Table of contents
- Master Bike 2006 Everything is possible
- Supersport – more exciting than ever ?? a three-cylinder and the gang of four
- Maxisport – the strong middle ?? or why less can also be more
- Superbike – Where strength and glory demand the whole man
- Circuito de Jerez
- What else was there
- Finale – Here is everything gold that glitters
Master Bike 2006
Master Bike 2006
Everything is possible
Let the fastest win: this is the motto under which the top athlete of her year is chosen at the Master Bike. And every year there are surprises on the agenda.
It is in the nature of competitions: In the end, only the proud winners are completely satisfied. This is also true
for the Master Bike, an event of international motorcycle magazines, at which 16 riders from eleven
Nations met on the Spanish race track in Jerez to choose this year’s queen from three categories with a total of 13 female super athletes.
In the past, those who were not at the top of the podium, who ended up on the podium, often looked for reasons and excuses: It was probably not quite fair, and on this course, well, the XY had an advantage anyway . In addition, the tires did not fit perfectly. And whether this or that machine was really standard…
This time, however, it should be completely different. Because the people in charge of »MOTOCICLISMO«, the Spanish MOTORRAD sister company and since the first shoot-qut in 1998 in Calafat
Organizer of the event, refined the concept year after year. With success ?? the changes for 2006 hit the bull’s eye.
A clear indication of this: It is rare that the results have been accepted so unanimously and with a nod of approval even by the losers. There have never been so few heated discussions as with the Master Bike 2006. For this one time everyone was in agreement.
There were two central points that took the wind out of the sails of the critics. The first and most important: seeds-
unlike before, the importers and manufacturers did not bring the motorcycles with them, but instead picked them up fresh from Spanish dealers or directly in
the factory from a large batch-
chosen. Any modifications or manipulations to motors or spring elements on the part of the manufacturer were thus prevented. These test copies were carefully run in before the event. In addition, a marshal watched in front of each pit during the Master Bike that there was no intervention during the event other than the necessary tire changes (see box on page 25). And at night the test motorcycles were parked in the parc ferme to protect them from the intrusive mechanics.
Second, according to the regulations (see box on page 26), the absolute fastest lap time was replaced by the average time of the six fastest drivers. This rules out the possibility of a single hammer round ?? for example because the pilot had brand new tires or got on particularly well with a certain model? makes the difference.
Speaking of riders: MOTORRAD started with someone who knows his way around the master bike very well. Jurgen Fuchs, ex-GP driver and long-time MOTORRAD employee, is, so to speak, a Jerez specialist. He loves and knows this beautiful route in Andalusia like no other and traveled confidently in the south of Spain. Despite strong competition-
renz in the form of IDM title contender Arne Tode, who works for the MOTORRAD Schwes-
PS, as well as the Spanish Superbike championship contender Oriol Fernández, driver for motociclismo, and several former or current national title holders. And now: curtain up on the Master Bike 2006.
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Everything is possible
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Supersport – more exciting than ever ?? a three-cylinder
and the gang of four
If you can even name favorites in this class, it is most likely Yamaha’s brand new R6, the most radical approach since the sporty 600 series. Or the Triumph Daytona 675, the shooting star of the scene and the most individual concept since the engine capacity limit is no longer seen as narrow in the 600s. The independent British triple hit the mark right from the start and won the comparison test in MOTORRAD 6/2006.
But before the freestyle outside on the Jerez track, all machines must first complete their duty, namely prove their performance on the incorruptible test bench role. As in the previous year, the most convincing in this respect was the 636 Kawasaki ZX-6R, which was also blessed with a small displacement advantage. The mobile Dynojet test bench attests to the clutch at 119 hp. This means that the green is noticeably behind the nominal output of 130 hp on the crankshaft, but at a respectful distance from the competition, which also does not achieve the values promised in the brochure. The most unpleasant example: Yamaha’s R6, which with 115 clutch horsepower not only lags significantly behind the factory specification, but also behind the last MOTORRAD test copy (121 hp). The series spread must have hit terribly with the master bike copy of all things, although the test teams from the manufacturers of two motorcycles present on site were allowed to choose the better one and vote on it.
