TunerGP 2015 – Hertrampf-Suzuki GSX-S 1000 in the individual test

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TunerGP 2015 – Hertrampf-Suzuki GSX-S 1000 in the individual test

The Power-S

Content of

Successful tuning does not always mean brutal top performance. Those who understand their trade know how to skillfully tackle and eradicate weaknesses. Hertrampf demonstrated this on the Suzuki GSX-S 1000.

The Suzuki GSX-S 1000 just came onto the market this spring and is now finally adding a bare, but very sporty and above all potent bike to the Japanese range. For Suzuki dealers and tuners Denis HTriumph over the steep template for this year’s TunerGP, because the series bike with the conglomerate four-cylinder from the K5 to K8 offers a great basis for fat punch in all situations. But the Naked Bike adaptation gave the GSX-S a few peculiarities that call for a knowledgeable tuner hand to turn it into a posh aggro iron for the racetrack and a correspondingly unleashed, harmonious bike for free laps for free To make citizens.

TunerGP 2015 – Hertrampf-Suzuki GSX-S 1000 in the individual test

The Power-S

Chatting is good, driving is much better

Before we can take a look at the TunerGP test bench curves and talk to Denis Hertrampf about his technical solutions for the weak points of the serial Suzi, the first TunerGP turn is already on the agenda, the tuner takes off the tire warmers and turns on the four-cylinder. That’s the kind of invitation we love. Chatting is good, driving is much better. With an aggressive growl from the airbox, the Suzuki GSX-S 1000 rolls out onto the track and falls extremely conspicuously into the first hairpin-like right end start / finish. Holla, is that an agile thing! And then she throws herself down the mountain on the left. The very hard throttle response, which is one of the shortcomings of the series, is only noticeable when flipping and opening the gas. Down in the Omega, which you let the bike roll into at the Sachsenring and maneuver it at the top almost to the middle of the lane in order to get back up the mountain with great precision, you notice this nastiness again.

At the top of the hilltop under half throttle, that doesn’t matter, here the Hertrampf-Suzuki GSX-S 1000 shines again with ultra-greedy turning, so you have to set the line over this blind hill really clean. The bike then shows the go-kart track descent that something has happened quite a bit in terms of performance. With every turn of the throttle, the GSX-S rushes forward unrestrained. The next uphill section after the bridge underlines that this is not a mirage. The Hertrampf bike rushes up with a big punch and with this agile handling sweetens the turning into the next blind double left.

Detention with a happy ending

It could go on like this, but in addition to the gruff throttle response, the early dragging notches, the gearshift lever and somewhat also the tendency to understeer at the exit of the curve disturb. So it’s no problem that the Suzuki in particular gets the black volume flag on the start / finish straight and has to go straight into the pits. The Raceflex pegs with the eccentric are brand new parts from ABM, and although the Suzuki GSX-S 1000 already requires very sporty knee angles in series production, we have to get a little more ground clearance on the racetrack and turn the eccentric to maximum height . Meanwhile, Denis knocks in the db-eater and then takes care of the throttle response. He does this on a computer using the digital accelerator pump and sets the parameters again depending on the throttle valve position and opening speed.

After that, the shock absorber of the Hertrampf-Suzuki GSX-S 1000 gets less pressure level to counteract the understeer. And off you go back to the ring. When the marshal left the black flag on the start / finish in the quiver this time, fire was given. Once again the pilot can enjoy this brute and uncomfortable upward turning engine. Tea load changes for gas closed / gas open are still there, but have become much less. “With more test bench tuning via the Power Commander, you can get rid of that completely,” the tuner later reassures.

Suzuki GSX-S 1000 turns in super agile

As before, the Suzuki GSX-S 1000 turns in super agile – maybe even a bit too wild for such a naked bike, to which the Pirelli slicks certainly contribute and which should not be so noticeable with normal street sport skins. The understeer has decreased, but you can clearly see that this naked bike was not primarily built for the racetrack. Its top-heaviness comes at the expense of feedback from behind, but that is – as I said – a phenomenon especially on the racetrack. The fork is beyond any doubt, even if the smooth slope of the Sachsenring with few real hard braking points certainly does not demand the last. But the feeling for the front wheel is superb, and even at the only really fat braking point at the end of the starting straight, it braces itself neatly against the load on the front tire.

Here the brake itself is not quite as transparent. Slightly putting on the pads leaves her practically cold, is not worthy of any notice, but if you decide to get in immediately, you will experience fat deceleration from the revised brake calipers. That is a matter of taste. Every sports fan must like the seating position. The handlebars, the notches (after turning now with enough lean angle) and the seat (series) actively, aggressively bed the pilot – just right for this Power-S. And one more word about the design of the Hertrampf-Suzuki GSX-S 1000: cleanly executed and very harmonious, which is not so easy with a naked bike!

Technical data Hertrampf-Suzuki GSX-S 1000

markus-jahn.com

Hertrampf-Suzuki GSX-S 1000.

Technical data Hertrampf-Suzuki GSX-S 1000

Weight
189 kg
front / rear 52.9 / 47.1%

power
160.3 hp

price
approx. 23,490 euros

Readings

markus-jahn.com

Tuner Hertrampf did everything right compared to the series. Now the GSX-S engine revs up cleanly and shows no hesitation or hesitation.

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