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Concept comparison super athlete

The first time

Ebner, a staunch Harley fanatic, is in love? in super athletes. He just doesn’t know exactly which one is. Three MOTORRAD testers provide assistance.

Oli Ebner is pissed off. From motorcycling. Very difficult actually. Recently also by super athletes. It was more by chance that the colleague who was entrusted with special tasks in the editorial office was caught and many readers also became known because he was busy answering their letters or inquiries in the online forum.
It was in Hockenheim in the middle of December last year that he came out. At that time, an energetic photo driver was desperately looking for. Of course, the helpful Oli had the time and inclination. And finally turned around the Sachskurve with a Kawasaki ZX-12 R so refreshingly and fearlessly that even the last colleague in the test department realized why Mr Ebner constantly complains about a lack of lean angle in his private Harley-Davidson Sportster.
The trend at Oli is clearly towards a second motorcycle, of course he never wants to part with his Sporty. Just which one? An agile, but speed-hungry 600? Great thing, easy to drive, usable for everything, be it rush hour traffic or race training. A clear case for Honda’s CBR 600 in the FS version. But is there enough power to keep up with the big thousands of your buddies? Fortunately, Suzuki is currently offering the ultimate super hammer for sale: the GSX-R 1000. Satisfied with over 150 hp with only 201 kilograms of fuel. That should be enough, but it can also cause clammy hands and sleepless nights. What should you do if, as a newcomer to the super sports club, you can’t cope with so much strength? So rather try a size smaller: the GSX-R 750 from the same company. Has it shown the muscle-packed big bikes a lot last year? and achieved several test victories. Like the Aprilia RSV mille. That is why it has to be with you. If only because of Oli’s weakness for twins.
A diverse test team, from supersport novices to experienced racing professionals, tackles the 800 kilometers to the first stage destination Orange in the south of France; the machines are only exchanged when refueling. So there is enough time to scrutinize the long-distance comfort of the four. After all, you want to go on vacation with your athlete and not just let off steam on the racetrack. Anyone who is self-respecting in the supersport scene today should also have comfort. The best example: the Aprilia. True to the motto "here I am person, here I am allowed to be", it offers exemplary space, not just for a super athlete. Oli is simply flabbergasted, because regardless of whether it’s one-seventy-Oli or well over ninety-one, everyone immediately feels at home on the RSV. It doesn’t take any artistic excellence to come to terms with the Aprilia. The Italians consistently use the constructive advantage of the slim engine for an even tighter, exemplary knee joint on the tank, which has been redesigned for the 2001 model.
And they have also fine-tuned the already good wind protection. In the realm of athletes, this is moving in the direction of the suspect reference Kawasaki ZX-12 R. In sparse traffic with constantly over 200 speeding across the track without pressing your chin on the tank? Easy and stress-free with the Mille. A short rain shower? The Aprilia driver also takes that calmly. Because he survives it drier than his three colleagues.
When switching to the petite Honda, this is made clear. Has a naked bike smuggled into the field here? Exaggerated, this comparison, of course. But the difference is stark at first. Although the FS version of the CBR 600 is almost traditionally very comfortable, the taut seat pad deserves a lot of praise, and the knee joint thing also works very well with all testers thanks to the narrow tank. But it’s not that far with the windbreak. On the one hand this is due to the dresser, which is very upright for an athlete with the handlebar halves placed over the fork bridge, and on the other hand it has to do with the flat and short windshield. From 160 km / h onwards, the Honda says: head down and big ears.
The two Suzuki drivers also have to, but only from 180 items. Despite the same tanks and a similar aluminum frame, only a thicker sheet metal is used in the 1000, surprising that it is noticeably more comfortable on the GSX-R 750. Small cause, big effect: The footrests are one centimeter higher on the 1000, the handlebars are placed one lower. Which is why your pilot has to bend his knees a little more and stretch his upper body a little further over the tank. Even more pressure in the engine demands more weight on the front wheel.
Strengthened by a simple French breakfast and motivated by gentle rays of sunshine, the four of them set out the next morning to do what one can only vaguely dream of in April 2001 in Germany: really nice motorcycling on an almost ideal test track, along the Ardeche. Curve radii of all kinds and mostly a wonderfully grippy asphalt, which is peppered with bumps, waves, and nasty, washed-out, frayed areas. Which is why work comes before pure driving pleasure. Because the nice little adjusting screws on the fully adjustable trolleys are not just to look at, they are all justified. For this, a newcomer to Supersport needs experienced support from his (hopefully) friendly dealer or a colleague, the method of "turning it around and waiting what happens" is of little help here and mostly leads to wrong paths.
The comfortably tuned Honda demands tighter rebound and compression damping on the fork and shock absorber on country roads, for example, while the two Suzukis drive much better with less damping. Above all, the Aprilia does not really like to drive around the tight corners in its series setup, is unusually stubborn because its rear hangs too low. So the spring base was turned up using an open-ended wrench, a lot of compression and little rebound damping set. Thanks to the height adjustment, the rear can be raised by additional valuable millimeters. N / A? It helps. And noticeably. Nevertheless, the Mille does not exactly playfully tilt. She was and is first of all a reindeer and not a downright canyon racer, the job at Aprilia is done by the noble and more expensive Mille R.
