Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

44 photos

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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We bow to engineering and do what God expects of PS. We enjoy this wonderful world of athletes that he has created for us!

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Anyone who thinks that they are underpowered on the Yam with only 150 HP is mistaken and should permanently move the five-valve engine over 7000 rpm on the country road.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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An eye-catcher at the time: the shift rod that ran through the frame.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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The titanium shell of the rear silencer came with the first model change for the 2000 season.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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The mighty YZF-R1 shaped the beginning of the new millennium like no other bike. Honda’s Fireblade faded into the moped beside her.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Another parallel between Prodigy and R1: Some were decried as hardcore druggists and today run soberly through the MotoGP paddock, the R1 was considered a brutal highsider bike and today it rides through the area with modern street sport skins.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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The mighty bridge frame profile looks very impressive.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Logically the ones equipped with the carburettor still have a choke, otherwise hardly anything has changed since then, at least ergonomically or mechanically. The R1’s impact was as big as the “Firestarter” of the legendary techno combo Prodigy.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Welcome to the modern age! Anyone who takes a seat on an original R1 (also known as RN 01 or, with a few changes, RN 04) has arrived in the here and now of sports motorcycles despite being almost 16 years old.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Third in the federal government is the second generation Yamaha YZF-R1 contributed by Motorland in Mannheim (www.motorland-zweirad.de).

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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You can ride the Yamaha YZF-R1 happily and relaxed.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Improvement dominates the world of athletes in more or less big steps.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Individual numbering on the HP4 stirs up ownership.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Electronics has established itself among athletes. Those who do not offer assistance systems follow suit.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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From September 2014, the HP4 will be delivered with ABS Pro, a so-called curve ABS.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Some hate it, others love it: the gills look on the right side of the fairing.

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The footrest of the BMW HP4.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Almost 200 hp, only a little over 200 kilos and easy to move like a bicycle. Even drivers with gross motor skills, assuming a minimum of intelligence, have to force the HP4 hard to fall.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Looking at the HP4 in this historical context, it becomes clear what a success it is.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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With the HP4, BMW recently added the icing to the S 1000 RR superbike known as the “i”. “Full cabin” for electronics was the order from the Munich executive floor, and the engineers programmed like hell.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Last but not least, a brand new BMW HP4 will be taking part as a representative of the modern era.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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The Suzuki GSX-R 750 was a revolution among the four bikes, it laid the foundation on which current bikes are still based today.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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The great success from back then can still inspire today. In view of the braking performance, however, always provided that you keep a safe distance.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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The narrow, long tail (duck) rump shaped the Kawa-Nakeds for over a generation.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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The pleasure is greatest between 3000 and 6000 tours, when the four-cylinder pulls off sustainably but anything but overpowering.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Despite its brute reputation, the four-cylinder is practice-oriented. Battery broken? Kicking helps.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Two overhead camshafts were an announcement to the assembled competition.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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The fat in-line engine with the legendary four-in-four exhaust system had a lasting impact on the Kawa image.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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It became the bike of the wild, as Udo Lindenberg sang it in 1978 in “Der Boss von der Gang”.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Performance that the chassis was not up to. And who advanced to become a widow maker due to her sometimes insidious driving behavior.

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Like no other motorcycle, the first Z1 built its reputation on exuberant performance in the early 1970s.

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On the one hand there is the Kawasaki 900 Z1. Here in the form of a 76 model, kindly made available by Motorrad Limbächer (www.limbaecher.de).

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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It’s wonderful how quickly the Kawa wins you over, how it takes possession of you and your thoughts slide into the past.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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The past 40 years of sports motorcycle history have been rapid.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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What would Suzuki have become without the legendary GSX-R series? No other abbreviation in the motorcycle world is more sporty.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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The old-school athlete quickly develops his charm, but pinches the pilot’s knees just as quickly, as the ergonomics are more than modest from today’s perspective.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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b 6000 tours sets in a moody thrust even by today’s standards, the 80s icon swims briskly in traffic.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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A highlight back then: the standard flat slide carburetors.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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With the double-loop aluminum frame of the GSX-R, Suzuki was a pioneer and thus a pioneer of the light metal bridge frame.

