When it comes to pioneering innovation, design and technology on two wheels, Yamaha continues to deliver at the highest level. Whether it’s on the road or on the track, our machines have led the charge in the world of motorcycling for almost 70 years, and now, our focus turns to another area of personal mobility.  

In 2022, we were proud to launch our new range of eBikes. The CrossCore RC, a fun and stylish everyday eBike for all riders. The Wabash RT, a sleek gravel eBike for riders who desire freedom across tarmac or trail. And finally, the MORO 07, our premium mountain eBike with its Dual Twin frame and powerful drive unit to conquer the toughest mountain single track. 

Even though these faces are new to the Yamaha lineup, it’s been almost 30 years since we launched the world’s first production eBike.  

Back in 1993, the first ever electrically power-assisted bicycle (PAS) rolled out of the factory and changed the landscape of personal mobility.  

The PAS allowed people to cycle further for longer. Headwinds and uphill struggles that may have put people off cycling altogether were made easy with the help of our 3-speed gear electrically power-assisted drive units. 
 
The PAS was seen by all as the spark that ignited the eBike movement and positioned eBikes as a direct extension of a regular bicycle, contributing to society in terms of energy-saving and reducing exhaust emissions. 

From there, Yamaha became a major producer of eBikes as well as a key manufacturer of eBike System which powers many of today’s eBikes sold in Europe. 

All this experience and success brings us to 2022, and the launch of our new eBike range which forms part of our Switch ON strategy to embrace the world of electric mobility. 

The CrossCore RC
Versatile, adaptable and hugely accessible, the urban-focussed CrossCore RC brings the benefits of eBikes to everyone. Whether you’re looking for a zero-emission commuting alternative, a fitness outlet, or just something to ride and unwind on the weekends, the CrossCore RC is a perfect choice.  

With one of the quietest and most responsive drive units ready to assist riders the moment they touch the pedals, the CrossCore RC’s PW-ST motor provides smooth unobtrusive performance to support the rider and complement the experience.  

70Nm maximum torque powered by a 500Wh battery keeps the rider in the groove, while Zero Cadence technology and Automatic Support Mode with Inclination Sensor make it easier and more enjoyable to ride, especially on uphills and into headwinds. 

A natural and relaxed upright riding position with conventional flat bars means you can stay in the saddle for longer. SR Suntour NEX front forks provide 63mm of travel to soak up the bumps, and premium Shimano components finish off the CrossCore RC. 

On the bars is the Display A interface. An LCD unit that provides easy-to-read information such as battery life, speedometer, assist mode setting and range. 

We invited Instagram influencer, Pistonhead Chazz, to give a few words about her experience with the CrossCore RC: “The CrossCore RC motor is really strong and I liked the Automatic Mode which helped when I wasn’t able to keep pedalling! If you want a more relaxed ride, it’ll turn the power assistance down. If you want to go, it’ll turn it back up!” 

Find out more: 
https://www.yamaha-motor.eu/gb/en/products/ebike/urban/crosscore-rc-2022/ 

The Wabash RT 
Meet our premium gravel eBike that uniquely offers the best of both worlds allowing the rider to escape the city and explore the countryside. Whether it's tarmac or trail, the Wabash RT offers one of the leading price/performance packages in its class with new-school geometry for a comfortable ride on any surface, plus advanced Yamaha technology to assist and enhance. 

Meet our premium gravel eBike that uniquely offers the best of both worlds allowing the rider to escape the city and explore the countryside. Whether it's tarmac or trail, the Wabash RT offers one of the leading price/performance packages in its class with new-school geometry for a comfortable ride on any surface, plus advanced Yamaha technology to assist and enhance. 

Day trips. Long tours. The Wabash RT’s relaxed ergonomics mean you can glide through the city or charge up forest inclines. 

At its heart, the 500Wh battery and PW-ST drive unit blend seamlessly with the frame and provide 70Nm of smooth and natural power assistance which, thanks to Zero Cadence technology, activates as soon as it senses rider pedal input. 