In addition, the RSV is sensitive to the 197 millimeter wide Michelin Pilot Sport rear tire, which is actually 197 millimeters wide, and likes to drive further lines when accelerating out of corners than with the Dunlop D 207 RR tested last. It’s not just Oli who struggles with this at first. And when you gently brake into the next lean angle, the Twin stands up noticeably, a phenomenon that is reinforced by its new Brembo brake system, which bites down very spontaneously and vehemently. With the CBR 600 FS and GSX-R 750 (each with a special specification), which are also equipped with Pilot Sport, the set-up moment is not so strong and therefore noticeable. This makes it easier for the supersport novice as well as the savvy professional to choose the line.
The very tight radii, no one meets them like the little Honda. Namely, razor sharp. The handy CBR hisses through the labyrinth of curves like a dream walker, its short-tuned and incredibly light and precise transmission casually overcomes the lack of performance. It doesn’t matter that it seems rather anemic below 7000 rpm. Above that, the small, very easy-revving four-cylinder gushes with joy of life? and that’s not the only reason why it can easily keep up with the more powerful competition.
So, and now it’s that time again: pack up, go home. The test team is seriously brooding. All the effort could have been saved. Because, hand on heart, nobody really needs more motorcycle than the CBR. Because the Honda makes life easy and always remains predictable. Braking the curve, which can be achieved with pinpoint accuracy with the fantastic braking system of the CBR, playfully bend it slightly and then pull the gas again. The engine hangs softly but spontaneously on the gas, which minimizes disturbing load change reactions. The Suzuki GSX-R 750, which is very aggressive and hard on the gas, requires some time to get used to with the resulting load changes in the drive train in tight bends. Only then can it be accelerated cleanly and quickly out of such corners. On the other hand, its rough engine shines with an amazing versatility for this displacement class. Lovers of high speeds get their money’s worth. In the twinkling of an eye, the tachometer needle rises into double-digit regions, which is not only accompanied by a gruesomely beautiful suction rattle, but also culminates in full propulsion. For this reason alone, it was worth it not to break up the tents and to stay in France.
The 750 can also do something completely different, presenting itself from its tourist side, so to speak. Because if it has to be, the gnarled but precise transmission does not need to be operated more often than that of the Aprilia. Really a great compromise between a speed-hungry 600 and a bearish 1000, this GSX-R, a real surprise. Wait a minute, the two-cylinder faction is stirring: V2 engines are synonymous with an incomparably brawny start from the low rev range. A thousand has that too, first of all. But first of all, it allows itself a break between 5000 and 6000 rpm before pushing forward vehemently, and secondly, it suffers from its miserably long translation.
The Suzuki GSX-R 1000 does not know such problems. Pressure is in abundance, always and everywhere, that is now well known. But performance alone is not enough, you have to be able to implement it. And that works really unique on the 1000. Drivability is the magic word. And how it drives. Really impressive, the presentation of the Suzuki, also in the angled Ardeche. However, especially after switching directly from the high-speed 600 to this rocket, you should first go to yourself. When you turn the gears with relish, the targeted braking points almost fly around your ears again and again, which leads to a permanently unhealthy high adrenaline level. The mighty Suzuki can also handle low-speed driving, because it already has mountains of torque at around 5000 rpm. Even on narrow routes, two gears are sufficient for consistently brisk progress. This power cruising is not for everyone, because the cheerful squeezing of the CBR 600 FS has something refreshingly sporty about it.
Not that misunderstandings arise now. The GSX-R is not a cute cuddly kitten, even at low revs, demands respect and a steady gas hand like no other. But the way in which it translates its commands almost linearly into forward thrust, how easily controllable it brings its tremendous performance onto the road, the world of athletes has not yet seen. And that’s why Oli feels right at home on the 1000, next to the handy 600, his favorite on the country road.
Of course, she wants to be inclined with more effort than her little sister. But then the big GSX-R shines on its specially developed Bridgestone BT 011 with wonderful neutrality and impeccable steering precision. And stoic calm, even on wavy heels. It’s good that the two Suzuki have a standard steering damper. Unfortunately, the Aprilia fell victim to the red pen, with the result that the handlebars twitch nervously but not unsettlingly. A steering damper creates a lot of trust, especially with a “greenhorn” like Oli.
Of course, there would still be a lot to tell about a wonderful and swift return trip exclusively on country roads from the Ardeche to the German border. From wonderfully sweeping, empty streets with fast curve radii, in which the stable Aprilia is particularly popular. This delight is only interrupted by frequent and extremely annoying refueling stops. Because the little Honda likes to lift you. The other injection engines are more frugal, the GSX-R 750 even does less than six liters. Very commendable. Likewise, these motorcycle-friendly French drivers who think along nicely and pull on the shoulder when the sports quartet appears in their rear-view mirror. Highly recommended for imitation, also in Germany.
D.Ounce you have arrived at the location, you have to visit the race track to round off your impressions. The insights gained from an eventful afternoon in Hockenheim can be read on page 70. The very personal summaries of the testers, open and free from the liver, next door.

