Comparison test of 1000 athletes

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Comparison test of 1000 athletes

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Steeper, more difficult, without a rope to ever new peaks. A sporting challenge or the attraction of danger? Where is the new Suzuki GSX-R 1000 sorted?

How often did a development seem to have reached its zenith. And how often has history got us then
taught that even the most fantastic peaks are only temporary highlights. Like Yamaha’s YZF-R1 in 1997. No Compromise. 204 kilograms, nominally 150 hp, almost like a superbike. Whaaaaaa madness! We stood expectantly around the first test-
machine around. At half past eleven at night,
in the rain, in a hotel car park in Barcelona. We experienced the test as if in a trance, we had the feeling of being part of something very special. Time doesn’t stand still, but the pictures are the same: In the year three and a half after R1, we roll into Rijeka late in the evening in the rain to get the Suzuki GSX-R 1000 from
Take over MOTORCYCLE top test. It has already set a new standard there. Now it has to compete in a comparison test with the Honda CBR 900 RR, Kawasaki ZX-9R and Yamaha YZF-R1. Not an easy task due to the shape of the test stand ?? for the competitors.

strength
Corrected with 155 according to the ECE standard
PS on the clutch? that’s so
the 158 on the crankshaft ?? the GSX-R distances the second most powerful engine in the quartet, the R1, by eleven flaky horses. And that with a hoof power that gallops over a much wider speed range than that of the R1. The ZX-9R and CBR are at a disadvantage with 139 and 136 respectively measured steeds.
Logically, the Suzuki sets screaming new records in terms of top speed and acceleration: 287 km / h, 7.1 seconds from zero to 200 km / h speak for themselves. In addition, the GSX-R ?? although translated longer overall as well as in relation to her performance zenith ?? in sixth gear almost as quickly from 60 to 180 as the finely whispering sweater-through queen YZF-R1. And the others? Are taken for themselves
always fast enough, but can’t quite keep up.
With its abundance of performance, the GSX-R also weighs the fewest pounds, at 201 kilograms it is an academic kilogram lighter
than the Fireblade. Makes just under 1.3 kilos of Suzuki per hp, which means we will end the number games for the time being. And get rid of another little hint: watch out! Even the horsepower of Honda or Kawasaki is enough always and everywhere to suddenly throw the disrespectful off the road. A reminder that, given the Croatian winter rain, is always in
was present in the back of our heads. A few photos, a few rather wet impressions, but it quickly becomes clear that the conditions are never enough for a serious test. Which is why we briefly circumnavigate the semi-damp form Grand Prix track in Rijeka, and then flee thousands of kilometers further into the sunny, but ar … e cold, southern France.
In daily life
Two candidates stand out in everyday matters: the Kawasaki ZX-9R and the Honda CBR 900 RR. Above all, the Kawa pampers you with litter-like comfort, keeps your tall man, who rides upright on the broad handlebars, orthopedically harmless, adorns his buttocks with a soft seat, thoroughly protects against the force of the wind. On top of that there is U-Kat,
good light and thus a lot of points for everyday matters, especially since the green one is the cheapest in the test field,
uses less than the competition and has a large tank ready. Green reason for the happy biker, so to speak. The quality of workmanship and details of the Kawasaki follow more pragmatic aspects. That lowers the price without causing any loss in use.
The CBR is more polished
therefore: titanium manifold, a complex swing arm ?? if a red pencil played a role, it was a small one. The Fireblade also bears an everyday crest in addition to the sport. The Lord of the Fire Blade sits only slightly crouched, less or poorly sheltered from the wind, but tighter, but by no means more uncomfortable. That guarantees unencrypted feeling in the all-important Popometer, anyway the Honda rider melts more closely with his bike than the Kawasaki rider. Safety and the environment are also considered: the quality of the light is looking for
second to none, and the blade works quietly and, thanks to the G-Kat, low-emission. However, the bottom line is that she always allows herself one more glass.
In the development of the Suzuki, the suitability for everyday use should be far behind
Specifications have stood. The GSX-R wants to fight, roars robustly, does its part
a secondary air system only the most necessary exhaust gas cleaning, whistles on a good light? who wants to race around at night? A purist attitude that on the one hand secures the Suzuki sympathy, on the other hand it wastes many points. It does force its driver into a jockey position, but long stages are also pretty bearable, always accompanied by a feeling of excellent driving safety. Regardless of the competition orientation, it offers reasonable wind protection, is logical and easy to assemble. Lovingly crafted, small details such as the steering head nut or large ones such as the spring elements delight the heart
and emphasize Suzuki’s move away from the dumping philosophy.
That leaves the R1, which actually only contributes its comfortable spring elements for a sporty gait when it comes to everyday life. Otherwise, she is also a child of the sporting spirit, who refuses to compromise as loudly as possible.