The dropper post gives between 40mm to 60mm of suspension travel for added comfort, while premium Shimano GRX components connect rider to eBike. Up front, the Display A LCD interface provides all the essential information including the speedometer, battery capacity indicator, assist mode setting, trip meter, odometer and range. 

“This was my first time riding a Wabash RT gravel eBike, so a new experience but of course, I could relate to the assistance from the PW-ST Motor used in the CrossCore RC.” 

“I enjoyed ramping up the speed on the beautiful roads in Begur, Spain, but I was also impressed with the Auto Mode which adapts to you're riding. If you're pedalling on the flat and just cruising, it will lower the assistance, but then send it straight back up once you get to a hill using all the 70Nm's of torque.” 

“We rode on a mixture of terrains ranging from gravel to cobbled streets, and even deep sand at one point, and the Wabash RT powered through it all.” – Pistonhead Chazz. 

Wabash RT - find out more: 
https://www.yamaha-motor.eu/gb/en/products/ebike/gravel/wabash-rt-2022/ 

The MORO 07
Conquer any mountain trail, climb or descent. The MORO 07 is our premium mountain eBike, designed to help riders push their limits and unlock new trails.  

Developed using Yamaha’s class-leading racing technology, the MORO 07’s unique Dual Twin frame features twin top and down tubes for perfectly balanced rigidity and fine handling. 

To soak up the drops and obstacles, 160mm travel RockShox Lyrik Select Charger forks and a 150mm travel RockShox Super Deluxe Select+ rear shock are up to the task. All while premium Shimano XT components provide a smooth connection to the bike and Magura MT5 brakes, with a radial-mounted master cylinder, give instant stopping power for precise control. 

With a best-in-class torque-to-weight ratio, Yamaha’s latest PW-X3 drive unit powered by a 500Wh battery delivers 85Nm of instant torque assistance as soon as you start riding thanks to Zero Cadence technology.  

As with its sibling eBikes, the moment you hit an uphill, the bike’s Quad Sensor and Inclination Sensor technology adapt the power output to help you through the toughest moments. 

Glance down while riding and the Yamaha Interface X gives a minimalist and premium feel to the handlebar area with clearly marked Battery and Assist indicators. Connect via Bluetooth Low Energy Technology and you can connect your smartphone for cycle computer compatibility. 

The MORO 07 represents a unique blend of race design, cutting-edge power unit technology and top-level mountain bike components, making it the first holistically developed premium mountain eBike. 

“The moment you put your leg over the MORO 07, I knew it was going to be amazing! It’s so dialled in and balanced.” 

“Would I ever consider swapping my current mountain eBike for a MORO 07? Absolutely. I just felt so good on board the MORO 07.” – Pistonhead Chazz. 

MORO 07 – find out more: 
https://www.yamaha-motor.eu/gb/en/products/ebike/mountain/moro-07-2022/

“Riding a bike is an art – a thing that you do because you feel something inside.” That’s how nine-time World Champion Valentino Rossi described his reasons for riding a motorcycle, sounds good, right? 

And as the new year rolls in, many riders will be looking for that feeling inside. Whether that’s by ticking off their new year’s resolution list or by planning their 2023 adventure as a new or experienced rider. Many up and down the country will be thinking of booking their CBT or upgrading their licences to take their riding to the next level. If you’re thinking of getting on two wheels, hopefully, we can help as we’re going to look at five reasons why you should learn to ride in 2023! 

Sense of freedom
For many, getting on two wheels offers a sense of freedom, something that you can’t emulate in a car. Going out for a Sunday blast through the countryside or making your commute to work offers something you can simply only get on two wheels. It gives you the power to explore new roads and routes and unlock the hidden gems the world has to offer. 

Not only that, but it gives you a whole new perspective on roads you're familiar with and inspires you to explore further and uncover hidden gems. Riding a motorcycle turns every commute into an adventure. 

