Image: Russell Colvin.

Tensions over parity within the premier category in the Swann Insurance Australasian Superbike Championship (ASC) boiled over on Sunday after a three-way clash involving Sean Condon, Wayne Maxwell and Glenn Allerton took the trio out of contention during race one.

Condon made contact with Maxwell from behind as the current Australian Superbike Champion (ASBK) was in turn sizing up a pass on two-time ASBK champion Allerton, resulting in the three going off track in turn six mid-race.

Maxwell avoided crashing after slamming into the trackside tyre barrier, eventually returning to the circuit and scoring six points for 15th. Allerton remounted for three points in 18th following an awkward highside, while Condon was forced out altogether.

The collision led to a post-race outburst from Team Motul Honda’s Maxwell, unloading on the crew of Condon and adamant that the second-year Superbike regular wouldn’t be in the battle if it weren’t for the Kawasaki’s horsepower advantage over his Honda – at a clear engine performance deficit in ASC production trim.

Maxwell, 31, slammed the regulations and Condon’s riding ability in the process during his tirade. Understandably frustrated by the collision and consequent loss of championship points as teammate and points leader Jamie Stauffer sailed to victory, he refused to back down following a controversial weekend where any outright power advantage was magnified.

“I got arse-packed. Really, what’s my take?” Maxwell told CycleOnline. “I was lining Glenn up for a move, which is difficult because the BMW is super-fast. Finally I took the plunge, got alongside him and I was fairly committed – I’m not going to lie about that. I made the apex, was starting the get off the brake and I was hit from behind by a bike.

“I had a fair idea it was Condon cos he had been having a look, and he was very ambitious with his move. I guess he’s not used to racing at that level and he’s there, which he thinks he should be because of his ability, but it’s not really his ability – it’s just his bike that keeps dragging him back into the competition.

“They are the rules and we know that, but it’s just very frustrating when a guy like that can ruin your championship because he’s over-ambitious. It’s done now, we have to move on and not dwell on it. We can’t afford any more mistakes.”

Condon was bemused by Maxwell’s claims that he’d not be in the mix if it weren’t for the engine strength of the ZX-10R, insisting he belongs up front and specifically pointing toward the up-spec Brembo brakes on Honda’s fleet of limited edition CBR1000RR SP models that he believes are of benefit in the multiple heavy braking points at QR.

Still, the Bikebiz-backed privateer admitted he was at fault in the incident, which he put down to a legitimate mistake in the heat of battle against two of the country’s most decorated and experienced Superbike racers. With two FX-Superbike podiums to his credit already this year at Wakefield and in Queensland, Condon has no plans to move over for his more established rivals.

“I saw Maxwell pass Allerton under the brakes and I was up alongside Maxwell,” Condon said. “I obviously tried to outbrake him and it was a pretty rushed move, but I thought I’d give it a go and it didn’t work out. It was definitely my fault; I tried something that obviously didn’t work and before I knew it, he was turning in. It happens… it is what it is.

“They can think what they want, but at the end of the day, yeah we might have a little bit more horsepower, but the factory Honda team has the better brakes and all that [on the SP]. I felt like I had a lot more mid-corner speed than them, and I don’t think horsepower is the reason we’re up there. You still have to turn the throttle, hit the brakes and turn the thing around the corner.

“In saying that, in the initial jump off the corner Maxwell and Josh Hook’s bikes were better than mine. It’s just the top-end in that draft you’re always going to be strong in a tow. I don’t think there’s that much difference – I think they’re just trying to find excuses.”

Maxwell has also been vocal of the visible power advantage that longtime arch-rival Allerton has on the potent BMW, but the latter has struggled to adapt the bike’s settings to Dunlop’s ASC control tyre following a year on Pirelli in the ASBK last year. Once rectified, Maxwell has concerns a rider of Allerton’s caliber could motor away at the front without challenge.

“If everyone keeps going along with it, nothing’s going to change,” Maxwell added. “I mean, the people with the fast bikes aren’t going to say anything, are they? Someone needs to say something and you heard Troy [Herfoss] echo my feelings in that last race. Someone has to lead the way and I’m sure if you asked the Yamaha guys as well they would have the same thoughts.

“I know Glenn’s not riding at his best and the bike’s holding him back, because he’s a very good rider and I’m not taking that away or pointing him out as a guy on a fast bike who shouldn’t be at the front. That would just be stupid. He’s very talented and deserves to be at the front. If you put any of the top guys on a bike like the BMW or the Kawasaki that was sorted, what’s going to happen then?”

