Super athlete on the Nordschleife

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Super athlete on the Nordschleife
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motorcycles

Super athletes on the Nordschleife

Super athlete on the Nordschleife
Faster than you think

The Nurburgring-Nordschleife: legend, myth, green hell. In 1969 it was the first touchstone for a new big bike class. 2004 is it the last for a new generation of athletes? and for the new 1000 MV.

Stefan Kaschel

06/30/2004

Would the breeze (Ernst Lerverkus, MOTORRAD tester of the first post-war decades) have had pure pleasure in it? Not unconditionally. And not without critical comments. the
legendary writer could be doubters and admonishers, could raise his index finger in spite of all his enthusiasm for technical progress.
Like back then, in 1969, after his first Nordschleife experience with the Honda CB 750. “That brings us to a very important point,” wrote the old warrior. “It’s a very, very fast machine and a motorcycle that is very easy to hold, that
partly doesn’t let you notice the speed at all? thus, like all models in this category, it is not a rocket for inexperienced and freshly baked driver’s license test subjects. You should be able to say that once! If you want to get started with this motorcycle, you should slowly gain experience. Precisely because it is so wonderfully handy and light and the machine is so wonderfully easy to turn and directionally accurate that you are usually faster than you think. “
Did you notice? 35 years later ?? and nothing has changed. At least not because of the fact that those who supposedly understand something, raise their index finger and warn all others who are apparently clueless against too much effort. Because even with the current generation of super sports cars, you are faster than you think. Especially on the Nordschleife.
So, duty done, let’s go-
walk. After country roads and racetracks, after scoring points and filing the seconds, the Nurburgring-Nordschleife should be the final touchstone for the strongest, lightest and most exciting generation of athletes that has ever existed. And at the same time clarifying the question of where among the four Japanese boluses-
the new MV Agusta F4 1000 S sorted. Here, on the most beautiful, varied, challenging and relentless route in the world.
It is obvious that these 1000s, like the CB 750 back then, are a big step into a new dynamic dimension. And also that just a piece of cake could not shut itself off from this forward urge. You just have to let everyone involved drive it, he wrote back then as a resume of his CB story. Then it would ignite. From 85 km / h to 180 km / h in 17 seconds! How would he have experienced 4.3 seconds from 100 to 200 km / h in 1969? Eruption? Explosion? Natural event? Nightmare? Higher powers?
In any case, even more incredulous than we are today. Because what looks sober at first only as the acceleration value of the Kawasaki represents (which is missed by the other Japanese women by only a tenth), defies any arithmetic form on the Nordschleife. Instead, it becomes more plastic than ever.
For example: 4.3 seconds ?? that is the barely comprehensible moment in which these 1000s-bullets catapult themselves from the last, elevated right bend from Hocheichen to Quiddelbacher Hohe, that of the fast double right before flight-
space is upstream. 4.3 seconds: This is the twitch of the tachometer needle, a shift from second to third, is 200 km / h. A speed at which even hardened pilots like MOTORRAD tester Jurgen Fuchs lift the gas shortly before the crest and seek ground contact with the front wheel before accelerating again briefly. A good 220 km / h
it then that makes up the motorcycle
running into the fast double right with closed gas. The CB 750 only managed 160 km / h and then set its sights on the bend.
That wasn’t really slow either. But that was yesterday. Today ?? these are 49er fork sliding tubes (as with the MV, all others are modest with 43 millimeters in diameter), in Japan they are mas-
Solid aluminum bridges between the steering head and the swing arm bearing are swing arms with huge upper or lower beams. That is around 160 hp and more on the clutch with a weight of around 200 kilograms. With a full tank, of course. Armed in this way, the assembled 1000 guild turns closed under a fast driver at speeds of more than 160 km / h towards the airfield, throws itself in the really fast arc down to the Schwedenkreuz. At a speed that some people do not achieve on the autobahn in their lives.
That this undertaking succeeds almost equally quickly for all test subjects? and the speed differences on the remaining 16 kilometers of the selective course remain marginal in view of the absolute speed level ??, speaks for the incredibly high standard of the current year. The speed curve of the Kawasaki (see below) may therefore represent all of them and the orders of magnitude ?? not only in comparison to the CB 750, but also
absolutely ?? put in the right light. In a very positive way.
It has nothing to do with egalitarianism
to do. Because nevertheless there are of course serious “perceived” differences that are no less relevant. Because even if everyone is often the same speed, we will
the speed achieved sometimes
bought with different stakes. It starts with the winding curves of the Hatzenbach. Right, left, right, left ?? As light as a feather, almost nervous, the extremely compact and lightweight ZX-10R rushes through the road, almost feels like a handy 600 here, where hardly any power is required and masses only rotate cautiously.
It’s very similar on the Yamaha R1. Not quite as lively, but in an exemplary manner, it changes from one inclined position to the other, while the driver only passes light impulses on to the handlebars from a gathered sitting position. Same for ?? even if the sitting position is much more forward-facing? for the Honda, while the longer tank and the associated more stretched seating position on the Suzuki alone convey the feeling of being more committed to the matter here.
