For part 2, we've got some great updates for you guys. We wanted to get right into engine development, to methodically test how the engine responds to each change. More on that below. 

First up, we acquired several 'kit' parts. Some head gaskets, ZX-10RR specific camshafts, valve springs, cam sprockets, APE PRO manual cam chain tensioner and the usual replacement parts.

Next, we decided to build a new stand for the engine. Our lead tech Anthony Cappadonna, AKA 'Tex' did this. 

Next, we laid out all of our components and the kit manual, which is a very helpful reference. 

Next, the teardown begins!

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Cylinder head and OE valves and springs removed.

New valve springs. 

Degreeing in the camshafts after checking squish and piston to valve clearance. 

Onto chassis development, we are testing several components, including an array of 'cups' for the steering stem that alter rake or placement fore/aft of the stem in the steering head. These changes affect trail and handling characteristics and may allow us to run more optimal geometry to find a better balance for the motorcycle.  In addition to those, we're also testing some rear linkages, in search for better grip and consistency. 

Next, we've upgraded our Speedcell 2.5AH battery to an Aliant YLP05 battery, which is perfect for 1000cc race use. It's smaller, lighter, more powerful and surprisingly less expensive than the Speedcell unit. We discovered these batteries were being used in championship-winning machines in World Superbike and British Superbike and had to give them a go. This thing is under 1lb and fires the 10RR right up! 

We also made a custom quick disconnect harness for the battery, as well as an auxiliary power harness  / connector, which can be seen on the subframe above. This is for using an external battery to start the bike if needed, after a prolonged data session or ECU tuning session with the power on, but engine not running. 

Moving onto ergonomics, we got in our long-awaited SE Composites tank shrouds, which offer major enhancements in core support under braking and help tremendously with reducing rider fatigue. The also have the added benefit of looking great and protecting the fuel tank nicely. 

Then comes the fun part! We had the opportunity to do some laps at Barber Motorsports Park with Sportbike Track Time. We'll post some shots of that later, but the test was very productive. Despite a relatively hot day and semi-greasy surface, we ran some fast times on our Pirelli slicks and the bike showed it has plenty of potential. 

Here are some paddock photos:

Here are some action shots for you guys from our testing & races from May-July of 2018:

May, at Barber Motorsports Park with Sportbike Track Time

WERA Cycle Jam 2018

WERA, Roebling Road Raceway

As September came around, we decided to try out some new components. The first up was a really impressive new exhaust system by Arrow

We were pleasantly surprised to find that it made very good power right away and we were quite impressed with the build quality and design. 

Next up, we got a long-anticpated project in! A WSBK carbon fiber monocoque subframe and tail unit, exactly as used by the factory Kawasaki World Superbike team, but modified to allow for OEM and SBK fuel tanks. We even have the option to choose between the Sykes or Rea seats. 

This kit dropped another 3lbs from our already extremely light carbon and aluminum setup and looks absolutely fantastic!

Here we can compare the two seats.

Sykes:

Rea:

Naturally, the next step was to take the bike to the track to test our new components!

As anticipated, all components performed flawlessly and felt fantastic.