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Comparison test of the 1000 great sports car, part 1

The full program

Lean, strong, ready for attack, the Suzuki GSX-R 1000 completes the field of power bikes. The question remains, which high-flyer best converts the brute performance into real driving pleasure.

The world has been waiting for this.
Just this outrageously fat pot? the sheer provocation. While other manufacturers with more or less lucky hands try to tuck their mufflers inconspicuously under the seat, Suzuki brazenly slaps a titanium club on the rear of its top dog. Shimmering yellow, brushed and polished, with a flash-
clean GSX-R engraving. Ugly? Brave?
Stubborn? Regardless, the patience is lacking for subjective considerations and philosophical lectures, the pack is already scratching its rubbers.
On the MOTORRAD in-house routes around the Spanish Calafat
show where the hammer hangs. Magnificent mountain roads, blasted into the rock by passionate road builders and decorated with gigantic curves and bends. However, because the performance of the current sports club cannot really be extended to the limit even on the brisk country road ride, two days of racing are still on the plan. Furrowed and wildly undulating separates the angular one
Calafat slope the wheat from the chaff. So that the PS monsters do not slip on their serial skins during this exercise, the new Michelin Power Races in a medium-soft mixture are put over the rims of all of them. So quickly put on the leather suit, the tanks full to the brim with unleaded super schnapps ?? and off the cherry.
Now in brightly colored racing dress: Honda CBR 1000 RR Fireblade. Perfectly equipped, with a triangular instrument panel in a racing look and the
perfect, electronically controlled steering damper, the CBR makes a solid and high-quality impression, which is underlined by the special paint in the Repsol design with sponsor stickers.
Fits, wobbles and has air: the Honda’s seating position is almost universal. Big, small, short or long-legged, those
Attitude is right. As with the little CBR 600 RR, the designers have in terms of things
Ergonomics also taken for the big sister of the successful MotoGP racing machine RC 211 V. And it not only fits perfectly on the racetrack, but also on country roads.
On the other hand, a hard metallic jolt when downshifting is annoying on the supple Honda transmission. Still annoying, especially in the first three gears: the rough load change shocks that can sometimes really mess up the targeted line in tight bends.
With gentle pressure from idle speed, the Fireblade lacks spontaneous acceleration in the middle range, the Japanese competition is more aggressive on the gas, pushes forward more lively below 7000 rpm ?? and about it too. Of course you have to
put this "weakness" into perspective, after all we are dealing with the fastest and most powerful series machines in the world.
Even if the 211 kilogram CBR is well balanced, the test machine is from that
familiar Honda-typical neutrality one step away. The reason: The standard Pirelli Diablo Corsa tires in "H" specification are obviously not optimally compatible with the Fireblade chassis, which dances out of line with the annoying set-up moment when braking and slight nervousness when tilting on bumpy road surfaces. Also required
the Pirelli-tyred Honda in tight corners a strong, permanent counter pressure on the inner handlebar stub.
Why Honda refuses the upside-down fork a more progressive spring / damper set-up remains a mystery, especially since the front end when braking hard
springs down on bumps up to the metallic stop. On the other hand, there is little to complain about when it comes to the coordination of the spring elements.
First class: the brakes. Effective, stable and an ideal compromise between bite and the finest dosage. A pleasure that continues with the fierce hunt on the racing slope. The Fireblade cuts like a transformed
Michelin racing tires with superb steering precision, the tightest arcs in the asphalt, the moment of erection as if blown away,
but the rider is amazed at the gain in handiness. That’s the way it should be.
But that doesn’t change the fact that the stopwatch of the CBR 1000 attests the slowest lap time despite the dedicated work of MOTORRAD test driver Markus Barth. A couple of pounds too much, a couple
Horses too little, translated a little too long, and the red lantern is already hanging on
Repsol racer who, to top it all, exhibited considerable fork flutter when suddenly braking on the racetrack with the Michelin Power racing tires that were not approved for road use. A previously unknown phenomenon for MOTORRAD and the technicians at the German Honda headquarters in Offenbach. MOTORRAD stay tuned and will report in one of the next issues about the further course of the tremendous game. Until then, the evaluation goes from the
initially problem-free driving characteristics of the CBR 1000 RR.
Green stays green: The Kawasaki ZX-10R lives up to its poisonous color. Like the Honda Fireblade, the Kawasaki also belongs to the new generation of super athletes. Short tank, relaxed knee angle, the rider perfectly into the motorcycle
integrated. The ZX-10R is easy going
from the wrist over the Spanish