Be that as it may: With 113 HP (Triumph), 112 HP (Suzuki), 108 HP (Honda), the opponents are not all that far apart. First, Jurgen uses the green ZX-6R
an orientation mark with 1.54.387 minutes. That value, out-
driven with fresh tires, is on the
6 in a row no longer undercut. On the contrary: the average lap time of the six fastest drivers is the result
a significantly higher value, namely 1.56.511 minutes. It only works
a driver, namely the Italian Claudio Corsetti from “Moto Sprint”, to turn his personal fastest lap with the Kawa. “It’s really not down to the engine,” says Jurgen, describing the Greens’ mediocre performance. “It’s excellent, hangs wonderfully on the gas and pushes evenly and forcefully over the entire turn-
number range. But the 6 series is in right now
It is difficult to keep the fast passages like the double right behind the paddock on course. The feel for the front wheel is not very good while it is at the rear
something is too low. Although this brings excellent grip on the rear wheel, it makes it difficult to choose the line. “
The other drivers largely agree with this cautious vote, so that it is for the Kawa in the
Property evaluation only reaches a moderate 7.96 points. In total, that adds up to a modest 21 points and fourth place out of five motorcycles. For the
ZX-6R and the Kawa troop, which won the class in the previous two years, a disappointing result.
That’s the Honda CBR 600 RR I’ve been used to the Master Bike for a long time. And it will stay that way, because in this regard the 2006 vintage is no problem-
took. Not a single personal best, the slowest average time, a measly 15 points: If you only expect negative comments, you’ll see yourself anyway
deceived. “The CBR is actually really nice to drive. Almost playful, with a brake at its best, ”said Jurgen’s first statement. But then whatever comes next: “Unfortunately, the translation of the Honda is far too long. I should actually have to go into the hairpin bends
first gear. However, this is not possible because the fork is already on the block when braking and the rear is extremely restless
is. Then in the first ?? then the load is right across, although the Honda-
Crew has already turned the idle to over 3000 revs to prevent rear wheel punches. Add to that the hard throttle response and not over-
outstanding performance. There’s not much more in it «, Jurgen is certain. And he is right, because the 1.54.786 minutes he put in are not beaten by any other driver.
From another motorcycle, on the other hand, relatively playful. For example from the R6, already on the first flying lap. Even more so in the others, so that at the end of the day 1.54,260 are recorded. An excellent value, especially the unbelievable handling and the
can be attributed to great brakes, while Jurgen ?? as is the case with many other candidates, by the way? with the too tight
coordinated fork and the »Drive-
by-wire system «the Yamaha struggles. »You sometimes feel a bit decoupled from the engine, which sometimes responds with a delay, especially in the middle speed range. In addition, the tires slackened noticeably in the second turn. Seen in this way, this time is a mature achievement. ”Is it really? the fastest lap that was turned on the R6 remains until the end. And the second fastest in this class.
The new Suzuki GSX-R 600, although also conditioned to be absolutely suitable for the slopes, cannot quite keep up. The third fastest average lap time (1.56.064), a personal best, the third-best assessment: that adds up to third place with 35 points. »The engine is nice and linear, the slipper clutch is top notch. But the fork was too tight for my driving style-
agreed. This provides enormous braking stability, but when turning in the fast corners there is a lack of feeling for the limit area. And the brakes were difficult to apply when opening in a deep lean position. «A problem that the Spanish superbiker Oriol Fernández shared
his hard driving style (brutal braking-
and acceleration maneuvers) did not have. With the GSX-R he drove the fastest lap with 1:54,408.
The Triumph Daytona meanwhile scratches its hooves. When Jurgen pulls out with the newly soled three-cylinder, expectations are high. Was fast
he was warming up the day before,
in addition, many others also felt comfortable on the yellow Brit. And it is already in the third flying lap
so far: 1.53,848. In this field, under these conditions, a fabulous value. The Triumph troop cheers, although the absolute fastest lap is more something for prestige. Later, however, the times of the other motorcycles confirm that the Daytona is the measure of supersport things here in Jerez. Ten drivers drove the fastest lap personally on it, on average
Their times were around half a second below those of the second fastest, the R6. A more than clear victory. And a more than deserved one.
Why? “Because the Daytona is very well balanced. Because I’m on her
move with dreamlike security on the edge of the tire grip limit. Because the translation fits perfectly. Because the brake is ingenious. And because the rev range is astonishingly wide, so that in some passages it doesn’t matter whether I’m in second or third gear. Everything just fits, ”confirms Jurgen Fuchs.