And on the new 1000 MV, the handlebar halves of which are clamped even deeper to the huge stanchions, the situation is getting worse. But that’s not the only reason why dealing with the MV in Hatzenbach is a bit more problematic. “Steers me too greedily over the front wheel,” notes test director Ralf Schneider, “indifferent to chicanery,” complains Jurgen Fuchs. And guest tester Gerry Nordstrom, editor-in-chief of the Scandinavian »Bike« (see interview), cannot get used to the sudden tip-over after a hesitant turn. “It doesn ?? t turn in so well but than it feels to fall in,” notes the Nordschleife warrior even after extensive chassis adjustments.
That the MV stand out in this regard
extremely capricious there, was already in
Read the top test (MOTORRAD 13/2004). For the Japanese women, on the other hand, the road vote also works well thanks to the generally tight design of the athletes on the Nordschleife. If you pull the cable really tight, you will turn down the attenuation a little here and there. There are no technical limits to the running gear, even when the pace is accelerated.
To get there, you have to beam yourself around the course in the slipstream of Jurgen Fuchs. “Over hilltops and bumps it is a change from hitting the handlebars and riding on the rear wheel,” he gives the record on the occasion of a fast ZX-10R lap. “However, the front wheel stabilizes itself very well. A steering damper would still be helpful.” In the same context ?? namely the pace he presented? you have to see the fork that blocks, which Jurgen attests to the Honda in one or the other braking zone. Just to be clear: we’re talking about lap times of less than eight minutes.
For everyone whose talent and instinct for self-preservation set natural and comprehensible limits well in advance, what Klacks 1969 told his readers still applies
CB 750 with me on the way. “So is there more horsepower than necessary? for
for an inexperienced man, not for a cunning expert. “
Is correct! Here, too, where the inclines are 16 percent. And even with the Fireblade and the GSX-R 1000, the
this year with 158 hp were the weakest. That is enough to lead a constant battle with the front parts that are becoming easy and to have to deal with the unpleasant consequences that result from it. The Kawasaki is the most sensitive because it has no steering damper at all. Yamaha’s YZF-R1, which has been equipped with the beneficial component since this model year, is also not immune to unambiguous fidgeting on the Nordschleife. A fact that is directly related to the enormous ease of revving and the associated top performance characteristics of the R1 in the upper speed range. And like everything on this route right
wants to be classified. Because on the one hand, this fidgeting is from the malicious one
Stubbornness of past Fireblade and R1 generations is a good deal away. On the other hand, you have to drive really fast to do this.
Anyone who does that and catches neuralgic areas unhappy is even on GSX-R (as a limited edition in black /
Gold, 100 euros more expensive) and Fireblade are not immune to vigorous head shaking. “The Galgenkopf exit jerked back and forth four times on the bump,” notes Ralf despite the otherwise perfectly functioning electronically controlled damper, while Gerry on the GSX-R notices “some problems with the nervous steering in some parts” and the function of the Steering damper complained.
The MV is now miles away from that. The Ohlins component across
in front of the triple clamp works perfectly, the reserves of the fork and shock absorber are
as big as the tubular space frame is stiff. She demonstrates this in the 260 km / h fast approach to the Schwedenkreuz as well as in the compression to the Fuchsrohre, where Jurgen pushes the fork and strut of the Fireblade sustainably on the block at a speed of 255 and also forces the other Japanese women to their knees.
The weak points of the MV would depend-
gen are in the slow parts
the Nordschleife apparently. In the chicane from Adenauer Forst, for example, or in
the confusing section between Hoher Acht and Pflanzgarten. Not only does the slower handling make itself felt negatively, but also the delayed and then all the rougher throttle response, which sometimes spoils the clean line. With Jurgen, who already leaves long black marks from every corner, this peculiarity forms an unholy alliance together with the insufficient rear wheel grip and the strongest measured engine power. He stands sideways more often. In addition, the hindquarters pumps when accelerating hard.
That doesn’t matter to the Nordschleife normal. The fine manners of a Yamaha or Suzuki in terms of throttle response, on the other hand, are what everyone wants, while the Honda has a small weakness here. Otherwise, however, applies to them
As for the two competitors, what Klacks already wrote about the CB 750: »At this point it is probably appropriate to say that the CB 750 is due to the running characteristics of the engine, the gear ratio, the brakes, the handiness a cultivated motorcycle in which the designers invested new ideas and excellently executed details. “
Well true, well true. Never was
a generation of super athletes more sociable, never easier to act. And she was never faster. Even on the Nordschleife with all its pitfalls. Because with the engine power all other qualities grew across the board. The radial brake systems of Honda and Kawasaki can hardly be improved, those of the
others work at a high level. The performance of the bolides is exemplary in view of the horsepower yield, only the Yamaha treats itself to a small, but hardly noticeable hitch in the middle speed range. What Fireblade and Co. in the very fast corners? for example in the Schwedenkreuz ?? It is hard to believe that they offer stability in view of their light weight. And how well even the extreme, uncompromising Kawasaki, designed entirely for conventional circuits and their requirements, can cope with these unique conditions is nothing short of astonishing.
And leaves somewhat perplexed testers behind. So who is the Queen of the Nordschleife? Jurgen favors the GSX-R or ZX-10R, test boss Ralf the R1 and the Fireblade. Yamaha and Honda are also in the lead with top tester Karsten ?? and the author feels most comfortable on Suzuki and Yamaha. And the F4 1000 S? That nobody decides for the MV Agusta,
is significant. A good motorcycle, a beautiful motorcycle, no question about it. Her little 750 sister’s career will
they don’t do it though. It is not balanced enough for that. And the big four from Japan are too fast for that. Simply faster than you think.