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Barren cockpit. The tachometer starts at 3000 rpm.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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A power-to-weight ratio of 0.5 hp per kilo was previously reserved for real racing motorcycles. In 1985, Suzuki built the GSX-R 750, a bike with these key data, and put it in the dealers’ shop windows for approval.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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The start of a new era! The Suzuki GSX-R 750 was the first female athlete who dared to tackle the ambitious cornerstone of “100 hp, 200 kilograms”.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Then there is the Suzuki GSX-R 750 of the first series from 1985, kindly provided by PS fan Horst M. Pasulke.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
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Let’s go on a journey through time and explore the most outstanding motorcycles in our universe.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

Milestones in PS history

Content of

The story of the creation of the sports motorcycle is also the story of PS. We are inextricably linked with powerful two-wheeled missiles. For the anniversary we drove the highlights from four decades.

B.Theologians and theologians have argued for centuries about the origin and formation of the earth. We, the testologists at PS, are already two steps further. We know that the creation of our world took four days and we even have an exact date for its creation. Our world was created with the first PS edition just in time for IFMA in October 1974. What a premium!

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Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4
Milestones in PS history

www.limbaecher.de) made available. Then the Suzuki GSX-R 750 of the first series from 1985, kindly provided by HP fan Horst M. Pasulke. Third in the federal government is the second generation Yamaha YZF-R1 contributed by Motorland in Mannheim (www.motorland-zweirad.de). And last but not least, a brand new BMW HP4 will be on board as a representative of the modern era.

Kawasaki 900 Z1


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The Kawasaki 900 Z1. Here in the form of a 76 model, kindly made available by Motorrad Limbächer.

“If you make full use of the possible speed in the gears, you have the feeling of driving a racing machine. With the Kawasaki 900 Z1, however, it is just as much fun to roll along at moderate speed, and you can even let the engine run down to 2000 rpm in 5th gear, ”said PS issue 4/1976.

Like no other motorcycle, the first Kawasaki 900 Z1 built its reputation on exuberant performance in the early 1970s. Performance that the chassis was not up to. And who advanced to become a widowmaker due to her sometimes insidious driving behavior. It became the bike of the wild, as Udo Lindenberg sang it in 1978 in “The Boss of the Gang”. Our Z 900 is built in 1976 and therefore belongs to the second, facelifted generation. It already benefits from 0.5 millimeter thicker frame tubes, which now had the 82 HP better under control, even at high speeds, while the front brake, which was equipped with double discs – one of the best on the market at the time – tamed the Kawa’s 250 kilograms at all times.

From relaxed rolling to brisk cruising

If you climb on a Kawasaki 900 Z1 today, you should take your time. If you push it horizontally from the side stand, it signals that it belongs to “Heavy Metal”. The four-in-a-row jumps willingly and hardly attracts attention with mechanical noises when idling. The first course is sitting, slowly we ride the dugout canoe warm below us. It’s wonderful how quickly the Kawa wins you over, how it takes possession of you and your thoughts slide into the past. The gears click through the transmission like in a slide show, each gear step creates a different image. The pleasure is greatest between 3000 and 6000 tours, when the four-cylinder pulls off sustainably but anything but overpowering.

The portfolio of the Kawasaki 900 Z1 in this speed range extends from relaxed rolling through to brisk cruising. If you do active genealogy research and give it the spurs – that is, if you turn the gears once to the red area – it will not be scary, but fun and dynamic. At least as long as there are no alternating curves with a bad road surface. Then the Zett already shows a little of what made it this dreaded motorcycle. So we turn the tap back a little and realize that the lady among us is almost 40 years old. And that the drivers from back then would have envied us a lot for today’s much better tires.

Rearview mirror PDF: Nordschleife test Kawasaki 900 Z1 (MOTORRAD 15/1973)

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

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Technical data Kawasaki 900 Z1

drive
Four-cylinder in-line engine, two valves / cylinder, 60 kW (82 PS) at 8500 rpm *, 74 Nm at 8000 rpm *, 903 cm³, bore / stroke: 66.0 / 66.0 mm, compression: 8.5 : 1, four round slide carburetors, 26 mm throttle valves, mechanically operated multi-disc oil bath clutch, five-speed gearbox, chain.

landing gear
Double loop tubular steel frame, steering head angle: 64 degrees, caster: 90 mm, wheelbase: 1505 mm, Ø fork inner tube: 36 mm, spring travel from / h .: 140/80 mm.