More practical & can reduce travel time
There’s nothing worse than getting up in the morning, getting on the road and being stuck in the early morning rush hour traffic. But have you considered the time you could save travelling on two wheels? Riding is a more practical way of travelling, and with the various models we have to offer, there’s guaranteed to be a motorcycle or scooter to suit your needs. Whether it’s a work commuter to beat the traffic or a more long-distance bike for the longer commutes; two wheels can get you from A to B more freely and much quicker, instead of being caught out by the morning rush.  

Motorcycles are cheaper to run than a car & better for the environment 
It’s a difficult time for everyone with the cost of living on the rise and things becoming more expensive in general. But what if we told you that you could save a bit of cash in the long run by getting on two wheels? 

Motorcycling is a cheaper form of transport. We understand there are factors: insurance, tax etc, but all-in-all, two wheels can help save you a few pounds in the long run. A tank of fuel is much cheaper than a car, and if ridden sensibly could get you a long way – especially if you only commute to and from work.  

Looking back to the start, in total motorcycle tests are on average cheaper than cars, and once you’ve passed, the cost of your new ride will most likely be cheaper too.  

Factoring in Insurance, the average annual cost of car insurance in the UK is £650, but the average cost of motorcycle insurance is just over £300, saving you hundreds of pounds over the year. Tax is also cheaper for those on two wheels. You take up less space on the road, cause less congestion and use less fuel – which all play a factor. 

Finally, maintenance, repair and general running costs of a motorcycle are much cheaper than a car – saving you money during the year.  

They’re also better for the environment. Motorcycles produce fewer emissions than a car and use less fuel. Like cars, there are also electric options which also help reduce greenhouse gas output.  

Brilliant community 
If there’s one thing riders have in common, it’s their passion and love for all things two-wheels. Getting on two wheels allows you to meet new friends and build your biking community to take on the open roads together. There are popular bike meet places such as Matlock, or you could ride down to your local bike café such as The Bike Shed. Aside from that, it opens up opportunities to attend wider motorcycling events with those most passionate, providing more opportunities to get out and do things all about motorcycles, all year round!  

There’s something for everyone
Finally, motorcycling isn’t just about the big sports bikes or touring the open roads. There’s something for everyone! From tearing up the dirt on a motocross bike, tackling the green lanes on an Enduro machine or mastering the North Coast 500 in Scotland aboard your touring machine – motorcycling is for everyone, no matter how much, or little experience you have, or what age you are!  

So, there you have it, our five reasons to get on two wheels in 2023. Have any of your own, or hoping to get your test booked? Let us know across our social media channels! 

Have you ever wondered how you might control a wheelie on a motorcycle but are not sure how to go about it or practice it safely? We recently went along to YOU Experience Extreme Wheelie in York, to find out exactly what it’s all about, and what you can learn as a rider from this action-packed day. 

 
Introductions and Rider Briefings
Upon arrival at Rufforth Airfield near York, our group of eight riders were met by Steve and his team who had already set up a course marked by cones and flags which led down the runway. Next to the main truck was their static ‘wheelie machine’ featuring an MT-07 onboard, and out in front, a row of the latest MT-09s and MT-07s fitted with safety stabilizers.  

We got our kit together and made our way to the briefing tent, while Steve’s colleague, Ash, took the time to perform some killer wheelies down the runway and get everyone's heads turning! 

We got our kit together and made our way to the briefing tent, while Steve’s colleague, Ash, took the time to perform some killer wheelies down the runway and get everyone's heads turning! 

“It’s often seen as one of the coolest things you can do on a motorcycle. Lift the front wheel and perform a stunning wheelie. People are watching, your adrenaline starts pumping and your hormones take over!”, Ash said. However, as exhilarating as it might feel when it happens, managing a wheelie is so much more than just dropping the clutch and twisting the throttle. It takes patience, confidence in the bike you’re riding, and a calm approach to make sure it’s all done safely. 

“There’s no dropping the clutch here. Everything you do here today is done in first gear, and you’ll learn to control all that raw power by using the rear brake.” 

