and very expensive!".

Ignition

The team have two bikes equipped with kit ignition systems and two with the highly advanced Magneti Marelli system.

On the kit bikes they run a programmable kit ECU of the type which MSS sell as a racing part to numerous competitors.

Ignition coils

Added to the list of standard parts are the “stick” ignition coils which Nick and the team rate very highly.

Electronics

Even a few short years ago, teams had to satisfy themselves with an ECU that had a few crude adjustments. Now the electronic packages available are highly complex and require a skilled operator to get the best from them.

MSS Colchester Kawasaki have invested in the latest Magneti Marelli SORT engine management system, the same specification as used by many top World Superbike teams.

"We stopped short of buying one that made the tea as well, but it does most other things", jokes Nick Morgan. "There are the usual racing adjustments available like traction control, anti-wheelie and launch control - all aimed at getting maximum drive and minimum wheel spin. There's also a closed loop Lamda sensor to monitor air and fuel which enables us to make small changes for maximum deliverable horsepower everywhere round the circuit".

The additional benefit of this continuous monitoring is that it also affords the team an abundance of data logging and acquisition possibilities.

"The Magneti stuff is out of this world", continues Morgan. "It has in built GPS and produces reams of data. We match this to rider input for the best possible machine set up. Mick Boasman from Competition Systems has helped us a lot in this, our first year with the system. Competition Systems are going to work with us throughout the season along with our resident boffin Bob Gray which we are delighted about".

Harness and programmable ECU

"All the lovely bits are worthless without a loom to join them up", explains Nick.

"We get ours from DC Electronics in Maldon, Essex and they are top notch. With this and 2D data logging we can measure Lamda readings, oil pressure, brake pressure and many other parameters. In terms of racing it's very affordable and can make a bike with kit parts fitted produce a reliable 200bhp."

Magneti Marelli engine management

On the other machines, the team run the sophisticated state of the art Magneti Marelli engine management system.

With the help Competition Systems Ltd, the team are quickly coming to terms with one of the most advanced electronics packages in motorsport.

"It's not a system for amateurs", confides Morgan. "it is effectively empty when new and its up to you to load all your data and start from there".

"It harnesses power really well and is infinitely adjustable and can gather a myriad of data. To be fair, it is far more complex than anything we have thus far used. We often have to shut ourselves away to have a good hard think about what we want from it and how to best harness its undeniable potential. It's early days yet, but when we are fully conversant, it will be a formidable tool".

The Riders View

On the left bar cluster there are buttons for the pit lane speed limiter with traction control adjustment (up and down) buttons above.

Dash

Just like a fighter aircraft there is a complex dash board on the Ninja ZX-10R race bike. To the left is the power arming switch to make all the circuits live.

Displays include rev counter, oil pressure, brake pressure, lap counter and gear shift light plus many other functions which can be enabled should the rider wish.

Horsepower 200 +

"It's already good on power as a standard bike", says Chris Wright who spends days at a time on the team's Dynojet 250i dynometer. "They make over 160 horsepower fresh from the crate and the power delivery is really smooth and impressive, so that is always a good starting point."

"Now all our motors are over 200 bhp and, crucially, within three horsepower of each other, so there is nothing between them. During the season we will do a double headed attack. First we will refine the basic package we have. Secondly we'll change individual motors to suit the needs of each rider using the engine management technology available to us".

Torque 84 + Ft lbs @ 10750 rpm

"Four cylinder bikes do make impressive peak power, but drive is just as important", according to Nick Morgan. "It's inherent in the way that a multi-cylinder motor functions, because of this we need to work very hard on transferring power and torque into grip".

The combination of mechanical factors, such as cam profile and timing, as well as gear ratios, is matched to work on the dyno back at base, plus engine management mods, to create the perfect cocktail.

"It's a fine art", continues Morgan. "The rewards are enormous though. In the UK so many tracks have sudden stops and starts, or slowish corners, you need to be able to fire the bike out if 'em with maximum drive or you loose so much time".

Generator

Kit generator and cotton reel style Kit rotor.

"It's a big old lump of crank, but the generator and rotor are very light so directional changes are easy thanks to less gyroscopic force."

Oil pump

Kit Kawasaki running reduced pressure - "Even things like oil temperature and crankcase pressure are being experimenting with", according to Morgan, all to release those last few ponies.

