Comparison test of the 750 super sports car

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Comparison test of the 750 super sports car
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Comparison test of the 750 super sports car

The last of the Mohicans

Only three super sporty 750s will be competing for the buyers next year. Is the former prestigious sporting class deserted, do you have to write it off? MOTORRAD prefers to describe.

You did everything right. Over the years, we have developed a lot of performance and lost weight, equipped ourselves with chassis components that are otherwise only found in top-class 900 and 1000 super athletes. In the Superbike races of this world they lit the big two-cylinder engines with a mighty fire under the seat hump with their explosive performance and sound development.
Nevertheless, there is depression in the 750 four-cylinder. More and more motorcyclists are leaving the former sporting showcase class. In droves they are aiming for the GSX-R 1000, YZF-R1, ZX-9R or CBR 900 RR. Or the powerful two-cylinder Aprilia RSV mille, Ducati 996 and Honda VTR 1000 SP. Others succumb to the lure of high-frequency 600s sound cascades, which are not available for little, but compared to the 1000s for less money.
On the one hand, this is understandable because the 600s have become more and more powerful and the 1000s have become lighter and easier to handle. On the other hand, experiencing the 750 series leads to a realization that goes against the current trends in displacement fashion and all planning by racing departments or product managers. It reads: As long as it burns so gloriously on the middle course between 600 and 900 to 1000 cubic centimeters of displacement, it simply cannot be left to waste.
So it’s a shame Kawasaki kept the ZX-7R wriggling unchanged for five years in a rapidly changing market. Targeted model updates could immensely promote their image and their sales success. Because it has a hard time between the constantly further developed, slim Suzuki GSX-R 750 and the uncompromisingly designed MV F4 S. ​​That is not so much noticeable in everyday driving, because the Kawasaki four-cylinder has real power in the lower and middle speed range. In fact, enough to give this 234 kilogram motorcycle between 60 and 140 km / h the best torque of the 750 trio. The beefy draft combined with smooth load change behavior makes it easier to deal with the sluggish handling. Kawasaki drivers can concentrate almost all of their energy on the target-oriented driving line, the rest here almost works by itself. The Kawasaki four-cylinder also makes it clear in other areas that it is not yet beyond good and evil. It runs remarkably with little vibration and on top of that quite economical. Kawasaki fans have to accept poor cold running behavior as the only disadvantage of the poor carburetor set-up.
The high-tech injection engine of the GSX-R 750 sounds and runs rougher and can only boast a small consumption advantage on the country road. Subjectively, it has the same power in the middle speed range as the Kawasaki engine and pulls wonderfully evenly. Objectively, it turns out that he always needs a smaller gear for this. The long overall ratio of the GSX-R 750 and the unconditional search for maximum performance cannot be completely compensated for by the torque-increasing double throttle system in the intake tract and a whopping 40 kilogram weight advantage over the ZX-7R.
Despite a dip in the torque curve and thanks to its short overall ratio, the MV can keep up, but shows more impatiently than the well-behaved Suzuki where it feels really comfortable and where it is aiming. To the higher positions of the speed range. There, the extremely short-stroke four-cylinder with the radially arranged valves delivers plenty of power, also in relation to the abundant gasoline that is burned.
With the increase in sporting demands, i.e. with the use of more power and greater driving commitment of the pilots, the Kawasaki makes and gets more and more trouble. Before it could still demonstrate its potential, now it demonstrates that it was not developed decisively enough. The motor does not turn upwards as lively as it started at the bottom. Nevertheless, it is quite difficult to brace yourself from the frog-like sitting position over the long tank against the acceleration. This position, given by a deep seat cushion and high-mounted footrests, does not in any way facilitate the steering work on the Kawasaki, which requires a lot of effort for jagged lean changes anyway. And the front section keeps bouncing up and down, no matter how the fork is set. Even the series tires prove to be a handicap. The D 204 have long been replaced by the much better D 207 by Dunlop and have no chance against the better adhering, more pleasing Michelin and Pirelli tires of the competition.