Directing mountains, sweeping the shortest route through alternating curves and hurling their rider around them like a centrifuge
Sweeping. It is almost unbelievable how the young and wild ones have increased their handiness and agility. Just a few years ago
the entire sports quintet stumbled on the fat 190 tires; now there is only a small, acceptable residue left of the annoying tipping of wide tires. Everything else is pure pleasure: snappy brakes, a wild engine with a groovy acceleration from all positions, which Kawasaki has connected to a decent gearbox and, above all, a brilliant slipping clutch. This bad brake stamping and allows late braking to be enchanted seamlessly in weightless inclines.
With the Kawasaki, however, all of this has its price. Indecently hard behind
With suspension and a front wheel dancing wildly in front of your nose, the Greens take the radical path to maximum driving dynamics. Typically Kawasaki. But the overall package stands out, the really tough sports freaks take it with them
heroic ability to suffer and enjoy the unfiltered driving pleasure of the ZX-10R, although the series-mounted Dunlop D 218 "J" are not necessarily for
contribute to a radical sporting character.
The Kawasaki plays this mercilessly on the race track. It can no longer be held with the super-grip Michelin tires. The best handling in comparison and fueled by a powerful engine, the green one burns one record after the other into the asphalt. With a reason
For the lightning-fast idea: The long first gear fits perfectly with the Spanish race track and the tight corners from which the Ninja snaps out onto the straights at optimal speed. In connection with the ultra-short wheelbase, the lowest weight and a stiff, precise-steering chassis, the basis for the ?? even if only tiny? Head Start. However, the ZX-10R belongs in knowledgeable hands, because the brute power and the aggressive handling must
be tamed before the servant crushes the master. The impetuous power tears the steering wheel at full gallop over bumpy terrain because they are the only manufacturer to do without a hydraulic steering damper. Sportiness or not, the active safety should be worth the few grams and small losses in handling.
Perfect craftsmanship, too good to tip over: MV Agusta F4 1000 S. A rare piece, this MV. So rare that
MV Agusta Germany was unable to provide a test motorcycle, which is why MOTORRAD bought the test copy from the official MV Agusta dealer.
One tends to be deeply humble, but only carefully dares to grip the MV Agusta F4 1000 S like one takes any Hokasuya by the horns. It’s not just the price of 20,000 euros, it’s also the fear of getting the noble item in
to stick upside down in a gravel bed in a hasty action. At nightmare. Because the passionate technology freak takes every flaw, every scratch on this total work of art as an insult to majesty. What to do? Pinch your bum and head for the mountains. Uuuuups, what’s going on now? Stretched over the endless tank like a rubber flip-flop, the handlebars in the depths
sunk into the room, the seat cushion with the consistency of a dinner board, a completely different film is shown. At the beginning of the 90s people found such a torture bench hip, at that time sport meant deprivation, agony and the ability to suffer. In 2005 the clocks go differently. Short, crisp, relaxed, that’s how Rossi and Co. are burning around the corner today. MV Agusta doesn’t want to know anything about that. MV
is MV is MV ?? finished. The driver too. After 200 kilometers of country road at the latest. Sauna, solarium, wave pool. Or for a massage right away.
Eerily beautiful sound from four pipes, a powerful motor with elaborately controlled radial valves, which unfortunately does not always take the gas command in the partial load range so seriously below 7000 rpm and sometimes hangs on the ropes with a rattle. From 8000 rpm but ?? my
Dear Mr. Gesangverein, the Italian plays a mighty violin, which he also announces through robust vibrations. With a measured 163 hp, it makes the Japanese really good. Similar traits in the chassis, which are out of place in slow hairpin bends and on narrow mountain roads
is, with increasing pace his
Quality plays out: stability and if so
the complicated to adjust spring mechanism
of the Sachs shock absorber correctly adjusted
is, also an amazing steering precision.
Decent six-piston brakes, an exquisite telescopic fork with fat 49er immersion tubes and still highly sensitive response? the F4 1000 S oscillates between flawless perfection and slight carelessness. A diva, unpredictable and beautiful. But the bottom line is with brilliant lap times. All test drivers
attest the MV an excellent cornering stability, with which it loses tenths of a second especially in the fast passages and when braking. Whereby the capricious, electronically controlled increase in the idle gas when braking hard sometimes for big eyes and an inevitably larger arc than
desired cares. Exhausting, with explosive engine characteristics and a rather diffuse feeling for the rear wheel at the limit, the MV Agusta shows that it can
requires thorough model maintenance. Which is no shame with a ten year old concept.
