Hertrampf-Suzuki GSX-R 1000

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Hertrampf-Suzuki GSX-R 1000



Hertrampf-Suzuki GSX-R 1000

Hertrampf-Suzuki GSX-R 1000
Uncovered potential

Denis Hertrampf looks back on over 30 years of Suzuki experience, was active as a tuner in the Superbike IDM, national cups and championships for over ten years – the man knows how to make Suzuki’s legs.

Andreas Bildl


Okay, she may not win a group test anymore. Still, the Suzuki GSX-R is an excellent athlete. At the Superbike World Championship round at the Nurburgring, Leon Camier pushed his GSX-R 1000 for example up to the podium. You can see that there is still potential in the Kilo-Gixxer. However, it takes a knowledgeable hand to uncover it.

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Denis Hertrampf has one of these, and is no stranger to athletes. 30 years of Suzuki experience, over ten years in Superbike IDM and national cups and championships as a tuner – the man knows how to make Suzuki’s legs. The fact that the Nordhorn is also responsible for the first Panigale victory in the Superbike IDM as tuner and team boss of IDM Ducati driver Dario Giuseppetti is only mentioned for the sake of completeness.

In terms of performance, the GSX-R 1000 has since lost sight of the superbike top. And the standard chassis is more suitable for country roads than racing. That is why the standard shock absorber for an Ohlins counterpart of the TTX 36 type has to make room for a much harder spring (97.5 kg, series 85 kg) and more damping.

He also implants somewhat harder springs in the Big Piston fork and damper pistons developed in-house by the IDM, which means that rebound and compression damping are also separated according to the spars. In order to catch up on the performance deficit, intervenes Hertrampf initially on camshafts from the legendary Japanese tuning company Yoshimura. These not only ensure proper ventilation of the engine with sharper control times, but also offer the possibility of fine adjustment of the control times thanks to the corresponding camshaft gears. Self-made HPC intake funnels and a Power Commander together with a secondary injection module round off the tuning on the inlet side. After the tuning cure, you exhale through a complete Akrapovic system.

Despite the manageable interventions, the Suzuki unit with db-eater produces an impressive 185 hp. Without the silencer insert, it even swells up to a massive 193 hp. Thunderstorm. According to Hertrampf, an additional complete cylinder head machining including an increase in compression should mobilize at least another 10 hp. Steadfast, as he emphasizes. Unfortunately, there was not enough time to do this when preparing the machine, as the test date was urgent. And 193 hp should be enough for now.

But what is noticeable on the first few kilometers is the command center. LSL stubs and rests create an astonishingly pleasant, relaxed, yet sporty sitting posture. Just right for taming so much power.

The spring elements presented themselves from the hearty, firm side. However, their set-up was also made for the racetrack and a 98 kg pilot. It is therefore not surprising that our 80 kg test driver did not get his money’s worth on the country road in terms of comfort. But the enormous damping reserves and the clean responsiveness let the potential of the chassis for the racetrack flash in fast-moving passages. In addition, Hertrampf can also provide tailor-made settings to meet driver requirements. The four-cylinder hangs perfectly on the gas. In all performance searches, Hertrampf attaches great importance to drivability and thus clean, jerk-free throttle response of his creations. Because it is at least as important on the racetrack as it is on the country road. At 3000 rpm the four-cylinder falls into a clear torque hole, which is particularly noticeable when the gas is opened up quickly. But this effect can be minimized with a sensitive hand throttle – or you can circumvent this speed range over a wide area. But all of a sudden everything will be fine. From 4000 rpm the Suzuki tenses the muscles and hangs directly on the gas. From 8000 rpm, the four-cylinder then seems to literally explode, jerks the front wheel up vehemently and turns aggressively up to the limiter, so that the perplexed driver can hardly keep up with the shift.

The revised brake system with sharper pads is even more biting. Anyone who knows the proper series brakes rub their eyes in amazement. What Hertrampf gets out of the series brake calipers is awesome. Two-finger brakes become one-finger. For the racetrack awesome, for the country road, more gently gripping surfaces are available – and are also recommended. But for everyone who likes to run their GSX-R 1000 on the racetrack, the Hertrampf-Suzuki is a strong piece.

Yoshimura camshafts 1100 euros, Akrapovic 4-1 complete system 1200 euros, Power Commander V 359 euros, secondary injection module 279 euros, fork conversion 890 euros
Ohlins shock absorber, vote 1744 euros, brake revision 499 euros, intake funnel 500 euros, LSL notches / handlebars 299/179 euros,

Hertrampf Performance Center, Sachsenstr. 5, 48529 Nordhorn, Tel. 05921/37778, Fax 059 21/83839, www.hpc-power.de

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