Car versus motorcycle: Opel Astra 1.7 CDTI versus Suzuki SV 650 in a test drive

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Car versus motorcycle: Opel Astra 1.7 CDTI versus Suzuki SV 650 in a test drive

Car versus motorcycle: Opel Astra 1.7 CDTI versus Suzuki SV 650 in a test drive

When the moose comes

Four-wheeler and two-wheeler? two worlds that often meet in road traffic. In terms of driving dynamics, they are subject to completely different physical requirements. How strong these effects are and which of the two is ahead is shown by various tests, from the brake test to the moose test.

D.It is now well known that mid-range motorcycles such as the Suzuki SV 650 accelerate better at least from a standing start than thoroughbred sports cars. The advantage comes into play even more when a mid-range car such as an Opel Astra Diesel 1.7 CDTI competes in a traffic light duel. For comparison: the Suzuki develops 72 hp and weighs 275 kilograms including the driver, making a power-to-weight ratio of 3.8 kg / hp. The Opel Astra with a 1.7 liter diesel engine has 100 hp, but with the driver it weighs a whopping 1445 kilograms, making a modest 14.5 kg / hp. But does the oppressive superiority of the two-wheeler help in all situations? What happens, for example, when the famous moose unexpectedly crosses the lane, when the car and motorcycle brake on the last groove, the circle-
Circling the track or wagging through a slalom? Questions that are only direct
Let the comparison answer.
One discipline in which the motorcycle cannot benefit from its superior performance potential is, of course, braking. In theory, the car has
the better odds. Thanks to the less favorable relationship between the wheelbase and the height of the center of gravity, the dynamic shifting of the wheel load on a motorcycle has a much more extreme effect; at maximum deceleration, the relatively small contact area of ​​the front tire on a two-wheeler has to transmit almost the entire braking force. Not so with the four-wheeler. The rear axle can take on a much higher proportion of the braking force, the tire contact areas and thus the interlocking effects between the tires and the road surface are significantly greater in cars. Due to the long wheelbase, the car does not have to contend with problems with braking stability either. In addition, the driver can play another trump card, ABS. The car can be decelerated at the limit without hesitation.
And how does it look in practice? With screeching tires, constantly regulating, the Astra brakes through the light barrier and decelerates with beautiful regularity at 10.3 m / s², which corresponds to a braking distance of 37.5 meters from 100 km / h. The test professional on the Suzuki is much more challenged. Constantly walking the fine line between the locking front wheel and the rising rear wheel, it decelerates after several attempts with an average of 9.7 m / s2, corresponding to a braking distance of 39.8 meters from 100 km / h.
The next discipline offers clear theoretical advantages for the motorcycle. Dimensions play a decisive role in slalom. The 4.25 meter long and 1.75 meter wide Astra with a 2.61 meter wheelbase has to cover a longer distance than the 2.15 meter long and 80 centimeter wide Suzuki with just 1.43 meters
Wheelbase. It is also supported by the car
Due to the dynamic shifting of the wheel load in bends, a large part of the load on the outside front wheel, in the case of the Astra more than half a ton.
In the ISO test, a standardized procedure used by the automotive industry, the Opel toggles with difficulty from one side to the other with a distance of 18 meters between the pylons. The front tire on the outside of the curve deforms as if it wanted to jump off the rim at any moment. The sobering result: With a speed of 67.3 km / h, the Opel torments its way through the light barrier and covers the entire distance in 9.8 seconds. The test routine from MOTORRAD dances playfully through the course with the Suzuki and only needs 7.4 seconds. With a speed of 89.5 km / h, he literally degrades his experienced colleague from the four-wheel guild.
The results in the slalom on the MOTORRAD top test course with a distance of 20 meters between pylons are even more different. This discipline begins with a standing start and is completed in both directions, which is why the driver has to turn at the end of the slalom. Here the Astra is even more difficult, sits down
in comparison to the motorcycle-
in motion and pushes again extremely over the front at the turning point-
axis. 65.9 km / h is shown on the display of the
Photocell, the stopwatch stays on
Stand for 26.6 seconds. He wags again
MOTORRAD tester exhilarated through the pylons and set new records with 106 km / h and 21.1 seconds.
This brings the opponents to the slow slalom of the top test course. It is not only important to pass a pylon lane. Rather, there are almost five meters long and seven meters wide rectangles at a distance of 30 meters
to go around. Even the motorcyclist now has to pull the arcs longer in significantly tighter radii, albeit less tightly than the car. To the surprise of bystanders, the four-wheeler swayed wildly and with the inside rear wheel lifted off the light barrier at 56.1 km / h and thus takes away the two-wheeler colleague 2.7 km / h, but needs 1.9 seconds longer because of the standing start and the turning maneuver at the turning point. With the tight curve radii and the extreme changes in lean angles, the biker has a hard time.
Next, you have to go to the VDA alternative alley, better known as the elk test, which is mandatory for the registration of cars. Although the middle euro-
European motorcyclists extremely rare
Elchen has to avoid, this test is particularly explosive for him, far more than for the driver. It is about
doing a double lane change. After entering an alley, the driver has to swiftly swerve to the left and change lanes in order to then suddenly return to the original lane. Mastering this exercise has already saved many motorcyclists from serious harm if a motorist turning from the side street has overlooked the biker.
When entering the alley, a light barrier measures the speed, which is increased until the pylons
to fly. While the motorcycle pilot elegantly wags through the lane at 75.1 km / h, the driver has to pull out all the stops at 64.6 km / h and counter-steer in a flash after the first left-right combination to avoid a pirouette. Even with this exercise, the motorcycle can drive the more direct line thanks to its narrow width.
The last discipline is the circular path of the MOTORRAD test course with a diameter of 46 meters. Specta-
sliding over the front wheels,
the Astra circles the course with a loud squeak and whistle. Shows 55.4 km / h
the light barrier, 10.8 seconds the stopwatch. Curiosity arises when the MOTORRAD tester drives the SV around with her knees on the ground and dragging footrests. The disappointed two-wheeler fans register 54.5 km / h, but triumph at the time that is 10.4
Seconds. A contradiction? Only apparently: because the motorcyclist who takes a close look at the pylons covers a shorter distance than the autopilot, who has to drive a correspondingly larger radius due to the width of his vehicle.
And the end ?? from the story: Wherever the motorcyclist can use the much smaller space requirement, he has an advantage ?? usually very clearly. At the pure cornering speeds, however, even very civil family carriages can keep up with sporty motorcycles, and caution is advised in the braking zone. Because when the father of the family becomes a moose, he can really slow down even the experienced sports driver on two wheels. Without risk.

