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Driving report Cup Suzuki SV 650 S

Donner and Gloria

For the 2000 season, Suzuki is attracting the next generation and is offering the 71 hp SV 650 S in racing trim for 14,990 marks. MOTORRAD tried the thundering middle class sweeper before.

Somehow it doesn’t all fit together. It booms like thunder through the empty grandstands in the Baden Motodrom, the air vibrates, and the few actors turn their heads in amazement. What sounds like a brute Ducati Superbike is nothing more than one of the first Cup Suzuki SV 650 S that MOTORRAD is driving around the small circuit in Hockenheim for its premiere. Just 71 hp, but a sound like that of King Carl himself. The light Devil muffle with volume that complies with the regulations makes it possible.
And so that the hot spurs can crack properly around the corners, Suzuki allows the use of harder springs on the fork and strut. That is a good thing, because the fork, which is inherently too soft, is permanently on stop during rough braking maneuvers. Another advantage: the ground clearance increases with the harder springs, thus reducing the annoying grinding noise of the notches.
The street-legal tires are the same for everyone, no-slip racing rubbers from Metzeler. A good idea: when it rains, in contrast to other cups, real rain tires can be put on the rims, but this requires a complete second set of wheels and thus an additional investment. In return, the SV rider saves expensive tuning, because the carburetor and the innards of the water-cooled twin must not be changed or optimized in the slightest. Only the final translation can be worked out by each driver depending on the route.
The rest of the »tuning« is limited to optical retouching and the professional disposal of all TÜV junk. Everything that bothers you, the Suzuki has a GRP half-shell, a chic front fairing, a rear wheel splash guard and powerful plastic protectors on the left and right that are a bit reminiscent of the Ben Hur cars. just in case.
And that will come. Because as outrageously as the SV 650 thunders through the Motodrom, the arc is quickly overstretched. The 71 hp push the blue racer pretty quickly over the short straights, and because the momentum is half the battle, it lurches in and the gas tap is pulled before the apex. And full. The SV rattles gently over the red and white curbs, shakes itself, but remains largely on the track and plunges through the depression of the Opel curve. Always drive wide, fast arcs, leave where you can and ?? no way ?? lose momentum.
One is amazed at how the V2 twin, designed for road use, goes to great lengths. Clearly, the chassis with the 39 telescopic fork and the comparatively filigree swing arm lacks the precision of a real supersport file, but the Suzuki does not really take the slight pendulum from it. Because it’s actually quite funny. And for daredevils who are not quite as experienced, perhaps the timely warning that the limit area has come to an end.
One thing is for sure, the Suzuki Cup will be a real attraction for both the actors and the audience, and the thundering sound from 50 pots alone is a pleasure. That’s how many places are advertised in the 2000 Suzuki Cup. The German Suzuki dealers deliver the finished cup motorcycle for 14,990 marks plus an entry fee and training fee of 2000 marks. In addition, racing beginners can put on a brand new Kushitani suit complete with back protection, Marushin helmet and gloves. All inclusive. Anyone who stands on the podium after the match or reaches the points up to 15th place still has a handle in the prize money pot open.
L.ust? But then fix. Eight events are planned for the 2000 season, the first running on 29/30. April on the Nurburgring. If that’s not enough, you can try your luck a week later (info: phone xxxx / xxxxxx). And if the whole thing is a bit too wild for you, you should at least give it a listen. It is worth it.

The brand cups

It’s been a good 20 years since Yamaha launched the first brand cup in the German racing scene. There, too, the rather staid middle class XS 400 is being upgraded for the racetrack. With great success. Martin Wimmer, GP winner in the 250cc World Championship, came from the Yamaha Cup as did superbike crack Udo Mark and the two-time 125cc world champion Dirk Raudies, who, however, earned his spurs on the Cup Yamaha TZR 250. But with the Cup, the youth work for Yamaha is not over, but the motorcycle manufacturer enables the real talents to make the leap into the world class. The best example: Jorg Teuchert, who used to compete in the Cup, is now one of the favorites in the 600 Supersport World Cup. Tea list of top German World Cup drivers from the inexpensive branded cups is long. Currently it is Steve Jenkner, Reinhard Stolz and Klaus Nohles who shone in the ADAC Junior Cup and made a seamless transition to the DM and World Cup classes. Germany’s fastest female racing driver, Katja Poensgen, once terrified the boys in the 125 ADAC Cup and won this junior series (at that time advertised without brand ties) on a Suzuki RG 125. The only problem with this type of youth development: The drivers come through the strict Regulations had little contact with the complicated technology of thoroughbred racing machines. This is why there is often a lack of the basic technical knowledge that makes it possible to optimally prepare a top-class racing bike. That is why all ambitious Cup drivers are advised to switch to an open racing class after the tough driving school in the Cup, in order to familiarize themselves there with the various options for tuning the complicated technology. An informative overview with dates and costs for the current brand cups and amateur racing series is listed in the MOTORRAD supplement Sport Dates 2000 in issue 5.

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