We quickly learned that most of us only ever used the back brake a few times when out riding. When you’re taught to ride, the rear brake doesn’t get a lot of attention apart from keeping the bike secure when stationary. Today, however, we’d be using the back brake - a lot! 

The whole briefing had a calm and centred vibe, with Ash explaining just how important it is to approach the day using our heads – and not with our hearts and hormones! 

We then split up into two groups of four, with one group heading out onto the airfield to start course drills with Ash (more on that later), while our group took to the static wheelie machine and slow-speed trials course with Steve. 

Slow Speed Manoeuvring 
Beside the truck was a small oval-shaped course with an MT-03 parked on it. Our first challenge was to navigate the course without any guidance, so Steve could “see where we’re at”, which we then did using a lot of clutch while making some odd shapes as we rode around.  

Straight away, Steve got us using the back brake. Instructing us to increase the revs and keep them at a constant 3,000 rpm while using the rear brake to manage the speed and slow the bike through the turns. Within a few laps, our cornering was smoother, progressive, and quicker! Something we quickly realised could be applied to everyday riding. 

Wheelie Machine
We then moved on to the static wheelie machine where we experienced the ‘balance point’ of a wheelie – learning how to keep engine revs constant while keeping the bike on the edge of tipping by using the rear brake. 

Even though we wouldn’t get to achieve such extreme angles on the runway, it was amazing to feel the bike balancing, and appreciate how much concentration and physical effort goes into keeping the front wheel up in the air.  

The Runway 
After a while, our groups switched over and Ash got us climbing onboard the bikes facing down the runway. Again, Ash reminded us how important it was ‘think with our heads’ while explaining our first set of drills which involved accelerating from 3,000 rpm to 5,000 rpm across the start line, down the straight, and back around through a slow section. “The slow area gives you a chance to take a breather,” Ash said. 

After a few loops, Ash placed a cone just beyond the start line, advising us to accelerate to 5,000 rpm by the time we reach it. This meant we had to accelerate a lot faster, but after a while, it just felt like the kind of drive you’d feel while avoiding a hazard out on the road. 

We then stopped for lunch while the heavens opened and dumped a lot of rain on the airfield. Despite this, Ash was keen to take advantage of the situation and demonstrate how wet conditions didn’t affect the safety aspect of pulling wheelies. We were all suitably impressed as he cranked the front wheel up in a huge downpour! 

After some food and waiting for the rain to stop, we jumped back on the bikes, with each group taking turns to perform the next set of drills. 

Within a few laps, we were all crossing the start line, accelerating hard up to 5,000 rpm and getting the groove. Then, Ash moved the ‘5,000 rpm cone’ to literally within one foot of the start line. Through repetition, we were all climbing hard up the rev range instantly and ready for the next piece of the wheelie puzzle – applying the rear brake. 

“As soon as you pull the throttle to 5,000 rpm, push down hard on the rear brake pedal, then release it.”  

The idea is, the initial pull of acceleration lifts the front of the bike, and then the rear brake drops the front suspension to create a rocking motion. Once the front of the bike dips, you then release the rear brake – all while maintaining a throttle position of 5,000 rpm, to lift the front wheel up and perform a wheelie. 

At first, we were all over the place, with huge gaps between accelerating and stomping on the rear brake. Or, not using the rear brake enough! It can get frustrating, but Steve and the team were excellent at spotting errors. Pulling us to one side, calming us down, and giving one-to-one guidance on how to correct our mistakes. The most difficult part we all seemed to share was getting the sequence of steps into a quick fluid rhythm. 

Accelerate instantly to 5,000rpm. Stomp on the rear brake. Release the rear brake. All while doing it within one second and resisting the urge to pull on the bars! 

At first, we did the sequence too slow. Then we did it too fast, stomping on the rear brake too early and killing the revs. 

Eventually, we got there, with some of us getting some serious air between the tarmac and the front wheel! Even in the wet conditions, Ash and the team were able to guide and motivate us into popping some excellent wheelies. 

