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Within the World Endurance Championship, the races are 95% invested in two categories: the EWC, whose technicality very similar to Superbikes makes them missiles of a very high level; and the Superstocks, with more restrictive regulations but nevertheless formidable performances.
It is in the second category that the Suzuki GSX-R 1000 # 50 of the Motors Events Bodyguard team AMT assurances has chosen to fight…. and win. But before seeing more than the outlines, let’s quickly debrief on the differences between the two worlds.
At the very beginning, you take a standard grinding wheel, like the one available at any dealership. Then, if you have the following budget, you opt for the EWC option; and there it is the parts party. You can change a lot of things: replace the fork for Ohlins 15 bars, add radiators, change the swingarm, brake calipers, optimize the engine, etc…. Enough to save 3 to 4 seconds per lap on the Superstocks. This category is however also interesting because it demonstrates the real performances of a motorcycle and not of a rocket kited out of the box. It’s simple, you are limited everywhere on what you can do on it! Just optimize it for endurance but out of the question to make it a MIG-28 like at SERT or GMT.
Would we go so far as to say that you can buy a big Gex on Monday and do the 24 hours of mans on the following Saturday / Sunday?!? No, all the same not. There is still a lot of work to do to prepare the bike for an endurance event. Let’s go to the workshop with Herve Moineau (the team-manager), prepare the tools, consult the catalog of racing parts and call Mr Debrouille, the friend of Jin Provise and Dede Merdetoi.
1st step: naked! Ah good ? Oh yes ! We remove the fairing, the tank, the headlights, the pots, the… .. Wait, wait, I thought there was nothing we could do. Not exactly, we are much more limited. Here is an example. In EWC you can change the whole fork to an almost MotoGP model – in superstock it has to stay original but you can change what’s inside, like the oil or the springs. As long as we are in the field of suspensions, the original monoshock is replaced by a Swedish TTX36.
Let’s find our listing and detail it. The original fairing, with all its screws and multiple parts, takes 6 quarters of an hour to replace. Make way for a poly in two parts painted in the colors of the main sponsor; 15 seconds to disassemble it, 20 to reassemble it. The tank is subcontracted to a workshop to inflate its capacity to 24 liters, and allow a relay to hang on to the taxiing time. The rims are original, and the Dunlop tires fitted to them are available for all teams in the paddock. When it comes to braking, it doesn’t take much to really improve it. No touching the calipers, but aviation hoses and an Italian PR19 radial master cylinder offer much more feeling and consistency with less effort. Discs and pads are also replaced, and the hoses are fitted with Staubli fittings for a quick replacement. In the same vein, the oil filler opening is not closed by a plug but by a small valve allowing topping up in 2 seconds via a small pressurized bottle.
The general idea is simple: go fast, and be able to replace everything quickly. The pilot is not forgotten and is entitled to a whole series of small refinements for his comfort and performance. On a saddle catapulted at nearly 300 an hour are enthroned either Mathieu Gines, Vincent Bocquet, William Grarre or Emilien Humeau. None are the same size, so you have to find a compromise of position for each. A pair of adjustable footrest plates will help you find the most effective support possible. Some electronic reinforcements will make their life a little easier: a shifter to change gears with a kick without stopping accelerating, a stand limiter to adjust without thinking about the maximum speed allowed in front of the boxes, and like the GSX-R does not offer ABS or traction control as standard, the team does not have the right to add this kind of co-drivers. But the regulations allow this assistance if the manufacturer offers them on its road model. The Suz is still entitled to a Yoshimura kit harness that is simpler and more efficient than the original one (who cares about the management of indicators and other trinkets on a racing motorcycle).
Let’s come to the heart of the Gex: its engine. No need to dive without his guts, it’s the same as the local dealer. Regulations require it to be original, just like the radiator, and you are not allowed to install additional cooling. The 4-cylinder thus offers its standard power, ie around 185 horsepower; but the Laser pots (they must be two, as on the standard grinding wheel) frees him of the breath, which must bring his enthusiasm to around 190 nags. If you do not have the right to touch the engine, the mechanics can still change the line and the exhausts, protect it with GBRacing casing elements, and must imperatively install breather connected to jars to recover the portable fluids.
That’s enough to keep you busy for a good hundred hours in the workshop. This GSX-R 1000 is thus not fundamentally different from any Gex L1 you will come across on the road, but it is polished, optimized, embellished with a whole series of little extras that transform it into an endurance wheel. Once ready, it is checked, watched, pampered throughout the week of the competition to be then abused, whipped, sometimes acafarnished by its pilots in pursuit of victory. This is where endurance takes on its full meaning, that the weeks of work find their fulfillment: in the symbiosis of the team and the bike, in the ardor of the relays optimized by the work of the mechanics, in this constant stress. which takes you from doubt to hope. In 2011, the Suzuki GSX-R 1000 was a tool – not the best, but the easiest, the most proven, the most consistent. And like all tools, it is not he who ensures victory, it is those who wield him. She is world champion, they are world champion !
Editor’s note: I would like to thank Herve Moineau for the time he gave me, the sympathy of the Mothre clan, and all the players in the 2011 world endurance championship.
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Model marketed in
2011
2011
Performances
-
Max speed:
300 km / h
The technical aspect
Suzuki GSX-R 1000 endurance Motors-Events 2011
- Frame
- Frame: perimeter double aluminum beam
- Tank: 24 liters
- Seat height: 810 mm
- Length: 2,045 mm
- Wheelbase: 1,405 mm
- Dry weight: 167 kg
- Weight in running order: 203 kg
- Train before
- inverted tele-hydraulic fork Ø 43 mm, deb: 125 mm
- front brake 2 discs Ø 310 mm, radial calipers 4 pistons
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- Secondary chain transmission
- Rear axle
- Ohlins single shock, deb: 130 mm
- rear brake 1 disc Ø 220 mm, 1 piston caliper
- Rear wheel:
190/50
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- Injection Ø 44 mm
- 2 ACT
- 4 valves per cylinder
-
999 cc
(74.5 x 57.3 mm mm) -
190
ch
at 12,000 rpm -
12 mkg
at 10,000 rpm - Weight ratio /
power
: 0.88
kg / hp - Compression: 12.8: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Honda CBR 1000 RR Endurance TT Legends 2011
Suzuki GSX-R 1000 endurance SERT 2011
Kawasaki ZX-10R 1000 EWC Endurance 2011
Yamaha YZF-R1 1000 EWC GMT 94 2011
Gallery
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