Cases

"The cases themselves are blueprinted", says Nick. "Oil ways are all inspected and cleaned. It's an almost surgical approach as the last thing we want to do is weaken the structure".

Cylinder block

Morgan reckons that the piston / bore clearance is very good on the Ninja ZX-10R and runs kit con rods that are some 2mm longer than standard. He explains, "It increases available torque as angle the rod travels in is shallower than standard".

Cam chain, cam wheels and tensioner

Standard cam chain and a kit tensioner. "It's a manual type tensioner. We need it to be spot on as it can easily affect cam timing if out of adjustment. The cam wheels themselves are also adjustable so we can get everything dialled in just right".

Cylinder head

"In the combustion chamber and valve seat area gas speed is critical", says Nick. We run an NGK - 4 R0045Q10, a fairly hot spark plug, they are top quality and give us no bother."

"Valve guides and seals are standard, so too are exhaust valves - only the inlet valves are kit items".

Gearbox

"I could write a book on this little lot! says Nick Morgan - and with some justification.

"It runs a Kawasaki kit gearbox that is stronger and actually lighter than some commonly available racing boxes for the 10R. The ratios vary and we select from A-B-C-D-E gear sets, plus you can mix between them to create endless permutations."

"Data plays a key part in gear selection. If you are wrong in your choice, it takes a while to change back as it's not a cassette unit. We literally have to split the crankcases to change ratios."

"In terms of gearing, third always effects forth and second, for instance. Putting the hard work aside, the luxury we have is all those individual ratios."

Clutch and Crankshaft

On from the gearbox, the clutch is an item that probably gets the most abuse on the Ninja ZX-10R. Transmitting full power from the grid, the clutch has to cope with over 200 horsepower and perform in the most arduous of conditions.

The team are proud of the fact that it is a standard road going unit fitted with kit plates which, along with the standard slipper mechanism, gives differing degrees of slip for rider preference or track.

"Apart from the plates and few tweaks to the top hats on the springs, it's pretty much standard and I can't say enough in its praise", says Morgan. "Julien and Simon are hard racers used to the best kit and they marvel at the standard clutch to be honest."

As per the BSB regulations, the crankshaft remains standard.

Chain and chain wheels

"Tsubaki chains are something we really rely on" says Nick. "They are, quite literally, the final link in a chain that ends up transmitting power to the tyre on the groud. It's nice that they can rate as fit-and-forget items on a 200horsepower BSB bike, such is their quality".

"For chain wheels, we go for Renthal. Why? Because they have so much expertise in the field that we know we are dealing with professionals who can deliver off the shelf, or make stuff to our spec at really short notice."

Frame

In accordance with the rules, the frame is standard but has a swinging arm pivot which is adjustable in a range of directions up and down as well as backwards and forwards.

Front suspension

Front forks are state of the art 2009 Ohlins TTX units.

"The boys are happy with front end, it's a good, predictable package that's high quality and has loads of adjustment", according to Morgan.

"They rely on gas under pressure and this, like the valving and spring rates, is a complex science in its own right. That said, we have loads of existing data and good back up so the handling rewards are there so long as you are determined and knuckle down."

Not cheap at nearly £10,000 including yokes which are adjustable for both angle and offset.

"Obviously the forks also have oil in them too", continues Morgan. "So we have oil grades to look at, air gaps and then the springs. If you thought there were about three or four options you would be way out - there are literally hundreds. Add that to the options available for the rear suspension, and you can appreciate what a science it is and how hard it is to get all the parameters sorted in a short qualifying session".

Rear wheel

Marchesini - forged magnesium - "This also carries the speed rings necessary for data logging. We generally run 6.25 x 16.5 for a fatter footprint out of turns."

Rear suspension

The team use an infinitely adjustable Ohlins PXLR shock absorber. Much as for the front forks, there is oil to consider as well as the compression stack and rebound stack.

"To be honest", says Nick, "It takes about the same amount of effort as the front to set up. Obviously at the pointy end we are looking for handling and stability, at the rear they are important too, but traction is the overriding determining factor."

Swinging arm

Mini works of aluminium art created by Fabrication Techniques Ltd, the swinging arms feature four different types of bracing. They run different rear axles to standard and also features many neat touches such as a milled-from-solid chain adjuster block which carries the caliper in one unit along with the wheel guide. Neat, simple and very impressive.

Steering damper

An Ohlins unit again. This time a conventional looking side mounted hydraulic damper click adjustable for steering resistance.