Concept comparison super athlete

The first time

Gerhard Lindner, Capo Test

I told you right away that the GSX-R 750 is a hit, it’s good for everything. Why does nobody ever listen to me? Do I have to hang around with you in world history for days and freeze my butt off before you get it. Oh yes, I’m still urgently looking for a wildcard for the Superbike World Championship in Oscherleben for me and my Suzuki. Then heat up the guys vigorously. Have fun, your counterpart

Gerry Wagner, fleet boss and tester

Always thought pasta was better than sushi, so love thundering twins from Italy. Because they are good to me. I can get my long bones sorted well on this Aprilia RSV mille. And it also has a lot of controllable pressure. I have to leave now, prepare my Mille for the next race training. See you in Hockenheim, Brno or Oschersleben. The gas is on the right, your Gerry

Matthias Schroter, test editor

Canceled my spring diet. I don’t have to be ashamed of my pounds anymore. Finally a motorcycle for people who weigh over 80 kilograms. Thank you, Suzuki. Thanks for this GSX-R 1000. Always plenty of power, always easy to control. And then this sound, just wonderful. I am now a convinced power cruiser. I don’t care that it is only for professionals on the racetrack. Bigger is better, Matthias

On the racetrack

Hockenheim, the small course. I bet, the little Honda will show it to the high performers here too. She does too. At least driven by racetrack newcomer Oli. Gegesch lacks the last bit of power in the 600, he wants a firmer chassis and a more racing-like sitting posture. Oli, on the other hand, comes with the comfortable Honda. He doesn’t feel so comfortable with anybody and so safe on the slopes. It is hardly surprising that he set his personal and consistently honorable best time with the CBR 600 FS, and then swings to the Aprilia with motivation. He likes them too. Because it is so beautifully stable in the faster passages and with its super controllable performance characteristics when accelerating out of corners, it does not overwhelm him. After all, he raves about the unbelievably brutal braking system of the Mille: It saves energy, but doesn’t suit the racing driver so much. Not a fundamental criticism, but a question of personal taste. Counter-braking brakes very late and with a lot of manual power. That is why he loves the more blunt, appealing braking systems of the Suzuki. Nonetheless, he is thrashing the Aprilia with standard tires for a good time, a shorter translation would mean even more, Gegesch is sure. From the box to the slopes, that is currently probably no motorcycle embodies as impressively as the Suzuki GSX-R 750. With the Oli is also surprisingly good at prank. In the standard trim, the counter with the Michelin Pilot Sport burns 1.10.7 minutes into the asphalt. Hats off. At time that he cannot top even with the ultra-potent 1000. Perhaps on the big course, but on the narrow version, even a professional who knows all about it cannot exhaust the potential of the Suzuki, let alone the newcomer. Gegesch reverently reports of completely new braking points, in places where he previously only had to lift the gas briefly, such as the left bend in the crossbar. Oli simply has no words after his turn.

Oli Ebner, debutante and hat wearer

Whistle on the comments of the buddies who still think that there is nothing to replace performance. Pah, they should drive the Honda CBR 600 FS. Great handling, great brakes, turning like the devil? and so good-natured. Exactly the right thing for me. I immediately signed up for the next race training session, and I invite my friends with their big bikes. Then leather them off properly. Quick greetings, your Oli

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