In everyday life
The Croatian and French roads are winding, partly covered by hair-raising poor road surfaces and mostly less traveled than ours. Ideal test conditions for lightweight motorcycles. Simply determine what is going on in high gear via the throttle grip, let the landscapes go by and enjoy.
The thing with the throttle doesn’t always work perfectly. Load change shocks disturb the harmony with Honda and Suzuki, and indeed when
at speeds of up to about 8000 rpm, for example after braking or in general after briefly closing the throttle, the throttle valves are opened again. A jolt then heralds the hard work under load of the two engines supplied with fuel via intake manifold injection.
Sure, the injection reacts directly, while the slides in the equal-pressure carburetors from Kawasaki and Yamaha give in to the negative pressure with a delay and open gently, so there is no annoying jerking ?? what is reversed on the racetrack, but more on that later. But once the gas has been applied, the injection candidates also come up on the country road with a level of metering that the carburetor competition can only dream of. The slightest changes to the throttle are easily controllable and converted into performance. That makes handling the two engines a lot easier, even with the titan power of the Suzuki. It has never been easier to get exactly what you want from such a range of horsepower. Whereby the GSX-R acts more cultivated than the annoying
vibrating Honda.
On the other hand, the CBR 900 has a better overview in everyday life thanks to the good seating position. With a broad perspective, the upright blader probes the traffic situation, road layout and road condition, while the GSX-R fighter, who is strongly leaning forward, loses a bit, especially since he is deeply bent and consumes strength as long as he is not moving forward quickly. A controllability plus point for the Honda, another for the Kawasaki with even wider handlebars and an even more upright seating position. The R1 driver has to bend deeply, but not as far forward as the Suzuki driver, which makes his situation a little easier. Nevertheless, he envies his Kawa and Honda colleagues for their jobs.
They also enjoy a clear handiness advantage. Whoops, the Kawa falls in an inclined position, diwupp, the Honda scurries behind, even booking advantages in alternating curves. The Yamaha and a little more the Suzuki convey a big bike feeling, give in more sedate. Gymnastics helps them on the jumps, with which the bolides insist on their sporting mission in everyday life.
The GSX-R, in particular, swings extremely stable, pulls its course as if stuck to the road, and directly implements every steering impulse. Precision that everyone loves. No frame or fork twists, every steering movement is passed on to the steel belt reinforced Bridgestone BT 011 ?? which, by the way, scores very well overall. The Suzuki acknowledges conscious stimulation of the steering with precise, small evasive movements, while the ZX-9R reacts with indifferent rocking, almost as if the front wheel were losing contact with the ground.
An experiment that transparently reflects the driving behavior when changing direction quickly. The verur-
things namely small, but
rapid compression of the fork. To Ab-
mitigation of the resulting spring-
movement does it need a good damping capacity? which apart from the Kawa also lacks the Yamaha very soft fork side, while Suzuki and Honda shine with better damping.
In general, the Suzuki has a suspension set-up that almost comes close to that of an exemplary Ducati or Aprilia. With concrete stability, it masters inclines, and those with suspension
like damping, spring elements tighten
filter away bumps in the road with high sensitivity. Which once again proved: tight does not mean uncomfortable. Well done, Suzuki.
After all, the Fireblade can do this almost as well and is easy to control anyway. However, it tempts its driver to hold on to the relatively high handlebars and
thereby bringing unrest into the steering? and where is the steering damper then? In any box, the Suzuki has one, Yamaha and Honda could urgently
need one, even at top speed on the autobahn. At least in the case of the Honda, whose handlebar twitches nervously on bad roads, it helps to fully open the rebound and compression damping of the fork, whereby the spring rate keeps enough reserves ready even for hard everyday braking.
The Kawasaki’s fork is from
soft from the start, as is the feather-
leg, the bench and the thick rubbers on the footrests. The fork no longer flutters on the 2001 model
pronounced, but constantly showing slight
Natural vibrations. The brakes are far less toxic, because of and against
the fork flutter, act several classes behind the competition. Everything is gentle, but not uncomfortable on the country road, where the soft feeling defuses some driving situations and makes the test ZX-9R quite pleasant on the bottom line.
The R1 struggles with a whole repertoire of difficulties, even though it is equipped with a fork that is tuned as smooth as butter and has an incredibly long negative spring travel. Sure, many are now leaning back yawning: the old steering damper veil. But the topic doesn’t get better from getting boring, just stale and stale. Which is why the neglect of the model maintenance measures on the problem of dangerous handlebar flapping leaves a rather pale aftertaste. The fact that Yamaha’s muscle man also gives little feeling for the limit area of ​​the Dunlop D 207 N / S, which is hardly praiseworthy in this regard, is not exactly covered by the difficult gas metering when springs and damping on the rear wheel. It stays as it is: Driving the R1 is difficult, model maintenance is advisable. Driving a Kawasaki is soft, but not uncomfortable. Honda’s drive precisely and fairly easily. And
Suzuki drive just great.