Maxisport – the strong middle ?? or why less can also be more
The maxisport category of motorcycles, which cannot be clearly assigned to the other two groups. Unlike in racing, the two big Italian twins are from Ducati and Aprilia are not assigned to the Superbikes for the Master Bike. Simply because their top performance in the standard trim is quite a long way from that of the large four-cylinder engines. This also applies to the Suzuki GSX-R 750 zu, the last protagonist of the former superbike category, which is now homeless somewhere in the no man’s land between the 600 and 1000 cc four-cylinders.
Nevertheless, these three machines have special charms that are appreciated by their fans. Because less power does not have to mean worse lap times. On the contrary, the three of them may benefit from better drivability and controllability. Accordingly, the respect traditionally shown to the Italian twins, especially from the Japanese camp, is correspondingly great.
Especially from the English side, which is also represented with a different displacement and engine concept Aprilia RSV 1000 R and Ducati 999 S in-
eyes interested. After you look
the average lap time of the 999
had led to heart, the expressions of respect, however, were limited. 1.55.67 minutes. The smaller Triple from Hinckley with a best time of 1.55.309 certainly doesn’t have to hide. Accordingly, the reds from Bologna stood against the pit wall after the Maxisport lap. Because not only the smaller Daytona showed them the long nose from the pit lane? but also on the route
the two class competitors GSX-R 750 and RSV 1000 R..
Why is it that last year’s runner-up in Jerez doesn’t get going? Next
once decisive in its length
Secondary gear ratio, which not only forces an awful lot of gear changes, but does not fit even with extensive use of the dry gearbox. “The translation is not right in any curve,” complains Jurgen. “When I drive in high gear, the 999 pushes over the front wheel. In the low one, I have to shift shortly after the crown. But the braking stability is phenomenal. The stability in fast corners too. The handling, on the other hand, is more than sluggish because of the deep rear, with which the Duc has to drive in view of massive grip problems with the street sports tire Dunlop Qualifier. “
Most of the other drivers agree. They award an average of eight points in the property evaluation. Is that not a good value? but it is still undercut by the Suzuki GSX-R 750 with 7.85 points. “Tired engine, poorly tuned chassis,” said Juergens in conclusion after the slowest laps of the trio. “This engine only works in the middle
marginally better than a good 600, at the top it is also not particularly sparkling. In addition, a suspension set-up that is not as far off as on the 1000 Suzuki, but is still too hard at the front and too soft at the rear? I don’t hit a curve with that. Also funk-
this clutch doesn’t work as well as it does with the 600 series. Every time I engage the clutch, I stand sideways. Sorry, but more was just not possible. «By more, he means faster than 1.54.772 minutes. For Jurgen the slowest lap in this class ?? for the average of the six fastest drivers with 1.55.314 the second fastest candidate.
Which makes it clear that the Aprilia with the RSV 1000 R Factory completely surprising, but clearly made it to the final. The best evaluation of all candidates, six fastest lap times, with 1.54.922 the best average-
Lap time: There is nothing to be said about the success of the athlete from Noale. How did development chief Mariano Fioravanzo answer the question when presenting the current RSV generation,
why should customers buy an Aprilia sportswoman in view of the significantly stronger and lighter Japanese four-cylinder faction: “Because she’s a fast motorcycle.” So far, he’s been right.
Superbike – Where strength and glory demand the whole man
One liter displacement, around 170 hp ?? Spanish test driver Oriol Fernández feels right at home on such brute cars. With his incredible fast-paced driving style, he punches one record after the other in the Andalusian asphalt. And so sets the unbelievable best time of 1.51.172 minutes with a motorcycle, with the
no one had expected here. The youngest
Expansion stage of the MV F4 1000 with the suffix R (detailed test in MOTORRAD 12/2006) set the provisional lap record on the Master Bike 2006.
“Because the thing is so wonderfully stable in the fast corners,” he reported later in his fabulous days. “This device is a thoroughbred racing motorcycle
the next, «confirms Jurgen. “But it takes a lot of effort to be quick with it. And for someone like me who doesn’t use the rear brake, the engine brake, which is barely there, takes a lot of getting used to thanks to the special anti-hopping system. «So getting used to that that racing pro Jurgen finishes two of the five available laps in the gravel bed. Seven other pilots drive the MV after a few Ein-
getting used to her personal best. This is astonishing in that the MV only comes last in the personal assessment of the drivers with an average grade of 8.00.