Allerton, who is yet to regain 100 percent fitness after undergoing knee surgery prior to Mallala, explained that while he and the team are yet to source complete comfort in ASC specification, the lack of outright performance from the control tyre is making it increasingly difficult to execute full advantage of any horsepower buffer. He too was frustrated by the opening race incident, but stopped short of playing the blame game.

“I’m surprised what people are making [the parity] out to be,” Allerton said. “If anything, people should be critical of the Honda because they’ve won the most races this year. There are a lot of people taking it personal how quick some bikes are, but the rules state bikes are off the showroom and that’s what we have. People have to accept what they’ve got and get on with it. To me it’s becoming amateur that people having nothing but bad words to say about others whenever they’re on the podium. It makes the sport look bad when they’re repeating it over and over.

“We raced on Pirelli last year and still do in the ASBK at times this year, so it’s made it difficult to transfer to the Dunlop control tyre. The setting on the BMW is more favourable toward the Pirelli tyre diameters and that makes a big difference in terms of the standard electronics. Having that extra power throughout the rev range makes it hard to ride with less grip, as well. If we had a grippier tyre, the BMW’s strengths would be much more noticeable.

“The crash happened so fast, I put it down to being a racing incident. I wouldn’t have been in the accident if they weren’t up the inside of me, but I got caught up in it and for whatever reason my bike stalled and I went over the handlebars. I don’t think we ever actually touched – I had to severely swerve and that must be what caused my bike to stall. Winning the last two races proves there’s no point whinging, you’ve just got to get on with the job.”

ASC series general manager Terry O’Neill dismissed any major parity problems following the third consecutive weekend of action-packed racing throughout the field, insisting that opposing bikes will emit different strengths throughout the five varying circuits on the calendar. The standardised specification is all but certain to remain the base of the regulations for 2015 and beyond.

“The ones who are the most vocal are the ones that have won the most races,” O’Neill explained. “At the end of the day, you can’t make every bike identical. There will always be faster ones, ones that handle better, and this is meant to be production-based racing. It’s not Superbikes like the FIM.

“It’s good to see the BMW is fast in a straight line and it’s also good to see the Honda handles incredibly well. Everyone wants parity, but some people if you gave them a dollar they’d want two dollars. I think today has shown that what it comes down to, more often than not, is the rider.

“I’m happy with the rules and next year there will be different bikes coming in and that’s the way it should be. I think people like to see the strengths and weaknesses of every brand. The rules that we have now aren’t that different to what we had originally in 1997 and it’s proven to be the most successful category of big-bore racing in Australia.

“Rules change every year by nature, but the basic essence of the class will remain the same. It’s affordable, it’s successful, and it’s pretty much as close as you get to a level playing field. The best thing is that every dog will have its day and every brand will have its opportunity to win.”

Maxwell turned heads throughout the weekend in the post-race podium interviews by voicing his displeasure at the current rule-set as the Hondas do battle against the more powerful BMW and Kawasaki entries, despite Honda-mounted riders remaining unbeaten overall in either the Saturday-run FX-Superbike series or Sunday’s Swann Series. O’Neill said his comments added to the ‘show’ for trackside fans.

“Look, I think it adds to the event,” he added. “There are personalities in this series who like to make their feelings felt and I don’t have any problems with it. As I said, the most vocal ones are the ones that have won the most races and want more horsepower. You can’t win every race, and if they did, what would be the point in anyone else turning up?”

Team Honda Racing manager later Paul Free maintained that he had no problem with Maxwell’s comments regarding the rules, which were echoed later by teammates Stauffer, Josh Hook and Troy Herfoss. Herfoss fell victim to Allerton’s BMW power on two occasions in the race to the line across the weekend after exiting the final turn in the lead.

Reigning FX-Superbike champion team Yamaha was well outside the podium placings in Queensland at a circuit it was predicted they’d struggle, but with a new YZF-R1 in the pipeline for 2015, YRT has been casually biding its time in hope of a turnaround next season.

Queensland hero Robbie Bugden salvaged sixth overall as top Yamaha in a challenging weekend, followed by Cru Halliday in eighth and the off-form Rick Olson in 13th. With the R1’s bogey track complete, the trio will soldier on in search of a second ASC podium this season following Bugden’s third at Mallala.