Rijeka and Ledenon
With Markus Barth and Jurgen Fuchs, you have two extreme testers as guests? and then the track is wet. It’s hard to believe, but most of the photos were taken on the semi-wet gravel asphalt of the Motodrom »Grobnik« in Rijeka (nice name, right?) ?? also the one on page 27, on which Markus the R1 notches are so beautiful
lets spark. In the end, Jurgen did not come into play until Ledenon. Without a photographer in extreme, at least dry, cold. Rijeka and Ledenon, two routes that could hardly be more different: one fast, fluid, wavy and with
gigantic grip, the other angled, hilly and with the nastiest brake corners.
When anchoring, the Honda leaves a mixed picture: It has the most effective and easiest stopper, but on the one hand the pressure point wanders, on the other hand the Blade dances wildly on the front wheel, which hardly makes it difficult to turn exactly.
The Suzuki acts in the light
Apply the brake bluntly at first,
to get better with increasing hand strength
Boosting dosability. However, it stamps happily with the rear wheel rattling, even at low engine speed. And if you brake very hard, does the fork bottom out ?? has something
higher oil level would certainly help. Similar to the Honda, the effects irritate more than they harm. The once great decelerating Yamaha anchors much less vehemently, the Kawasaki in comparison toothless.
The new Metzeler Rennsport in 120/70 front and 180/55 rear, chosen for the racetrack test, make a good one
Figure, offer good grip even at such low outside temperatures and calm the handlebar flapping tendencies of Honda and especially Yamaha. So the front wheels can be lifted over the crests? a real treat with all the performance.
Performance is what makes the Suzuki most impressive. Very similar to the Honda is their brute force
Violence can be dosed excellently. So the GSX-R will be even faster than any
others storming down the straight, easier to control than the somewhat weaker R1, whose constant pressure carburetors dilute the dosage.
The annoying load change jolts in everyday life are not noticeable on the course, neither with Honda nor with Suzuki, while Yamaha and especially Kawasaki delay, then with undesirably hard performance-
response to the opening of the throttle valve. Welcome to a new age: Honda has shown the way, now the much more powerful Suzuki celebrates the alliance of power and control. and the triumph of injection technology over carburetor technology.
The fact that both of them also shine with better suspension tuning, steer more precisely and convey a better feeling for the limit area, further increases the Vorsprung durch Technik. First and foremost that of the Suzuki, it comes out of the curves in a closer arc than the Honda, thanks to it
Steering damper only rudimentarily with the handlebar, is it still a bit fuller? and just makes good meters on every acceleration piece.
The GSX-R in Ledenon confirms what was already indicated in Rijeka: Under racing conditions the number one is currently Suzuki GSX-R 1000. A victory in the ring that the equally good Honda cannot make up for despite its light-footedness. And on faster courses? Is there no way to counter the violence of the new "R" anyway? not even from Yamaha. Remains for the soft ZX-9R
unfortunately only the red lantern.

Bottom line?
Gthere is a winner on points. The Honda impresses with its capabilities and its high suitability for everyday use makes ?? Light, emission control, seating comfort ?? unreachable ground well. However, if there were a winner from a sporting point of view, his name would be ?? with the best engine and brilliant handling ?? Suzuki GSX-R 1000.