Front Wheel

Marchesini - forged magnesium - "the best" according to Nick Morgan, and at over £1000 each they need to be. "I shudder to think about the final bill each year as we don't just have a pair of wheels, there are loads of 'em".

The team run three rim widths 3.35, 3.5, 3.63 - Why? Different "footprints" and characteristics that the rims deliver, including turn in when cornering and holding a line without drifting.

"It all forms part of a whole and is just a piece in a huge jigsaw", concedes Morgan.

"Unless the data says otherwise, we generally use a control rim at 3.5 width at most circuits and go from there."

Front brakes + brake lines

Brembo Racing monobloc calipers. "The clue is in the name", says Nick with wry smile on his face. "If it looks like they are machined from solid that's because they are.. and at nearly two grand each, it might as well be solid gold!..

"Seriously though, these radial mount calipers, along with the Goodridge braided lines we use for all our braking, are top notch kit. Too many people forget that racing is about the controlled transition from high speed to low speed and back again. As far as the riders are concerned, the brakes are top drawer stuff. If it's good enough for them, it's good enough for me."

Rear brake + brake line

A small and reliable Brembo two piston caliper served by outstandingly reliable Goodridge braided brake hose.

Tyres

"Like other significant Championships in the world of Motorsport, we run what is called a control tyre in BSB", explains Morgan. "Effectively it should create a more level playing field and relieve some of the financial burden on the teams.

"We have four different compounds or dry rear tyres to choose from and three front compounds. For intermediate conditions, such as a damp or drying track, we can chose from two compounds. And for when its raining, we have the choice of two further compounds and a selection of umbrellas!"

"Seriously, Jason Griffiths and Steffen Baum of Pirelli do their level best to keep the whole paddock happy and they take an interest throughout the whole weekend, not just when tyres are allocated".

Bodywork

Against expectations, the bodywork on the team's bikes is not carbon fibre but a more conventional weave based system.

"We don't need the weight saving of carbon with these regs", explains Morgan, "And we certainly don't need the huge cost. F Hot make great stuff that fits really well and looks the biz - just take a look at our sexy rear seat cowl for 2009, a work of art in itself".

Clutch and brake lever inc clutch fly adjuster

The brake lever is part of the Brembo braking package while the clutch lever isa supplied by Zeta. It has a large star shaped adjuster as the pivot point so riders can adjust clutch free pay during the race.

Fuel tank

Designed by MSS in conjunction with Fabrication Techniques Ltd, the 24ltr fuel tanks have a sculptural beauty which makes it a shame to hide them under a cover.

With the fuel mass extending down and under the riders seat, the weight - and therefore mass of the machine - is effectively more centralised.

"The transition from full tank to empty tank can really change the handling of a motorcycle" explains Morgan. "Keeping the mass centralised ensures that any change in weight, or the centre of gravity, is as small as possible."

Handlebars

"Renthal make so much good kit", enthuses Morgan. "What are essentially strong alloy tubes become a work of art when Renthal get hold of ‘em. They are anodised and also etched with all sorts of grids and guides so the guys can locate the clutch lever perch, the twist grip and get the bar length right every time".

Rear sets

"These are Vulta Moto items!, explains Nick. "We have dispensed with all that footpeg adjustment malarkey this season as it just adds the possibility of error when fitting to the bike. Both riders have rearsets made to their spec and we have stock of each in the truck - which we hope we don't need to use!"

Exhaust

"Arrow work alongside us all through engine development to get the best possible results in terms of gas flow, back pressure and a tucked in design that gives great ground clearance", says Nick.

"I can't help but admire their welding, tube bending and design abilities - you can sort of tell that an Italian designed them. Personally, I think they add to the overall impression of our Superbike as one of the most admired machines in the paddock".

"We have experimented with different grades of steel and titanium for the exhaust sections trying to combine light weight with durability. The system we now use is generations away from the first designs, and Arrow say they have learnt a lot from us which can be transferred to their road systems."

Screen

"Skidmarx supply these", says Nick. "They have a slightly revised bubble for the rider to shelter behind and do a good job aerodynamically while still looking trick, which is a bonus".

Radiator + hoses

Given the crucial job it has to do, it is somewhat surprising that the MSS machines rely on a standard radiator for cooling.

"Like so many other parts of the Ninja ZX-10R, these are built to Superbike spec", confides Nick. "They are top quality and do such a great job we've never needed to look elsewhere."