One-to-One Tuition Before you arrive at Extreme Wheelie, you’d be forgiven for thinking it’s a high-adrenaline and somewhat risky experience, but through calm and progressive step-by-step tuition, you quickly realise how safe and exciting it can be.  

Steve and the team build your confidence and take you back to basics, learning how to ride smoother using the rear brake, and recognising how important it is to control the throttle’s raw power that catches so many riders out. 

Extreme Wheelie isn’t about dropping the clutch and hoping for the best. It’s about honing your riding skills which you can use out in the real world while having a great time learning how to perform wheelies in a safe environment on the latest Yamaha machinery. 

To find out more, call Extreme Wheelie on 0800 955 0202 or visit: https://www.yamaha-motor.eu/gb/en/experiences/extreme-wheelie/#/ 

The 1980s was an incredible decade that saw some truly iconic landmarks in history. Pac-Man was released to the world, MTV was launched, construction began on the Channel Tunnel and in motorcycling, Yamaha unleashed the Deltabox chassis into the public eye, changing the two-wheeled chassis game forever. But, why was it so special? Well, not only did it offer more rigidity, but thanks to its construction it was also lighter, which allowed for a more responsive feeling back to the rider as well - and all in one glorious package, that would define performance machinery for over four decades. 

But where did the name ‘Deltabox’ even come from? Well, it makes a lot of sense when you take into account the shape of the actual unit. This is because if you look at the frame from the side, the lines form a triangular shape (delta is a triangle), while the cross section is box shaped, hence combining the two, to make the Deltabox. Yamaha utilised this box-shaped cross-section as it allows for a bigger surface area, while offering a lighter weight and higher level of rigidity. Another incredible advantage of the Deltabox chassis comes in the form of the relationship between the steering head and the pivot point; the line that connects both is as straight as possible, which offers up outstanding rigidity and feedback where a rider will need it most, alongside extra width at the steering head to deal with the forces of riding. It also meant that this incredible chassis design could be constructed from aluminium, which led to about a 40% weight reduction in comparison to a steel pipe frame that was convention at the time. 

Like with so many innovations, it was Grand Prix racing where we first saw the technology, in 1982 on the YZR500 OW61 500cc machine. Not only did the OW61 feature this ground-breaking chassis, but it was also the first V4 engine in a 500cc Grand Prix motorcycle as well, pushing the limits of innovation and technology. The machine worked so well that the Deltabox-style chassis technology made its way to a production machine just three years later with the remarkable TZR250, which was a bike created to bring the characteristics of the YZR factory racing machinery to the road. It’s a machine so impressive, that is still used as base for club racing to this very day, in the Yamaha Past Masters race series at the British Motorcycle Racing Club. 

But it didn’t just stop there, as the Deltabox design has moved on from being purely a ground-breaking chassis, to a philosophy. It was defining technology not just for Yamaha, but for the industry as a whole, and if you look back at the record book, most of the GP championship winning machines have done so on a twin beam aluminium frame – a nod, to the original Deltabox design. Don’t forget, this design helps to create the shortest distance from headstock to swingarm pivot, thus giving the rider the most direct feedback; vital for winning races and championships at the very highest level. 

But it’s not just about racing either, as the Deltabox design philosophy still lives on throughout the Yamaha range, present in a range of models from the R125, to the all-conquering R1, which last year took the World Superbike, British Superbike and MotoAmerica titles in the same year. A machine renowned for its incredible handling abilities. And, in the last two years, a Deltabox style chassis has also been added to the MT-09 and XSR900 machines, completely transforming their handling.   

But it doesn’t stop there either, as Yamaha continues to innovate and move forward. Over recent years, we’ve created new and innovative procedures that allows us to push for not only more performance, but accessibility in our machinery too. Recent examples of this can be seen in our lighter, spin forged wheels and in our controlled fluid diecasting, which is done internally and manufactured all the way from the raw materials, to the components that you see on our current models, by our very own technicians. If it wasn’t for the Deltabox chassis, we wouldn’t be where we are today, and we’re sure that everyone who’s ridden a machine equipped with one, will agree with us in just how special they are. 40 years on, yet still pioneering from the front.    