Wheels and brakes
Spoked wheels with steel rims, 1.85 x 19 / 2.15 x 18, front tires: 3.25 V 19, rear: 4.00 V 18, 254 mm double disc brakes with single-piston floating caliper at the front, 200 mm simplex drum brake at the rear.

Weight: (full tank) 250 kg
Tank capacity: 16.5 liters of super
Base price: 8500 D-Mark (plus NK) *

* Manufacturer information

Suzuki GSX-R 750


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The Suzuki GSX-R 750 of the first series from 1985, kindly provided by HP fan Horst M. Pasulke.

“The GSX-R chassis has to show handling qualities in a series of medium-fast right and left turns: No problem, the motorcycle can be steered precisely without any effort,” noted PS in volume 3/1985. The start of a new era! The Suzuki GSX-R 750 was the first female athlete who dared to tackle the ambitious cornerstone of “100 hp, 200 kilograms”. A power-to-weight ratio of 0.5 hp per kilo was previously reserved for real racing motorcycles. In 1985, Suzuki built the GSX-R 750, a bike with these key data, and put it in the dealers’ shop windows for approval. No wonder the Gixxer sold like sliced ​​bread at that time, delighted row by row of mustache wearing Vokuhilas and decisively coined the term “yoghurt cup” for fully disguised super athletes. And it fitted in wonderfully with the time shaped by the television series “Miami Vice”. It was created for hot car chases or use on the racetrack.

Anyone who takes a seat on an 85 GSX-R today is initially shocked. You sit deep in the Suzuki GSX-R 750, the huge dome of the fairing is always in view. If you want to start then, you should have the agility of a circus acrobat or the mechanics of a Swiss Army knife – “Extreme folding” is the name of the game. Let’s start the surprisingly cultivated three-quarters of a liter. Even the tachometer makes it clear where the Barthel gets the must – it simply shows nothing below 3000 rpm. After gently warming up, Suzi now gets on the nuts. From 6000 tours, even by today’s standards, a moody thrust sets in, the 80s icon swims briskly in traffic. Free passage at last: we hide behind the enormous fairing, turn every gear to the limit.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

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The old-school athlete quickly develops his charm

The Gixxer flies over the country road, turns willingly but not exactly hyperactive and feels top-heavy. Once tilted, it draws a clean line. Hanging-off or similar gymnastics in the saddle is counterproductive, thanks to narrow skins, the Suzuki GSX-R 750 does not have to be angled too wildly to board around the corner.

The Suzuki GSX-R 750 quickly developed its appeal, but just as quickly pinched the pilot’s knees, since the ergonomics are more than modest from today’s perspective. The great success from back then can still inspire today. In view of the braking performance, however, always provided that you keep a safe distance. It’s better to take your foot off the gas on bumpy stretches.

Technical data Suzuki GSX-R 750

drive
Four-cylinder in-line engine, four valves / cylinder, 74 kW (100 PS) at 11,000 / min *, 67 Nm at 10,000 / min *, 749 cm³, bore / stroke: 70.0 / 48.7 mm, compression: 9.8 : 1, four flat slide carburetors, 29 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, chain.

landing gear
Light metal double loop frame, steering head angle: 64.0 degrees, caster: 107 mm, wheelbase: 1436 mm, Ø inner fork tube: 41 mm, spring travel from / h .: 130/126 mm.

Wheels and brakes
Light alloy cast wheels, 2.50 x 18 / 3.50 x 18, front tires: 110/80 V18, rear: 140/80 V 18, 300 mm double-disc fixed caliper brake at the front, 225 mm single disc with two-piston floating caliper at the rear.

Weight: (full tank) 201 kg
Tank capacity: 19 liters of super
Base price: 12,799 D-Mark (plus NK) *

* Manufacturer information

Yamaha YZF-R1


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Third in the group is the second generation Yamaha YZF-R1 contributed by Motorland in Mannheim.

“After all, the way to 150 hp and 200 kilograms was already mapped out with motorcycles like the YZF 1000 R with a nominal 145 hp and the Honda CBR 900 RR with 204 kilograms. No, the surprising thing about the Yamaha YZF-R1 is that it is so easy to drive, ”PS wrote in issue 12/1997.

Welcome to the modern age! Anyone who takes a seat on an original R1 (also known as RN 01 or, with a few changes, RN 04) has arrived in the here and now of sports motorcycles despite being almost 16 years old. Logically the ones equipped with the carburettor still have a choke, otherwise hardly anything has changed since then, at least ergonomically or mechanically. The impact of the Yamaha YZF-R1 was as big as the “Firestarter” of the legendary techno combo Prodigy.