Strikes with full force and 173 hp tremendously: Suzuki GSX-R 1000. Very smart, the Suzuki technicians. Wait until the competition brings their flagships onto the market, check
their qualities thoroughly and a year later unpack the surprise bag ?? rum. Strong as a bear, light and as narrow and delicate as the venerable 500cc two-stroke GP machines? the number is right.
What the GSX-R 1000 pulls off on the country road, too. Short tank, finally a great seat cushion with maximum transparency and a sufficiently large knee angle for people over fifty. No, not a sports tourer, an excellent super athlete who creates trust from the first second. Criss-cross Dolomites
one day: zero problem. Also in the
Bergen in Spain makes the new Gixxer a great buddy. Everyone wants Suzi, but only one out of five can.
Why? Because the new GSX-R with
maximum neutral driving behavior in curves of all kinds shines, which is certainly also the case with the Bridgestone BT 014 in SJ and
J specification is due. ground-
Waves, longitudinal grooves, eruptions of frost, nothing disturbs Suzi. Naturally
The successful suspension set-up played a major role in this, guaranteeing solid feedback without brutal harshness.
In addition, there is a motor that breaks the previously known limits of pulling power and acceleration values. The sprint to 200 km / h takes 7.4 seconds. The Suzuki zooms in from 60 to 140 km / h in sixth gear in 5.8 seconds, making it look like a motorcycle-
history: There has never been a bigger series bike on the road, and never before have so many points been awarded in the engine / drive category.
You can surf through the landscape on the torque waves, and only when it really matters does the Suzuki power plant with a measured 173 hp maximum power tear the motorcycle world to pieces. It gets to work spontaneously but predictably like no other engine. Fortunately, the designers are not only concerned with the sheer power, but also with its implementation
to have. The result is a sophisticated mass distribution and frame geometry. Suzuki relies on a wheelbase that is almost 20 millimeters larger than
Kawasaki, which lifts the front wheel gently and controllably off the ground, while the front of the ZX-10R snaps upward in a flash. The delay is just as reliable and controllable, and thanks to the slip clutch and finely adjustable four-piston pliers, it doesn’t make any antics.
With the second best lap time behind the Kawasaki, the Suzuki confirms theirs
impressive performance on the racetrack. Due to the tight, no
adjustable steering damper, the GSX-R loses a few meters when changing lean angles, but thunders for it
with impressive top speed on the straights. However, on a wild ride, the fork’s damper adjustment has to be closed almost completely in order to guarantee sufficient stability while the shock absorber is still working with reserves. Noticeable: the front brake discs showed a slight rubbing at the end of the test, which may be due to the fact that the pads do not fully open when the brake is released and the brake discs overheat.
Greetings from Rossi: Yamaha’s YZF-R1 basks in the splendor of the world champion. At a MotoGP World Championship you have to YAmaha waited a long time, now the doctor has fixed it and thus also puts the Yamaha flagship in the right light. The YZF-R1 belongs to the motorcycles division, which makes you want more from the first meter. In a relatively upright, relaxed sitting position, you bang into the first corner, kneel down cheekily and fire off, as if you already had a thousand kilometers under your belt.
The Yamaha willingly obeys every command without any underhandedness, turns in on the brakes almost without resistance and adheres to the driver’s instructions with millimeter precision. The brilliant drivability is supported by the low load change reactions and a soft, predictable power input. The only real conspicuousness: the somewhat dull response behavior of the brakes when cold and the still noisy gear changes in the lower gears.
Relatively softly sprung, the R1 irons cleanly over holes and flicks-
thanks to the steering damper, it eliminates hitting the handlebars and creates reliable road contact with the grippy Michelin Pilot Power.
If you take the performance curve of the five-valve engine to hand, the dent between 6000 and 7500 rpm catches the eye, which is sometimes also noticeable on country roads. Not dramatic, but measured against the brawny engines of the competition a bit worse, which is reflected in the pulling power. In return, the YZF-R1 roars its unstoppable maneuverability up to almost 14,000 rpm in the wind, that it is pure joy. What you should do in the face of the resulting power of 169 hp
should limit hasty racetrack laps. There, the velvety tuning of the shock absorber turns into a slight weakness. Too much movement in the hindquarters gnaws at the maneuverability when changing lean angles rapidly and in long curves. And the required braking force is only achieved if you grab hold of it. What remains is the friendly reliability and transparency when walking the tightrope on the last groove on the race track.
If this type of leisure activity is too stressful for you, the second part of the comparison in MOTORRAD 7/2005 will help you when the test subjects have to prove themselves in terms of economy and suitability for everyday use.