The MT-10 is a Hyper Naked machine renowned for bringing a grid to a rider’s face at the touch of the throttle. The MT-10SP takes this popular model to the next level with a host of upgrades to further improve the riding experience including the latest, semi-active electronic suspension from Ohlins.  

As the first 2022 MT-10SP arrived in the UK, respected motorcycle journalist Adam Child was itching to get his first ride.  

“At the start of the year, I attended the MT-10 press launch,” Child said. “It had seen a significant upgrade for 2022 including R1 electronics, an improved engine and induction offering a raucous noise. 

“The MT-10SP takes this to the next level, with the next generation Ohlins semi-active suspension. I was hugely impressed with the MT-10 and very excited to try out the upgrades offered on the MT-10SP.”  

‘Chad’ took the bike to Lincolnshire, where he’d spend a day riding around the stunning Wolds roads before an afternoon at one of the UK’s most iconic race tracks, Cadwell Park.  

“After the road ride, I was really impressed. There are a lot of details that help the MT-10SP go to the next level, including the braided lines that now come from the Brembo radial master cylinder, R1M derived colours and the cowling at the bottom of the fairing – but the big difference is the Ohlins semi-active suspension. This is the first road bike to feature the Swedish firm’s six mode, spool valve electronically adjustable suspension. Essentially it offers you six modes, three manual modes and three active modes. On the road, I was mainly riding in Active 2 mode, which is the general road setting but on some of the bumpier Lincolnshire roads when I want an easier time I can change it on the fly to move into A3, which is a bit more compliant and softer. A1 is still semi-active, but that little bit stiffer and track-oriented. To test that… we headed to Cadwell Park.”  

After an afternoon on track at Cadwell, Chad was most impressed. 

“The premium MT-10SP is a great bike. From really bumpy roads to the smooth, flowing tarmac of Cadwell Park – it’s capable of handling it all, whatever the road surface, I can change the suspension on the move. That’s the best bit for me, you can change the bike to suit where you are riding at the touch of a button, no tools, no dirty hands and you don’t need to be a suspension expert either. It doesn’t matter if I’m 20 stone or 8 stone, all you have to do is press some buttons.  

“I was hugely impressed with the MT-10 on the world launch and the MT-10SP takes that up a notch. The new airbox and induction makes the bike sound brilliant, especially with the up and down quickshifter.  

“On the track, you can play with the rider modes, fuelling and traction. I didn’t have any lift control over the mountain so I could wheelie, but I still had slide control and traction control on. These modes can be trimmed to suit you too. It held its own on track, which was incredible and the best thing? I didn’t stick the bike in the van to go home, I just stuck it in A3 for a nice easy ride and bimbled back to Yorkshire.”  

Yamaha’s 2023 Bennetts British Superbike Championship line-up has undergone a bit of a shake-up for the upcoming season, as British Superbike Champions Bradley Ray (2022) and Tarran Mackenzie (2021) head for pastures new in 2023, leaving two R1s up for grabs.  

Those machines have been taken by three-time 2022 National Superstock victor Tim Neave who will make his BSB step up, remaining within the McAMS Yamaha outfit, with former Junior Yamaha Supersport 600 champion Ryan Vickers replacing the outgoing Ray in the OMG Racing UK squad. 

We’re going to look at their careers so far and shine some light on what we can expect in 2023. 

Tim Neave – McAMS Yamaha Team 
Born and raised in Lincolnshire, Tim Neave has been riding motorcycles since the age of 13. Born into a farming family, he was given his first 50cc quad bike at the age of nine, but it wasn’t until four years later he made the step to two wheels.  