Heavy noise that still rocks today!

Heavy noise that still rocks today! Another parallel between Prodigy and Yamaha YZF-R1: Some were decried as hardcore druggists and today run soberly through the MotoGP paddock, the R1 was considered a brutal highsider bike and today rides through the area with modern street sport skins. And if you think you are underpowered on the Yam with only 150 HP, you are mistaken and should permanently move the five-valve engine over 7000 rpm on the country road.

The complainer will put on his ears! If you take it easy, you can peed in the last gear from 2000 tours through the country. Stress-free, happy and relaxed. The desire for more power only arises on the drag strip, and dizzying cornering parties are part of light-footed everyday life with a 190/55 rear tire. Only the brakes of the Yamaha YZF-R1 could be more snappy, but when cold they look a bit dull and out of date.

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

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Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

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Endurance test final balance of the Yamaha YZF-R1


Endurance test final R1


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Technical data Yamaha YZF-R1

drive
Four-cylinder in-line engine, four valves / cylinder, 110 kW (150 hp) at 10,000 rpm *, 108 Nm at 8500 rpm *, 998 cm³, bore / stroke: 74.0 / 58.0 mm, compression: 11.8 : 1, four constant pressure carburetors, 40 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, chain.

landing gear
Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 92 mm, wheelbase: 1395 mm, inner fork tube diameter: 41 mm, spring travel from / h .: 135/130 mm.

Wheels and brakes
Cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17, 298 mm double disc brake with four-piston fixed calipers at the front, 245 mm single disc with two-piston fixed caliper at the rear.

Weight: (full tank) 203 kg *
Tank capacity: 18 liters of super
Base price: 21,490 D-Mark (plus ancillary costs) *

* Manufacturer information

BMW HP4


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Last but not least, a brand new BMW HP4 will be taking part as a representative of the modern era.

“The BMW HP4 does not have a special ‘gravel bed mapping’! A scandal, because when riding off the track, the traction control has to be switched off manually before you can dig your way out of the gravel ”, stated PS in issue 12/2012.

With the HP4, BMW recently added the icing to the S 1000 RR superbike known as the “i”. “Full cabin” for electronics was the order from the Munich executive floor, and the engineers programmed like hell. Looking at the BMW HP4 in this historical setting, it becomes clear what a success it is. Almost 200 hp, only a little over 200 kilos and easy to move like a bicycle. Even drivers with gross motor skills, assuming a minimum of intelligence, have to force the HP4 hard to fall. What is even more difficult about the current one, because it has the new ABS Pro, which should work safely even in an inclined position (ABS test in the upcoming PS issue 11/2014).

Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

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Kawasaki 900 Z1, Suzuki GSX-R 750, Yamaha YZF-R1 and BMW HP4

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Technical data BMW HP4

drive
Four-cylinder in-line engine, four valves / cylinder, 142 kW (193 PS) at 13,000 rpm *, 112 Nm at 9750 rpm *, 999 cm³, bore / stroke: 80.0 / 49.7 mm, compression: 13.0 : 1, ignition / injection system, 48 mm throttle bodies, mechanically operated multi-disc anti-hopping oil bath clutch, six-speed gearbox, chain, TC.

landing gear
Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 99 mm, wheelbase: 1423 mm, inner fork tube Ø: 46 mm, spring travel v./h .: 120/130 mm.

Wheels and brakes
Forged light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 200/55 ZR 17, 320 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear,
C-ABS.

Weight: (full tank) 202 kg
Tank capacity: 17.5 liters of super
Base price: 20,500 euros (plus ancillary costs) *

* Manufacturer information

Conclusion


www.jkuenstle.de

Improvement dominates the world of athletes in more or less big steps.

We bow to this kind of engineering and do what God expects of PS. We enjoy this wonderful world that he has created for us! The past 40 years of sports motorcycle history have been rapid. The Suzuki GSX-R 750 in particular was a revolution; it laid the foundation on which current bikes are still based today.

Since then, evolution, improvement in more or less large steps, has dominated our world. Whether Yamaha YZF-R1, BMW HP4 or all the other athletes, they carry a piece of Suzuki GSX-R 750 in them. After the wave of electronics, it remains to be seen when the next big step will take place. We are eagerly awaiting the next big bang. 

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