Suzuki innovations

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Suzuki innovations

Grand with fours

Diversity is the key. With four new models – from hyper bikes to travel scooters – Suzuki is doing everything in its power to make it big in 1999.

Curtain up for the GSX 1300 R. A motorcycle that breaks all categories, overturns all known standards – with breathtaking acceleration, fine handling, exemplary suspension, high comfort and first-class workmanship
Hayabusa means the high-flyer, and that is to be taken literally: it is named after a Japanese falcon, which has the unique ability to arrows through the air with 300 things if it feels like it.
Experiencing speeds of around 300 km / h – if so desired – should also be possible with the GSX 1300 R. This required a sophisticated aerodynamic design, which is primarily trimmed for the lowest possible air resistance. The efforts in this regard have given the machine an unmistakable face, which is characterized by the low nose of the fairing with unorthodox headlights – a duo of projection and open-area headlights. Suzuki claims for the Hayabusa an aerodynamic top value in series motorcycle construction – not without pointing out that homework was also done in terms of weather protection and driving stability when developing the fairing.
A lot of work was also required with the motorization. The result is a new, very compact and very powerful four-cylinder engine. With a crankshaft with five bearings, a gear-driven balancer shaft, a camshaft drive arranged on the outside right, coated cylinder bores, spray oil-cooled pistons, four valves per combustion chamber operated by bucket tappets, narrow valve angles (twice 18 degrees) and a power output of 175 hp, the 1300 is an impressive example of modern engine construction.
An impression that is reinforced in view of the periphery of the four-cylinder: the mixture is formed by an injection system that draws its fresh air from a ram air system; the ignition sparks are provided by coils integrated in the spark plug connector. The whole thing is under the supervision of a complex engine management system. But the best literally comes at the end: With a secondary air system and a regulated catalytic converter, the Hayabusa deserves the green ribbon of sympathy.
The chassis of the GSX 1300 R offers familiar technology: bridge frame and rear wheel swing arm made of aluminum, central spring strut with compensator for 140 millimeters of suspension travel, upside-down fork with 43 mm sliding tubes and 120 millimeters of travel. It goes without saying that spring preload as well as rebound and compression damping are adjustable at the front and rear. It goes without saying that, in view of the performance offered, the designers could not avoid putting the machine on a fat 190/50 rear tire, while the front with a 120/70 tire was cleverly reserved.
A proper braking system is vital for a 300 km / h machine. With a 320 double disc and six-piston pliers – a 240 with a two-piston caliper does it at the back – the Hayabusa, which, with a live weight of presumably 250 kilograms, will not count among the ultralights, seems well equipped.
Provisions have also been made in terms of suitability for everyday use. A fold-up tank makes maintenance of the machine easier, as does a main stand – the latter is an extra, however. Under the bench, fearful natures will find a storage place for a U-lock, while luggage transport fans can look forward to various fastening hooks in the rear area.
The second novelty in the Suzuki range, another request to speak on the subject of “Naked Bike”, is already known to attentive MOTORRAD readers: The GSX 1200, which was previously only available as a gray import in Germany (test in issue 16/1998). With the air / oil-cooled four-cylinder, which made a name for itself as a torque giant in the 1200 Bandit, the GSX is well – and extremely well – motorized. The sovereign development of the 98 hp provided comes into its own in an adequate chassis: a classically knitted tubular steel double loop frame with a comparatively short wheelbase helps the machine, which weighs around 230 kilograms with a full tank, is surprisingly agile to handle. In terms of style, the GSX 1200 is based on the retro look of its smaller sister with 750 cubic meters: round tank, “stereo” struts with expansion tank, gleaming chrome cockpit with speedometer, rev counter and fuel gauge.
If the GSX 1200 relies on generating “bare thrills” – loosely translated: sheer excitement – the third newcomer simply wants to be understood as a joker. And that in two copies: As SV 650 unclad and puristic, as SV 650 S in light sportswear.
The mainspring of the SV is a water-cooled V2 engine with a 90 degree cylinder angle. With a stroke of 62.6 millimeters (bore: 81 millimeters), the 650 is equipped for high speeds. Rapid gas throughput is ensured on the upper floor. Two 31 inlet and 25.5 outlet valves, inclined by 14 and 16 degrees respectively to the cylinder axis, are operated by two chain-driven camshafts and bucket tappets. A digital ignition system with separate maps for the front and rear cylinders takes care of the timing of the flying sparks depending on the speed and throttle position of the carburettors. The SV 650 engine has an output of 70 hp. That smells of sportsmanship and makes the array of six gears seem sensible.
In order not to spoil the appearance of the engine with a tangle of hoses, the cooling water is routed largely within the engine housing. The clutch cover and pinion cover are made of plastic. This helps with noise insulation and saves weight.
The focus was also on minimizing weight when designing the chassis: the frame and rear swing arm are made from aluminum as a combination of cast parts and extruded profiles. With a 65.3 degree steering head angle and 97.4 millimeters of caster, the steering geometry is trimmed for maneuverability, while the wheelbase measures a reassuring 1420 millimeters.
A central spring strut with progressive lever linkage provides 125 millimeters of travel, while the conventional telescopic fork with 41 stanchions offers 130 millimeters of travel. A front wheel with 120/70 ZR 17 tires and a rear wheel with 160/60 ZR 17 soles keep the SV 650 rolling. Double-piston brake calipers are responsible for the deceleration – at the front in a double pack of 290 discs, at the rear a 240 model.
With tubular handlebars, a set of instruments on the fork bridge and round headlights, the undisguised SV 650 is comparatively conservative. The moderate seating position, which is more aimed at the normal biker, also fits this. The S version with stub handlebars and half-shell fairing (with integrated cockpit) requires the driver to adopt a significantly sportier, more crouched posture. As a reward, a longer overall gear ratio is offered, which enables a significantly higher top speed.
Increased forward thrust also distinguishes number four in the range of Suzuki innovations. The Burgman scooter, which was previously on the market with a 250 cm³ engine, is now getting on its toes in a tightened version called the AN 400. The water-cooled single-cylinder four-stroke engine with 385 cm³ with 36 mm constant pressure carburettor, with increased bore and stroke, generates around 30 hp – enough to achieve a cruising speed of 140 km / h. The tubular steel chassis, which rolls on 13-inch wheels, has been completely taken over from the quarter-liter version. The only addition in the interest of increased user-friendliness is a hydraulic adjustment option for the spring preload of the rear central spring strut.
D.he touring-friendly package of pillion suitability, load capacity, suspension comfort and radius of action naturally weighs heavily on the scales: the AN 400 should add up to around 185 kilograms ready to drive – perhaps symbolic proof that Suzuki wants to have a significant say in the battle for market share in 1999.

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