Driving report Suzuki GSX-R 1000 (2007)

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Driving report Suzuki GSX-R 1000 (2007)
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Driving report Suzuki GSX-R 1000 (2007)

No respite

Sports life is hectic. There is no time to rest on your laurels. Therefore, Suzuki wants to keep the competition in suspense with a good performance look-up and a targeted further development of the sporty flagship GSX-R 1000.

A pretty tough nut that Suzuki has given itself to crack. Since the Japanese have with last year’s GSX-R 1000 put the absolute super bike top dog on its wheels, and for the 2007 season everything should, yes, get better, stronger and better.

And that even under the burden of the Euro 3 standard. How is that supposed to work? In the case of the GSX-R 1000, not by radically turning the concept inside out. But through careful further development, which can definitely be understood as an appreciative bow to the predecessor? because that was already a brutal and excellent iron.

So, at least externally, everything remained largely the same. Of course, the second muffler. Otherwise a slightly more aerodynamic fairing, that’s it. The slightly longer tank and the footrests, which can now be adjusted in three positions, are ergonomically fine-tuned.

So no experiments, also with regard to the stage for their first appearance. Like some of its predecessors, the GSX-R celebrates its premiere on the high-speed GP circuit on Phillip Island. After all, such a caliber needs plenty of exercise. And finally, the new one is said to have increased to 185 hp. But also in weight. Because although the innards of the two rear silencers are made of titanium, the press kit reports six kilograms more weight.

A revised cylinder head with slightly larger ducts, two-millimeter larger exhaust valves and camshafts with 0.6 millimeters more stroke to control the valves, which are still made of titanium, plus steeper twelve-hole injection nozzles instead of four and larger compensation openings in the crankcase Minimizing pumping losses, these are the ingredients for the cocktail that is supposed to bring about muscle growth.

But what is the use of so much top performance, if power development and drivability would go beyond that? All theory is gray. The answer must be given by the 2007 GSX-R, known internally as the K7, on the track. Does she really have that much pressure and is still the easy-going powerhouse?

First impression: Is there power? even on a high-performance, high-speed track like Phillip Island ?? absolutely no flaw. The Australian GP course is perfect to showcase the motor skills of the newcomers. As the GSX-R rushes onto the home straight and crashes down the long straight towards the Tasman Sea, nothing to be desired is left unfulfilled.

At its end, the turning point into the ultra-fast Doohan Corner, the clock shows an enormous 299 km / h as proof of motor power. Briefly but decisively brake, shift down a gear and bend down. The new one can be tilted even at high speed without great resistance, the delicate fork carefully irons out the washboard-like bumps that lurk in the super-fast right-hand arc. Then briefly apply the throttle again in an inclined position until the next double left. This works with millimeter precision, because the power cube, which is still equipped with double throttle valves, does not show any weakness when it comes to throttle acceptance or load changes. And then brake into the outward sloping left-hand bend in a full lean. The slight erection moment of Suzi, who is soled with Bridgestone BT 015, front in “N”, rear in “G” version, is registered, but does not disturb the line.

In terms of manners, everything is okay. So cock up and down the long, adjoining left-hand curve with great taste. The new chassis, made of five cast aluminum parts, has been redesigned with two millimeters more caster and, thanks to the longer swing arm, ten millimeters longer wheelbase in terms of stability than maneuverability. And on the occasion the technicians gave the shock absorber a completely new rocker arm. It works less progressively now. The installation position of the engine remained unchanged. Ergo, the pilots do not expect any surprises in handling. Turning in is easy, the GSX-R 1000 only wants to be kept on the tight line with effort at high speeds.

Then the Honda-Corner comes flying at a good 240 km / h, in the middle of this high-speed reserve a rather hearty 180-degree braking corner spiced with bumps. The new fork, as well as the shock absorber garnished with high and low-speed compression adjustment, pulls itself out of the affair without going into block. And even if the brakes first need a little temperature in order to develop their not overly aggressive, but easily controllable bite, their pressure point remains bolt-stable even during such tortures. Above all, however, the pilot can fully concentrate on the turning point, because the now hydraulically operated anti-hopping clutch, which has been newly adjusted to the changed lever ratios on the swing arm, keeps the rear wheel under control.

The GSX-R pulls in powerfully at the exit of the hairpin in second gear from the lower rev range. When grabbing from the deepest layers, however, it no longer looks quite as natural and compelling as it was previously known. Apparently, the engineers have smoothed the power output for better metering and drivability. At higher speeds, however, it comes off like a champagne cork from the bottle. The peak power is now 1000 revs later, at 12000 rpm. The tremendous acceleration is almost endless until the limiter kicks in at 13750 rpm instead of the previous 13500 rpm. No matter if third, fourth or fifth gear.

If the four-cylinder really breaks, there is a lot to do, especially on the undulating sections of the road. For the tortured rear tire, which struggles for grip early on with its wide and easily controllable border area, as well as the now electronically controlled steering damper, the ?? although it allows some movement in the handlebar ends? Reliably prevents kickback. Its damping is regulated by an electromagnetic valve depending on the driving speed. Up to about 60 km / h it practically has a break in transmission and thus cannot negatively influence handling in everyday life, for example in city traffic.

The second electronic delicacy should also mainly make everyday life easier. Using a rocker switch on the right handlebar, three different ignition curves can be called up. If curve “A” lets the four-cylinder off the leash unchecked, curve “B” curbs

Responsiveness and power output in order to release full power at full load from around 10,000 rpm. Curve »C« finally reduces the performance of the 1000 to a 600 by feeling. Which helps avoid stress, especially on slippery roads thanks to the very tame power delivery and significantly reduced top-end power. The next development step is likely to be traction control. But first the GSX-R has to face the competition (MOTORRAD 7/2007). She seems well equipped for this.

Technical data Suzuki GSX-R 1000 – Technical data Suzuki GSX-R 1000

Engine: water-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, injection, Ø 44 mm, regulated catalytic converter with secondary air system, 350 W alternator, 12 V / 10 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 73.4 x 59.0 mm
Displacement 999 cm3
Compression ratio 12.5: 1
Rated output 136.0 kW (185 hp) at 12,000 rpm
Max. Torque 117 Nm at 10000 rpm

Chassis: bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base,
Rebound and compression damping, two-arm swing arm with aluminum upper parts, central spring strut
with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 220 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17

Dimensions and weights: wheelbase 1415 mm, steering head angle 66.3 degrees, caster 98 mm, suspension travel
v / h 125/135 mm, seat height 810 mm, dry weight 172 kg, tank capacity 17.5 liters.

Two year guarantee
Colors blue / white, orange / black
Red / silver, black / matt black
Price 13490 euros
Additional costs 145 euros

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