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Interview with Gerry Nordstrom

Gerry Nordstrom (48) is editor-in-chief of the Swedish motorcycle magazine “Bike”, which also appears in Norway, Finland and Denmark

Gerry, how did you get there and on the Nordschleife?
In 1983 I worked as a freelancer for »Bike«. Back then, as part of a BMW K 100 long-distance test, I came to the Eifel and the Nordschleife purely by chance. I was immediately fascinated. Although I didn’t drive at all. I tried it out in 1984 ?? and was irredeemably lost.
Why? What is so special about the Nordschleife?
The Nordschleife is unique. The length of the route, its profile, the surroundings. There aren’t many racetracks in Sweden, and the few are very small and pretty boring. But here you can book yourself for a round. Or ten. Or twenty. As you wish. And it never gets boring.
How many laps have you done since then??
Roughly 1500. I came several times a year, mostly privately, sometimes on business. I had an annual pass for many years. Personal contacts with the Eifelans have also developed during this time.
What was your fastest lap?
I seldom stopped. But I think it was on the Fireblade in 1992. At that time I drove 8.08 minutes. I will probably never reach this time again? although the motorcycles got faster and faster. The age, you understand…
And you never got bored?
No not at all. That’s the fascinating thing about this course. He changes, is always new. It’s also terribly exciting to fine-tune your speed and your line. First you drive ten minutes, then 9.30 and then 9.00. But that takes time. And under nine minutes or even 8.30? You have to work on it for a long time, it only works every second.
What were your last motorbikes, what is your current one?
I’ve had three in the past few years
various Yamaha R1, each converted to Ohlins. In addition, of course, a steering damper and corresponding tires, namely the Metzeler Rennsport. This year I bought a Kawasaki ZX-10R. A wonderfully direct, sensational motorcycle on which you can feel exactly how fast you are going.
And you always bring that with you on the trailer from Stockholm?
No, no, that’s well placed here. When I get to the ring, all I have to do is get on and drive off!
And which was your personal favorite in this comparison?
The Kawasaki ZX-10R. Everything works great there, it has a great engine. The Yamaha is great too. I would need more laps on the MV. However, she has charisma.