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Car versus motorcycle: Opel Astra 1.7 CDTI versus Suzuki SV 650 in a test drive

Car versus motorcycle: Opel Astra 1.7 CDTI versus Suzuki SV 650 in a test drive
When the moose comes

Technical data: Opel Astra 1.7 CDTI

Engine: water-cooled four-cylinder four-stroke diesel in-line engine, two overhead, toothed belt-driven camshafts, four valves per cylinder, direct injection, common rail, exhaust gas turbocharger with charge air cooling, single-disk dry clutch, five-speed gearbox, front-wheel drive.
Bore x stroke 79 x 86 mm
Cubic capacity 1686 cm3
Compression ratio 18.4: 1
rated capacity
74 kW (100 PS) at 4400 rpm
Max. Torque 240 Nm at 2300 rpm

Chassis: front independent suspension with wishbones, McPherson struts, rear twist beam axle, coil springs, gas pressure shock absorbers, internally ventilated front disc brakes, Ø 280 mm, rear disc brakes, Ø 264 mm, ABS, ESP, electro-hydraulic power steering.
Aluminum rims 6.50 J x 16
205/55 R 16 T tires
Tires in the test
Continental Premium Contact

mass and weight
Wheelbase 2614 mm, curb weight 1365 kg.

Performance
Top speed 181 km / h
Acceleration*
0 100 km / h 12.3 sec

consumption
Country road 4.2 l diesel / 100 km

Two year guarantee

Price 17,995 euros

Technical data: Suzuki SV 650

Engine: water-cooled two-cylinder four-stroke 90-degree V-engine, two on top
Horizontal, chain-driven camshafts, four valves per cylinder, wet sump lubrication, injection, multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 81.0 x 62.6 mm
Cubic capacity 645 cm3
Compression ratio 11.5: 1
Rated output 53 kW (72 PS) at 9000 rpm
Max. Torque 64 Nm at 7200 rpm

Chassis: bridge frame made of aluminum, telescopic fork, Ø 41 mm, two-arm swing arm made of aluminum, central spring-
leg with lever system, double disc brake at the front, Ø 290 mm, double-piston floating calipers, disc brake at the rear, Ø 240 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/60 ZR 17; 160/60 ZR 17
Dunlop D 220 L tires tested

mass and weight
Wheelbase 1430 mm, weight with a full tank * 195 kg.

Performance
Top speed 200 km / h
Acceleration*
0 100 km / h 3.7 sec

consumption
Country road * 4.7 l normal / 100 km

Two year guarantee

Price including additional costs 6605 euros

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