Comparison test of 1000 athletes

Free climbing

Technical data: Honda CBR 900 RR

Water-cooled four-cylinder, four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, cup tappets, wet sump lubrication, electronic intake manifold injection, Ø 42 mm, engine management, regulated catalytic converter, electric starter. Boron x stroke 74 x 54 mm, displacement 929 cm3 Rated output (ECE) 108 kW (147 PS) at 11,000 rpm Max. Torque 100 Nm (10.2 kpm) at 9000 rpm power transmission Mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain. Chassis Bridge frame made of aluminum profiles, load-bearing motor, upside-down fork, guide tube diameter 43 mm, adjustable spring base, rebound and compression damping, Two-arm swing arm with upper pulls made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression stage damping, double disc brake at the front, four-piston calipers, floating brake discs, Ø 330 mm, disc brake at the rear, single-piston caliper, Ø 220 mm. Tires 120/70 ZR 17; 190/50 ZR 17 Chassis data Steering head angle 66.3 degrees, caster 97 mm, wheelbase 1400 mm, spring travel f / h 120/135 mm. Dimensions and weights Seat height * 820 mm, weight with full tank * 202 kg, payload * 182 kg, tank capacity / reserve 18 / 3.5 liters. Two-year guarantee with unlimited kilometers. Color red, yellow, metallic blue, metallic silver. Base price including VAT. 23,640 marks. Additional costs 350 marks

Technical data: Kawasaki ZX-9R

Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, Keihin constant pressure carburetor, Ø 40 mm, digital transistor ignition, uncontrolled catalytic converter with secondary air system (KCAS), electric starter. Bore x stroke 75 x 50.9 mm, displacement 899 cm3, rated output (ECE) 105 kW (143 hp) at 11,000 rpm, max. Torque 101 Nm (10.3 kpm) at 9200 rpm Power transmission Mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain. Chassis Bridge frame made of aluminum profiles, load-bearing motor, screwed rear frame made of aluminum profiles, telescopic fork, standpipe diameter 46 mm, adjustable spring base, pull and Compression damping, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, six -piston calipers, floating brake discs, Ø 310 mm, rear disc brake, single-piston caliper, Ø 220 mm. Tires 120/70 ZR 17; 190/50 ZR 17 Chassis data Steering head angle 66 degrees, caster 97 mm, wheelbase 1415 mm, spring travel f / h 120/130 mm. Dimensions and weights Seat height * 825 mm, weight with full tank * 217 kg, payload * 173 kg, tank capacity / reserve 19 / 4.1 liters. Two-year guarantee with unlimited kilometers. Colors green, gray, red. Base price including VAT. 22,690 marks. Additional costs 300 marks

Technical data: Suzuki GSX-R 1000

EngineWater-cooled four-cylinder four-stroke in-line engine, one balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 42 mm, engine management, secondary air system, electric starter. Bore x stroke 73 x 59 mm, displacement 988 cm3 Rated output (ECE) 118 kW (160 PS) at 10800 rpm Max. Torque 110 Nm (11.2 kpm) at 8400 rpm power transmission Mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain. Chassis Bridge frame made of aluminum profiles, load-bearing motor, upside-down fork, guide tube diameter 43 mm, adjustable spring base, rebound and compression damping, Two-arm swing arm with upper pulls made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, six-piston calipers, floating brake discs, Ø 320 mm, rear disc brake, two-piston caliper, Ø 220 mm. Tires 120/70 ZR 17; 190/50 ZR 17 Chassis data Steering head angle 66 degrees, caster 96 mm, wheelbase 1410 mm, spring travel f / h 120/130 mm. Dimensions and weights Seat height * 820 mm, weight with full tank * 201 kg, payload * 174 kg, tank capacity 18 liters. Guarantee two years with no mileage limit colors blue / white, black / red, black / silver base price including VAT 24,230 marks additional costs 270 marks

Technical data: Yamaha YZF-R1

Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, five valves per cylinder, bucket tappets, wet sump lubrication, Mikuni constant pressure carburetor, Ø 40 mm, digital transistor ignition, secondary air system (AIS), electric starter. Bore x stroke 74 x 58 mm Displacement 998 cm3 Rated output (ECE) 110 kW (150 PS) at 10,000 rpm Max. Torque 108 Nm (11 kpm) at 8500 rpm power transmission Mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain. Chassis Bridge frame made of aluminum profiles, load-bearing motor, upside-down fork, guide tube diameter 41 mm, adjustable spring base, rebound and compression damping, two-arm swing arm with covers made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, four -piston calipers, floating brake discs, Ø 298 mm, disc brake at the rear, two-piston caliper, Ø 245 mm. Tires 120/70 ZR 17; 190/50 ZR 17 Chassis data Steering head angle 66 degrees, caster 92 mm, wheelbase 1395 mm, spring travel f / h 135/130 mm. Dimensions and weights Seat height * 820 mm, weight with full tank * 204 kg, payload * 191 kg, tank capacity / reserve 18 / 5.5 liters. Two-year guarantee with unlimited kilometers. Colors red / white, blue / white. Power variant 72 kW (98 PS) Basic price including VAT. 24,135 Marks, additional costs 365 Marks

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