With all the risks

MOTORCYCLE and the Nordschleife of the Nurburgring ?? that is a tradition. And that is closely related to
the name of a man who still resonates today. Ernst Leverkus, called Klacks. It was he who turned the demanding labyrinth of curves in the Eifel into a top test course with his tachograph measurements. And indeed: the 22.3 kilometer stretch back then and still 20.8 kilometers today, on which a total of 500 meters in altitude had to be overcome, made the greatest demands on people and equipment in 1969, as it is today. »On the long straight the engine turned up to 8500 rpm, it was almost always 8200 rpm. That is 190 to 200 km / h. On the long ascent from Breidscheid up to the Hohe Acht im Kesselchen (kilometer 12) you could get up to 160 km / h in fourth gear (= 8200 / min). Shortly before kilometers
13 is on ?? at this rate! ?? Law
uneven track a slight left bend over a short hump. There you made a huge leap if you weren’t careful, which is why the speed was reduced to 110 km / h. Other cornering speeds: south curve 85 km / h, Aremberg 85 km / h, Metzgesfeld 90 to 100 km / h, mine 85 km / h, high eight 85 to 90 km / h. “
So far as the original soundtrack, whose Nordschleife test drives were incidentally a “one-man show”, so that contemporary driving photos from the Eifel practically do not exist.
Today it’s different, but photo sessions are still just as difficult
to organize like a free round.
This story came about as part of a »ring-intim-perfection training« by the MOTORRAD ACTION TEAM, during which the Nordschleife was exclusively available to the participants for two days. Jurgen Fuchs had a clear run for his laps. Of course only up to the new entrance and exit on the Dottinger Hohe.
If you now look at the curves below in comparison, two things are particularly noticeable. On the one hand the significantly steeper and higher climbs in the acceleration phases, on the other hand, that practically nothing has happened in most of the slow sections of the route mentioned by Klacks. Whether Hatzenbach, Aremberg, Adenauer Forst, Wehrseifen, Klostertal curve or carousel: at the top of the curve the CB 750 was just as fast or faster than the ZX-10R.
In the high-speed sections, however, the two worlds separate. If the Honda fights its way up to 180 km / h in the direction of Schwedenkreuz, the Kawa flies past at 260. Almost the same picture in the Fuchsrohre, in the Kessel and on the Dottinger Hohe. Also noticeable: Wherever accelerated so vehemently, you have to slow down as well. And so the braking curves and acceleration phases of the ZX-10R appear as a steep face in the high mountains, while the CB 750 resembles gently sloping idyllic hills.
Nevertheless, it is important to take off your hats to Klacks and the CB 750. “Like a race and with all the risks” both drove the 22.3 kilometers in 10.56 minutes. That was a real house number.

Technical data: Honda CBR 1000 RR Fireblade

Engine: water-cooled four-cylinder four-stroke in-line engine, four valves per cylinder,
Injection, Ø 44 mm, regulated catalytic converter, bore x stroke 75.0 x 56.5 mm,
Displacement 998 cc, 126 kW (171 hp) at 11250 rpm, 115 Nm at 8500 rpm.
Chassis: bridge frame made of aluminum, fork and strut fully adjustable,
Double disc brake at the front, Ø 310 mm, four-piston fixed calipers, rear disc brake, Ø 220 mm, single-piston floating caliper.
Tires: 120/70 ZR 17; 190/50 ZR 17
Dimensions and weights: steering head angle 66.25 degrees, caster 102 mm, wheelbase 1412 mm, spring travel f / r 120/135 mm, weight with a full tank * 211 kg, tank capacity 18 liters.
Price 12990 euros, additional costs 200 euros