On the other hand, the favorite of hearts is the Suzuki GSX-R 1000 with an average grade of 8.26. And ends up in the lap time with 1.54.516 only a hair’s breadth behind the MV and just before the Yamaha R1. The fact that it doesn’t go any further in terms of time is due to a thoroughly unsuccessful set-up. “I usually love the GSX-R, but it drives like a chopper,” notes
Jurgen ironically after his turn. “Brutally up at the front while she sags in the back. I can only drive the very wide lines with it. But at some point you have to go around the corner, keep pressing ??
and the stern smears away. That might suit a super aggressive driving style. Not for mine. ”A judgment, that too
other drivers shared. But the Suzuki troop on site could not change their mind to put their hands on the chassis again. And so the only thing left for the testers was the great engine with its linear performance-
folding to rave about the class slipper clutch, the good brake.
With the otherwise less promising-
On the other hand, hope is sprouting for rich competitors, but again it was not enough for the newly renovated Fireblade. Worst average lap time, not a single driver with the best personal time and the penultimate place in the favor of the pilots ?? the Fireblade did not come on a green branch again with the Master Bike. The reasons? Two have been known for years and coincide with the mishap of their little sister, the CBR 600 RR. the
Secondary gear ratio that is too long cuts through mercilessly in Jerez, plus the hard throttle response. What is new, however, is the combination with a softly adjusted shock absorber and a preloaded fork. In the three hairpin bends of the course, the gas application at the apex is connected with a hearty slide every time. »The motorcycle is not well balanced due to the hard fork and the soft suspension strut adjustment. This is a shame, because the Fireblade usually offers fine feedback for the tire’s limit range. With a better set-up, a lot more would be possible despite the comparatively not very powerful engine, especially since the brakes are top-notch as always and tight lines are still possible even now.
Yamaha shows how to do it better. The fine balance with which the mother of all current sports cars presents itself again on this Master Bike is rewarded by the riders with the second highest feel-good factor after the GSX-R. The best handling in the field, the tight yet sensitive spring-
elements, impeccable ergonomics and not outstanding, but still good brakes: there is actually nothing that prevents the R1 from achieving best times. Except for the fact that your engine is in medium speed-
area cannot keep up. “Sometimes I had to shift gears more on the R1 than on the Daytona. It just lacks torque and that linear power output, like
they offer GSX-R and ZX-10R. For that is
to move the R1 in 600 driving style, the
That suits me very well. ”So it’s no wonder that Jurgen turns his fastest superbike lap with the R1. On average, however, it is enough for the Yamaha with a wafer-thin gap to the Suzuki only for third place, on which they are
together with the GSX-R is also in the total number of points.
On the other hand, the queen of the big boobs is also green on this year’s Master Bike ?? and is called ZX-10R. This rolling energy package is the only one that remains
the average speed below the 1.54 mark, combines five best times and is third in the sympathy rankings in the secured midfield. That is enough for the tight but well-deserved entry into the final.
Also because the Kawasaki technicians resisted the temptation to follow the example of their Suzuki colleagues and turn the fork off too much. On the contrary: the Greens cuddled with an unusually soft set-up
Final. “Actually a little too soft at the front and back,” analyzes Jurgen. »But nicely balanced so that you can let it run right, especially in the fast corners. It’s a shame that the tire was already at the end in the third turn. Because the engine runs like a Hulle, and can be controlled anytime and anywhere. A show. ??
In contrast to the previous Master Bike events, this time it was not the absolute fastest lap time that was included in the evaluation, but the average lap time of the six fastest riders. A crucial change? And a decisive advantage, because not only the special talents of the individual riders on this or that drive concept or on a certain motorcycle were filtered out, but also the advantages and disadvantages that might arise from the starting order or the condition of the tires (see also “Tires” box). 40 points were awarded for the fastest average lap time, the deficit on this time determined the points in the following places. A further maximum of 40 points could be achieved via the number of drivers who achieved their personal best time with the respective motorcycle. A
However, there was no motorcycle on which all drivers set their personal fastest lap. A maximum of ten points were awarded for the assessment of the driving dynamics criteria by the drivers. This review
took place immediately after the respective class was completed and without knowledge of the lap times.
