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New items 2005: Suzuki

Suzuki’s answer

This year is not a good one for Suzuki. Attacks from all sides brought the registration numbers to their knees. In 2005 things should get better again, with the new flagship GSX-R 1000 at the top.

Pop titan Dieter Bohlen would call the new Suzuki GSX-R 1000 awesome if he knew not only something about making money, but also about motorcycles. Because the new sporty flagship of the brand from Hamamatsu sets
the limits in the 1000 class again one step up. Approximately 180 hp fire the largely newly designed
Machine, it should only be dry 163
Weigh kilograms. But the 120 Nm torque that the new edition of the GSX-R in
shoots the Olympus of the strongest sports motorcycles ever built.
Technically, the Suzuki men basically changed everything. Even so, the molds on the engine remained the same. It received a revised cylinder head, an improved intake system and a new, more throughput-friendly exhaust system with a spectacular rear silencer. As with the GSX-R 600 and 750, ultra-light titanium valves now ensure maximum speed stability. In order to squeeze out the last bit of power, Suzuki increased the displacement to 999 cc by adding 0.4 millimeters of bore.
The chassis has been completely redesigned. A shorter hand frame together with a tank that is also 40 millimeters shorter results in a significantly more front-wheel-oriented seating position than before. The unscrewable rear frame is no longer welded together from light metal profiles, but cast. This manufacturing process allows a freer three-dimensional shape and ensures greater rigidity with less weight. Suzuki paid particular attention to the design of the rear swing arm. It was dimensioned very generously, probably for the driving stability itself
to get full performance. The wheels and brakes indicate extreme lightweight construction. The mighty rims are carried by three almost wafer-thin spokes, quite brave. The six-piston calipers of the previous front brake are replaced by lighter four-piston calipers.
In terms of optics, the Suzuki designers succeeded in making a new, characterful appearance. The usual sticker design of the late 90s that still adorns the current GSX-R has given way to a clear, aggressive, sporty design. The cladding parts are in a contrasting color, the black air inlets in the cladding nose emphasize their function. The seat hump turned out to be really delicate in the side view, but the integrated turn signals cause a relatively large overall width. The front turn signals
sit in the mirrors and don’t work
just as elegant as the rest of the machine, which in the form presented is a clear declaration of war on all MV 1000, R1, Blades and ZX-10R.
The new Bandit 650 is also a challenge, albeit a much tamer one. At first glance, the new one seems to be the same, which is a good thing. Because knocking down a bestseller like the Bandit would mean completely redesigning a Golf. Which doesn‘t work in either case. Evolution instead of revolution is therefore the motto, the result is a completely improved Bandit with many new technical solutions.
Most important innovation: The engine has finally been designed for more pulling power. Suzuki realized the increased displacement to 656 cm3 with a bore increased to 65.5 millimeters. The torque curve of the previously somewhat asthmatic, air / oil-cooled four-cylinder engine has been improved by means of a newly tuned carburetor and exhaust system. Second most important innovation: From the end of March 2005, the new Bandit will also be available with an anti-lock braking system. What the ABS version will be called was not yet known at the time of going to press. But that the bench is height-adjustable. The height can be varied between 770 and 790 millimeters. For this, however, the seat cushion had to be made in two parts.
The undisguised Bandit weighs 201 kilograms dry, or around 220 kilograms with a full 20-liter tank. The half-faired S model is two kilos heavier. In terms of price, the 650 will certainly be very close to the competitors Honda CBF 600 and Kawasaki Z 750 S..
A first chapter in the matter of Supermoto starts with the new Suzuki
D.R-Z 400 SM on. The well-known enduro
were with an adapted chassis
and given the corresponding wheels and tires a design that is customary in their class. Lavishly perforated brake discs promise pure lightweight construction, dry the 400 will weigh only 134 kilograms. A lightweight for the drift freaks.
The VZ 800 is aiming in a completely different direction, namely in the heavy metal corner. The new mid-range cruiser weighs at least 245 kilograms dry. An injection and U-Kat provide
for reduced emissions of the 805 cm3,
water-cooled V-motor, an upside-down fork and wider tires for a befitting appearance. The Suzuki engineers have a lot of confidence in the small single disc brake in the front wheel. But the braking power will probably be sufficient for a cruiser-style driving style.

New items 2005: Suzuki

Suzuki’s answer

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