Technical data: Kawasaki ZX-10R

Engine: water-cooled four-cylinder four-stroke in-line engine, four valves per cylinder,
Injection, Ø 43 mm, uncontrolled catalytic converter, bore x stroke 76.0 x 55.0 mm,
Displacement 998 cc, 128.4 kW (175 hp) at 11700 rpm, 115 Nm at 9500 rpm.
Chassis: bridge frame made of aluminum, fork and strut fully adjustable,
Double disc brake at the front, Ø 300 mm, four-piston fixed calipers, disc brake at the rear, Ø 220 mm, single-piston floating caliper.
Tires: 120/70 ZR 17; 190/50 ZR 17
Dimensions and weights: steering head angle 66 degrees, caster 102 mm, wheelbase 1385 mm, spring travel f / h 120/125 mm, weight with a full tank * 198 kg, tank capacity 17 liters.
Price 12,995 euros, additional costs 105 euros

Technical data: MV Agusta F4 1000 S

Engine: water-cooled four-cylinder four-stroke in-line engine, four valves per cylinder,
Injection, Ø 46 mm, uncontrolled catalytic converter with secondary air system,
Bore x stroke 76.0 x 55.0 mm, displacement 998 cm3, 122 kW (166 hp) at 11750 rpm, 109 Nm at 10200 rpm.
Chassis: tubular steel frame, fork and spring strut fully adjustable, double disc brake at the front, Ø 310 mm, six-piston fixed calipers, disc brake at the rear,
Ø 210 mm, four-piston fixed caliper.
Tires: 120/65 ZR 17; 190/50 ZR 17
Dimensions and weights: steering head angle 66 degrees, caster 98 mm, wheelbase 1408 mm, spring travel f / h 118/120 mm, weight with a full tank * 217 kg, tank capacity * 21 liters.
Price 19800 euros, additional costs 200 euros

Technical data: Suzuki GSX-R 1000

Engine: water-cooled four-cylinder four-stroke in-line engine, four valves per cylinder,
Injection, Ø 42 mm, uncontrolled catalytic converter with secondary air system.
Bore x stroke 73.0 x 59.0 mm, displacement 988 cm3, 120.5 kW (164 hp) at 10800 rpm,
111 Nm at 8400 rpm.
Chassis: bridge frame made of aluminum, fork and strut fully adjustable,
Double disc brake at the front, Ø 300 mm, four-piston fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed caliper.
Tires: 120/70 ZR 17; 190/50 ZR 17
Dimensions and weights: steering head angle 66.5 degrees, caster 91 mm, wheelbase 1410 mm, spring travel f / h 120/130 mm, weight with a full tank * 200 kg, tank capacity 18 liters.
Price 12610 euros, additional costs 140 euros

Technical data: Yamaha YZF-R1

Engine: water-cooled four-cylinder four-stroke in-line engine, five valves per cylinder, injection, Ø 42 mm, regulated catalytic converter with secondary air system. Bore x stroke 77.0 x 53.6 mm, displacement 998 cm3, 126.4 kW (172 hp) at 12500 rpm, 107 Nm
at 10500 rpm.
Chassis: bridge frame made of aluminum, fork and strut fully adjustable,
Double disc brake at the front, Ø 320 mm, four-piston fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed calipers.
Tires: 120/70 ZR 17; 190/50 ZR 17
Dimensions and weights: steering head angle 66 degrees, caster 97 mm, wheelbase 1395 mm,
Spring travel f / h 120/130 mm, weight with a full tank * 203 kg, tank capacity / reserve 18 / 3.4 liters.
Price: 13,100 euros, additional costs 195 euros

Ralf Schneider

Ralf Schneider,
MOTORRAD test chief
On the Nordschleife
Motorcycles completely defoliate, show
their true character. Harmonious or not? that is the question.
Everything else is an accessory.

Karsten Schwers

Karsten Schwers, top tester
If in doubt, take a gear
higher ?? that’s the real strength of these light and strong 1000s-
Generation. And that’s just what I’m looking for on the Nordschleife

Jurgen Fuchs

Jurgen Fuchs,
Ex-GP driver and RTL commentator
There is no substitute for performance, except … blah, blah, blah. More
Nobody needs performance here. but
more route knowledge.

Stefan Kaschel

Stefan Kaschel, test editor
Thousands of pounds, Nordschleife, zero track knowledge: there is a hole in fun! I thought. But it was nice. Because the bolides can be very friendly with all their strength

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