Circuito de Jerez
This course is a classic among the grand-
Prix tracks and a crowd puller for hot-blooded Spanish motorsport fans. No wonder, because the slope is surrounded by beautiful natural grandstands
a lot to offer. The braking zone on the first right after the start / finish, for example. Climbing steeply, Jerez professionals use every degree of incline for crazy late braking maneuvers. The hairpin that follows needs one
Extra tight line to accelerate with a lot of momentum through the next left bend, while perfect throttle response in the long and fast left that follows
what is required is to increase the pace in maximum lean angle
dose. The following, slightly uphill on the right
is one of the key parts of the course. When approached blind, it can withstand high input speeds while
Caution is advised at the slightly outward sloping exit. But there it is very important to accelerate optimally on the long straight. The hairpin at the end of the straight is to be approached quite far inwards, because bumps on the outside peck the braking zone. Then it goes
in two of these so typical fast corners around the mountain, before after two somewhat narrower right bends the famous double right comes behind the paddock. Turn down, straighten up briefly, turn over. And that at an insane pace. Here, like almost everywhere in Jerez, only one thing counts:
Cornering speed as much as possible.
What else was there
Ex-GP stars are not nose drills. Even
not Jurgen Fuchs and Randy Mamola (photo below). On the first day, Fuchs (seated) drove the assembled competition into the ground before one
Pollen offensive slowed down. The doctor gave him an injection? and two days driving ban. Fuchs was outraged? and drove on anyway. It didn’t work with Randy Mamola. He came, got on that
Triumph Daytona, burned two incredible laps ?? and lay in the gravel. For him, a slight strain in his crotch meant the end. Just like for that
Italian Alessandro Valia. Highsider, hamstring and hip fracture. Get well soon, Alessandro.
Qualifier ?? The name alone seems to qualify Dunlop’s newest sports tire for an event like the Master Bike. But the
The name must not hide the fact that it is a sports tire,
which is primarily designed for civil use and thus in a league with the Michelin pilot
Power or the Bridgestone BT 014.
There were no record laps in Jerez-
wait. And they weren’t even offered. Special
the high-performance superbikes had their problems with the qualifier when it came to rear-wheel grip, they were in the third turn at the latest? thereafter
have the tires been changed? often and violently across. And the super sports class couldn’t either
advance into areas such as those with
a Pirelli Supercorsa are possible.
Following the master bike, Jurgen Fuchs put on a modified Daytona with Arrow-
Kit and the standard Pirelli Supercorsa
one 1.51.50 round (previously 1.53.48).
Finale – Here is
everything gold that glitters
Kawasaki ZX-10R against Aprilia RSV 1000 R Factory versus Triumph
Daytona 675 ?? a more exotic trio has seldom made it into a master bike finale. “That makes the 10s easy,” is the unanimous answer when asked about the favorite. Although: Of the six fastest pilots who are now in the
Finals meet, almost all are
With the Aprilia I set as good lap times as with the green athlete. So excitement is guaranteed.
Not only because the Daytona once again offers a fabulous performance in the finale, but also because the ZX-10R and RSV 1000 R deliver a photo finish that has never been seen in Master Bike history. Minimal time savings after each further run, sometimes for one side, sometimes for the other, shaking your head.
The Kawa cannot break away decisively. Hectic counts are made. One fifty-four down here, fifty-one up there. But in this one
Turn a one fifty-five up against a good one fifty-six. How many best times for Aprilia, how many for them
Kawasaki? That is impossible. Man, this is really close.
And then there is calm in Jerez. Off, over. But who won? Aprilia press spokesman Claudio Pavanello was already more than satisfied with the class win. And now? “I think we had the fastest lap after all,” he says happily. And wishes without
the right belief “that it could get tight”. Kawasaki man Leo Schlueter now sees it that way too. “I think Aprilia will win,” oracles the successful green. But of course he also hopes to the end.
And then the waiting begins. To the award ceremony, to the festive moment. When the finalists are set up for the final photo shoot, many people in attendance already suspect that they are witnessing a historic moment. Aprilia in the middle, Kawa and Triumph left and right. In plain language: two-cylinder beats four- and three-cylinder. After years in
for whom the mighty Japanese pack of 1000 was unbeatable, a European two-cylinder wins the 2006 Master Bike. Mariano Fioravanzo is moved to tears. He always knew. And everyone else knows by now at the latest: The Mille is a fast motorcycle.
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