With its modern rubbers, it unfolds that tingling driving experience that gives the 750 class its special charm. Sovereign, with noticeably more pressure than the 600 series, the MV and the Suzuki tear, without the gap between existing and psychologically usable performance becoming as large as with the displacement cars. Expressed with less empathy for sensitive driver souls: They are not so scary and can be brought up with ease. Well, yes, almost at ease. The GSX-R in particular gives its drivers an effortless swing, even when driving quickly. Compared to the push-up posture on the MV, the sitting position offers almost tourist qualities. Any upright touring rider will vehemently deny this, but the position actually provides an overview, and so the Suzi comes pretty close to the ideal of a motorcycle that is only controlled by the driver’s gaze. The low weight of 194 kilograms and the harmonious contour of the 120/180 tire pairing do the rest. However, it is important to keep the air pressure at at least 2.4 bar at the front and rear, otherwise the Michelin Pilot Sport will cause a somewhat spongy driving behavior.
Avoiding every touch of it as much as possible is recommended on the Suzuki anyway. Because the more energetically it is accelerated in an inclined position, the harder the GSX-R 750 pulls itself into the rear suspension. Not only because of the normal dynamic wheel load distribution, but apparently also because of the geometry of the lever system. The suspension comfort on bad roads is astonishingly good, but with an extremely sporty driving style, steering precision and cornering stability suffer and a more or less strong rocking eventually occurs. What can certainly not happen on the MV. It is by no means stubbornly tuned, springs very comfortably thanks to sensitive, responsive, energetically damping spring elements – and yet feels completely different to the Suzuki or the Kawasaki. Tighter, more composed, always on the same level with yourself. It moves along with the others like a fine, sharp ink line next to fibrous felt-tip pen lines.
The MOTORRAD testers wanted to know exactly what was just becoming apparent on the country road. In a night and fog campaign, they put Metzeler racing tires on all three pairs of bikes and drove a few laps in a free practice session on the Ledenon race track the next day. For fun too, of course, but mainly because this route reveals the differences more clearly and sharply than driving on public roads could ever do. And so it was. Everyone immediately felt at home on the Suzuki and quickly found the right track through the difficult, mostly tight curves of this mountain-and-valley railway. With increasing confidence in the tires, the correspondingly violent acceleration and rising temperature of the shock absorber, however, the hindquarters fell into almost hysterical pumping movements. This went so far that the rear wheel stamped sideways on particularly undulating passages, which luckily did not pose a serious problem thanks to the good nature of the Metzeler tires. The fork was also able to cope with this strain, so that Suzi was pretty quick in the end. Even the brakes, which always seem a bit dull when driving normally, thawed under high constant load and temperature and bit into their discs. The effect and the spontaneous willingness to perform of the Kawaski or MV brakes did not match them.
Yes, and then the MV. She swept over all the undulating places in a full incline, as if she and she alone were traveling on a flat track. Without exaggeration: for the F4, cornering only really begins where the others with their standard equipment already reach their limits. Anyone wondering about the MV Agusta’s low score in the overall standings, upset about its high consumption or mocking details such as its inconsiderate mirrors, is asked to think about it. It is unsurpassed in very specific points that focus solely on driving dynamics. Everyone has to answer the question of who wants or needs it. Whatever the answer, the advantages of the MV are not just to be had. Switching from the GSX-R to the F4 certainly produces a greater culture shock than a Japanese person’s first vacation in Italy. Leaning forward so uncomfortably, so strenuous, so difficult to open the gas cleanly, and that’s supposed to be something really great now? Then please don’t let up or even stop. The knot usually bursts after about twenty minutes. On the racetrack. It can take longer on the country road, forever in city traffic. It is better to arrange a longer test drive with the friendly MV dealer.
D.his test would not be complete without another look at the Kawasaki. With the other tires, the veteran found an unprecedented greed for curves. Stable instead of stubborn, reliable instead of old-fashioned suddenly seemed to be their motto. And although, like the other two 750s, she always lost a few meters to the overpowering 1000s when accelerating, she sometimes still had a bit of cheek for her driver. Enough to slip past the next braking zone when the 1000-meter pilot was at the adrenaline limiter. As mentioned at the beginning: They actually did everything right, the 750s. To punish them with disregard is damned unjust.