Comparison test of the 1000 super sports car, part 1

The full program

Technical data: HONDA CBR 1000 RR Fireblade

engine
Water-cooled four-cylinder four-stroke in-line engine, a 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, alternator 350 W, battery 12 V /
10 Ah, hydraulically operated multiple discs-
Oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 75.0 x 56.5 mm
Displacement 998 cm3
Compression ratio 11.9: 1
rated capacity
126 kW (171 hp) at 11,250 rpm
Max. Torque 115 Nm at 8500 rpm
Pollutant values ​​(homologation) in g / km
CO 0.819 / HC 0.436 / NOx 0.097

landing gear
Bridge frame made of aluminum, load-bearing motor, upside-down fork, Ø 50 mm,
adjustable spring base, tension and compression stu-
suspension, two-arm swing arm made of aluminum-
minium, 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
Tires in the test Pirelli Diablo Corsa "H"

mass and weight
Wheelbase 1412 mm, steering head angle 66.25 degrees, caster 102 mm, spring travel f / r 120/135 mm, seat height * 820 mm, weight with a full tank * 211 kg, payload * 177 kg, tank capacity 18 liters.

Two year guarantee
Service intervals every 6000 km
Colors blue / red / silver, blue / silver, black
Price 12,990 euros
Price test motorcycle ** 13,290 euros
Additional costs 200 euros

Technical data: KAWASAKI ZX-10R

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 43 mm, uncontrolled catalytic converter, 424 W alternator, 12 V / 10 Ah battery, mechanically operated multi-disc oil bath clutch, Six-speed gearbox, O-ring chain.
Bore x stroke 76.0 x 55.0 mm
Displacement 998 cm3
Compression ratio 12.7: 1

rated capacity
128.4 kW (175 hp) at 11700 rpm
Max. Torque 115 Nm at 9500 rpm
Pollutant values ​​(homologation) in g / km
CO 1.680 / HC 0.380 / NOx 0.060

landing gear
Bridge frame made of aluminum, load-bearing motor, screwed rear frame made of aluminum, upside-down fork, Ø 43 mm,
adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum-
minium, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 300 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
Tires in the test Dunlop D 218 »J«

mass and weight
Wheelbase 1385 mm, steering head angle 66 degrees, caster 102 mm, spring travel f / r 120/125 mm, seat height * 820 mm, weight with a full tank * 199 kg, payload * 181 kg, tank capacity 17 liters.

Two year guarantee
Service intervals every 6000 km
Colors green, black, gray metallic
Price 12,995 euros
Additional costs 105 euros

Technical data: MV AGUSTA F4 1000 S 1 + 1

jkuenstle.de

MV Agusta F4 1000 S..

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead chain drives-
flat camshafts, four valves per cylinder, arranged radially, bucket tappets, wet sump lubrication, injection, Ø 46 mm, approx-
Regulated catalytic converter with secondary air system, 650 W alternator, 12 V / 9 Ah battery, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 76.0 x 55.0 mm
Displacement 998 cm3
Compression ratio 13.0: 1
rated capacity
122 kW (166 hp) at 11750 rpm
Max. Torque 109 Nm at 10200 rpm
Pollutant values ​​(homologation) in g / km
CO 2.096 / HC 0.625 / NOx 0.186

landing gear
Steel tubular frame, upside-down fork, Ø 49 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, six-piston fixed caliper, disc brake rear, Ø 210 mm, oven-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Tires in the Michelin Pilot Power test
mass and weight
Wheelbase 1408 mm, steering head angle 66 degrees, caster 98 mm, spring travel f / r 118/120 mm, seat height * 820 mm, weight with a full tank * 221 kg, payload * 198 kg, tank capacity 21 liters.