Beginning his racing career in 2010, Neave competed in the ACU Junior flat track championship and was victor in all but one race that season. From there, the now 27-year-old remained on the flat track scene until a crash in 2012 left him with a broken collarbone, forearm, rib, a punctured lung, and a tear in his spleen. 

After his stint on the dirt, Neave made the switch to the short circuits and has since been a regular podium threat in the superstock class. The 2022 season was the real turning point for the McAMS Yamaha rider, competing under the Fleetwood-based outfit in the Edwards 1902 Yamaha Superstock team, with two wins in two races at Silverstone, and Yamaha’s first victory in the 1000cc superstock class in over a decade, gave strong hope for the year ahead before then backing up his double with a win at Donington National.  

However, as in motorcycle racing, the highs quickly became low as his season was de-railed following a crash in a mid-season test at Knockhill. Side-lined with a badly broken pelvis, Neave was dropped from the title fight, but a heroic return to action in Thruxton proved it wouldn’t be too long before the R1 was back on the podium. 

 A sensational ride two rounds later at Snetterton saw him back on the rostrum with a third place and wrapped up the year in seventh.  

Despite his strong run in Superstock, Neave has also had prior Superbike experience, running for the Buildbase Suzuki team in 2021 at Cadwell Park.  

“To get the call up to ride for McAMS Yamaha is a dream come true,” said Neave as he was announced as McAMS Yamaha’s newest Superbike rider. “When I signed to ride for the team last year, in the back of my mind I was thinking if I could do a really good job on the Superstock bike and a seat became available, it would be the dream but I didn’t think it would actually happen! Raceways are one of, if not the best teams in the paddock – they’ve certainly won more races than anyone else in recent years so I can’t think of a better team to step up into BSB with.” 

Neave hopes that his experience on the Superstock machine will aid him with his progression with the superbike-spec R1, which is stripped from electronic aids. “I loved riding the R1 Superstock bike, it really suited me as a rider and from what Jason has told me, the Superbike has similar characteristics so I’m looking forward to getting out on it for the first time. BSB is one of the toughest classes in racing, but I’ll give it my everything to make sure this opportunity isn’t wasted on me.” 

We’re excited to see what Tim can do as he gets back on the R1 in 2023 and makes his full-time debut in the top-class across the Easter weekend at Silverstone.  

Ryan Vickers – OMG Racing UK  
2023 sees a return to blue for 23-year-old Ryan Vickers, who last competed for Yamaha in 2018 in a dominant Junior Superstock season – winning all but two races that year. Vickers leapt the superbike class in 2019, joining the RAF team and has since shown signs of progression as he cements himself as a superbike rider.  

A former winner of the coveted Pinhard Trophy, which is awarded to the Best Under-21 Motorcyclist under ACU (Auto-Cycle Union) or SACU (Scottish Auto-Cycle Union) jurisdiction, Vickers has also gained experience on the world stage, competing in two wildcard events, his first in his title-winning season of 2018 riding in the FIM Supersport World Championship. His latest World Championship spell came in 2022, seeing him compete in three events with a best result of 17th.  

However, for 2023 Vickers will remain in Britain as he sets himself up for a fifth season in the class, his first with the Iwata manufacturer. 

Speaking on his switch to the R1, Vickers said: “I’m so pleased to be given the opportunity to ride what I and many others perceive to be the best bike on the Bennetts British Superbike Championship grid, with a team that has impressed a huge number of people by winning the championship.” 

Like Neave, the 23-year-old is hoping that past Yamaha love will help him continue to progress within the BSB series, “my love of Yamaha stems from my Superstock 600 British Championship win onboard an R6, so I’m looking forward to gelling with the R1, and being able to deliver OMG Racing the level of success they’ve become used to.” 

Vickers will get his first taste of the R1 across various pre-season activities before hitting the mainstage in Northamptonshire as the 2023 season kicks off at Silverstone on April 7-9th.  

The Bennetts British Superbike Championship is set to be another nail-biting season, kicking off at Silverstone on Easter weekend before concluding at its traditional season finale venue of Brands Hatch in October.