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Comparison test of the 750 super sports car

Comparison test of the 750 super sports car
The last of the Mohicans

Technical data: SUZUKI GSX-R 750

SUZUKI GSX-R 750EngineWater-cooled four-cylinder four-stroke in-line engine, 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 72 x 46 mm, displacement 749 cm³ Rated output 104 kW (141 hp) at 12,500 rpm Max. Torque 84 Nm (8.6 kpm) at 10,500 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, tension and Compression damping, two-arm swing arm with upper cables 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 320 mm, disc brake at the rear, Ø 220 mm, two-piston caliper. Tires 120/70 ZR 17; 180/55 ZR 17 Chassis data Steering head angle 66 degrees, caster 96 mm, wheelbase 1410 mm, spring travel f / h 130/130 mm. Dimensions and weights Seat height 850 mm, weight with a full tank 193 kg, payload 187 kg, tank capacity / reserve * 18 liters. Two-year guarantee without mileage limitColors blue / white, red / silver, black / yellowPrice including VAT 21,620 marks * Manufacturer information

Technical data: MV Agusta F4 S

MV Agusta F4 S data engine: water-cooled four-cylinder four-stroke engine, transverse crankshaft, two overhead, chain-driven camshafts, four valves per cylinder, arranged radially, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 46 mm, engine management, no exhaust gas cleaning, electric starter, three-phase alternator 650 W. , Battery 12 V / 9 Ah. Bore x stroke 73.8 x 43.8 mm Displacement 749 cm³ Compression ratio 12.1: 1. Nominal output 101 kW (137 HP) at 12 650 rpm Max. Torque 80 Nm (8.2 kpm) at 10,500 rpm Power transmission: primary drive via gear wheels, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 40:15. Chassis: tubular steel frame, upside-down fork, Slide tube diameter 49 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of cast aluminum, 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, Ø 210 mm, four-piston caliper. Cast aluminum wheels 3.50 x 17; 6.00 x 17 tires 120/65 ZR 17; 190/50 ZR 17 Chassis data: wheelbase 1412 mm, steering head angle 66.5 degrees, caster 104 mm, spring travel f / h 118/120 mm. Warranty two years without mileage limitColors red / silverPrice including VAT 32,858 marks, additional costs 352 marks

Technical data: KAWASAKI Ninja ZX-7R

KAWASAKI Ninja ZX-7R engineWater-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 38 mm, contactless transistor ignition, secondary air system, electric starter. Bore x stroke 73 x 44, 7 mm, displacement 748 cm³, rated output 90 kW (122 PS) at 11,800 rpm, max. Torque 78 Nm (8 kpm) at 9300 rpm Power transmission Hydraulically 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 made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, front double disc brake, six-piston calipers, floating brake discs, Ø 320 mm, rear disc brake, Ø 220 mm, four-piston caliper. Tires 120/70 ZR 17; 190/50 ZR 17 Chassis data Steering head angle 65 degrees, caster 99 mm, wheelbase 1435 mm, spring travel f / h 120/130 mm. Dimensions and weights Seat height * 805 mm, weight with a full tank * 232 kg, payload * 183 kg, tank capacity / reserve * 18/5 Liter. Two-year guarantee with unlimited kilometers. Colors green, price including VAT. 20,690 marks * Manufacturer’s information

3rd place – Kawasaki ZX-7R

3rd place
Kawasaki ZX-7R

It comes slowly, only in the back of the table of points. But there it comes powerful. The everyday qualities of the Kawasaki ZX-7R were almost enough to catch the MV. When driving, however, the awareness of driving a cheap, sensible motorcycle helps, not over the sluggish handling or the constantly jumping front end. The short race track run on other tires alone showed that the ZX-7R is making great strides with just a few improvements. Unfortunately, Kawasaki has been leaving these improvements to customers for the past five years.

2nd place – MV Agusta F4 S

2nd place
MV Agusta F4 S.

The MV score reads like the geological profile of the Dolomites. Far up, steeply down, and that in constant change. Typical for an extreme motorcycle. Where it is good, namely in most of the chassis-relevant criteria, it is better than an all-round rating can express. To the delight of sporty and ambitious drivers, their engine has also made a big leap forward. The MV from 2002 brings performance on the level of the GSX-R 750. Cheaper consumption values, especially in the partial load range, would suit her well.

1st place – Suzuki GSX-R 750

1st place
Suzuki GSX-R 750

It has done it again, the GSX-R 750. Thanks to a breathtaking synthesis of a powerful engine, easy handling and all the pleasant, small and large everyday practicalities that Japanese motorcycles offer. It starts with the sitting position, doesn’t stop with the luggage hook and also includes the very low fuel consumption. But it shouldn’t hide the fact that their lead in terms of driving performance is now gone. And that she needs a better shock absorber. She definitely deserved it.

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