Two year guarantee
Service intervals every 6000 km
Colors red-silver, silver-blue, silver-yellow
Price 19,800 euros
Additional costs 200 euros

Technical data: SUZUKI GSX-R 1000

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead chain drives-
Flat camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 44 mm, uncontrolled catalytic converter with secondary air system, 375 W alternator, 12 V / 10 Ah battery, mechanically operated multi-plate 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 capacity
131 kW (178 hp) at 11,000 rpm
Max. Torque 118 Nm at 9000 rpm
Pollutant values ​​(homologation) in g / km
CO 3.006 / HC 0.770 / NOx 0.085

landing gear
Bridge frame made of aluminum, load-bearing motor, screwed rear frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm with upper cables made of aluminum, 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, rear disc brake, Ø 220 mm, two-piston fixed calipers.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Tires in the test
Bridgestone BT 014 "SJ" / "J"

mass and weight
Wheelbase 1405 mm, steering head angle 66.2 degrees, caster 96 mm, spring travel f / r 120/130 mm, seat height * 810 mm, weight with a full tank * 200 kg, payload * 175 kg, tank capacity 18 liters.

Two year guarantee
Service intervals every 6000 km
Colors blue-white, black-silver,
Yellow black
Price 12,999 euros
Additional costs around 140 euros

Technical data: YAMAHA YZF-R1

engine
Water-cooled four-cylinder, four-stroke in-line engine, two overhead, chain-driven camshafts, five valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 42 mm, regulated catalytic converter with secondary air system, 560 W alternator, 12 V / 9 Ah battery, mechanically operated multi-disc oil bath clutch , Six-speed gearbox, O-ring chain.
Bore x stroke 77.0 x 53.6 mm
Displacement 998 cm3
Compression ratio 12.4: 1
rated capacity
126.4 kW (172 hp) at 12500 rpm
Max. Torque 107 Nm at 10500 rpm
Pollutant values ​​(homologation) in g / km
CO 2.140 / HC 0.642 / NOx 0.137

landing gear
Bridge frame made of aluminum, load-bearing motor, screwed rear frame, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm with aluminum beams, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed calipers.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Tires in the test
Michelin Pilot Power "C" / "G"

mass and weight
Wheelbase 1395 mm, steering head angle 66 degrees, caster 97 mm, spring travel f / r 120/130 mm, seat height * 815 mm, weight with a full tank * 203 kg, payload * 192 kg, tank capacity / reserve 18 / 3.4 liters.

Two year guarantee
Service intervals every 10000 km
Colors blue, red, silver
Price 13,100 euros
Additional costs 195 euros

Scoring: engine

The clear point advantage of the Suzuki results not only from the excellent driving performance,
but also from the grandiose performance and the
good response and load change behavior. In these criteria
The MV Agusta receives deductions due to the hesitant gas reactions in the partial load range. The Italian’s high weight of 221 kilograms prevents better acceleration values.
The Kawasaki are awarded nine points for the effective, smooth-running slip clutch, which the Suzuki does not achieve because of the somewhat difficult operation.

Scoring: chassis

The series tires from Suzuki and Yamaha are first class, which is reflected in the criteria of steering precision and cornering stability
affects. Thanks to sensitive spring elements, both cash in
the evaluation of the chassis tuning for the country road. The Honda gambled away with its series tires a better position, while the Kawasaki because of the rock-hard shock absorber
Must lose points.

Scoring: Security

The Honda scores with the best brake in comparison, and thanks to the electronically controlled steering damper, it also achieved the top mark in the handlebar slap criterion. There the Kawasaki has to accept a considerable backlog, which is also caused by slight shimmy (handlebar flutter) of the Dunlop tires. In return, thanks to its slip clutch, the Ninja collects more points than the competition in terms of braking stability. The somewhat dull brake pads prevent a better score on the Yamaha. On the other hand, the YZF-R1 stands up the least when braking in an inclined position. The Fireblade demonstrates that athletes do not have to do without excellent light output, while the Italian diva F4 1000 S does not value functional rear-view mirrors and is punished with only two points.

Intermediate result

The fascination of the great super athletes is without a doubt
from the sheer power and the improved dynamics and drivability year after year. Reason enough for MOTORRAD to dedicate itself to these properties in the first extensive test part. The intermediate result in the
Chapters engine, chassis and safety as well as the race track rating
focus on the athletic qualities ?? on what all-
individual manufacturers direct the development. Which ultimately has to do with the fact that many factories are represented with these machines in the revitalized Superbike World Championship. There are only 22 points between the winner and the two third-place finishers, with the brand new Suzuki ahead of the game, while the MV Agusta loses contact with the Japanese superiority despite its amazing engine performance. Only in the second part of the comparison test in issue 7/2005 will the overall result of the 1000-point evaluation be determined.

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