Two-cylinder offensive

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Two-cylinder offensive

Two-cylinder offensive
Vaustisch

Who is selling his soul to the devil? Honda and Suzuki, because they now build sporty V-twin-cylinders, or the fans who swore off the all-inclusive Ducati at the IFMA?

Fred Siemer

10/31/1996

Italian cuisine stands or falls with spaghetti, and of course they come from Italy. Capito? Not at all, because historically half-educated people know that Marco Polo imported the Hartgries threads around 1300 from the Far East, where they have been bobbing around in porcelain bowls since time immemorial. So it may be that in less than 700 years everyone swears that the cradle of sporty 90 degree two-cylinder is in Nippon, somewhere between Tokyo and Hamamatsu, and only for the master craftsman examination would it still be important that there were Italian forerunners called Ducati who garnished this construction principle with technical finesse, but screwed up his breakthrough for lack of economic clout.

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Indeed, since the IFMA ’96, thanks to Japanese technical competence and price consistency, the V2 finally seems to be starting its well-deserved triumphant march: the little tablets in front of the Honda VTR 1000 and the Suzuki TL 1000 S promised 110 and 125 hp respectively, insiders knew of just over and to report a weight of just under 205 kilograms. With a full tank, of course. Even self-confessed four-cylinder freaks got a lustful tongue snap. When the first price rumors sprang up, everyone whispered from …… Mark for Suzi and ……. for Honda, IFMA had a sensation like it hadn’t for a long time, at the latest since the successful introduction of the In the 600 class, word got around in the fast-paced group that only a good ratio of adequate performance to the lowest possible weight inspires the spirit of sport. And that’s why Japanese fours à la CBR 600 can definitely count themselves among the pioneers of these new lightweights. Bert Poensgen, Head of Sales at Suzuki, also dawned five years ago that a bike like the GSX-R 1100 would not have a four-cylinder successor. »I just don’t know enough people who can still do something on the road with 160 hp.« Suzuki technicians may have had similar thoughts when they thought about a future-oriented 1000cc engine over a traditional glass noodle soup. But it could also be that the Teutone was once again impressively convincing and recommended a technological Italian course. “In any case, this is a community child,” he said peaceably at the IFMA, looked around in a circle and finally found a TL 1000 S placed elevated. Poensgen had also had some of the slim machines posted at ground level, alone, from Tuesday to late Sunday these disappeared behind and under pressing fans. Occasionally, real queues formed: climb from the left, descend to the right so that the limbs of the curious do not get entangled. One floor below, at Honda, the same picture. Stormed the down-to-earth VTR, eternally marveled at the elevated display object. And if you had ears to hear, you knew in the early autumn of 1996 which discussions would determine the season of 1997: The fans surged up and down between the closed optics of the Honda and the technological fireworks of the Suzuki. Sitting tests through to a crouched full-speed posture, kneeling in front of engines or kippers under swing should bring the decision. With all the self-confidence about their own product, the insatiable public interest surprised even Honda press spokesman Klaus Wilkniss, who was doing hard work behind the information counter. That’s right, because the importer of the world market leader had asked for a potent V2 years ago to revitalize the local athlete segment. The Honda man could not deny that Japanese engineers approach such a concept with a certain skepticism, because in almost 30 years they have trimmed the four-cylinder for dizzying performance and enormous reliability, but he relativized and referred to the wide range of V2 engines who are already working in all sorts of Honda. “Something like the VTR was just the obvious choice to round off our offer a little bit more.” The idea was actually not out of thin air, as Honda had visitors to several racing events in Assen and at the Nurburgring – in other words, the potential ones Target group – ask how they imagine a sport bike. Result: handy, light, with adequate, but not exaggerated performance and – two cylinders. Such tests make the drafting of specifications immensely easier, and cost savings were also included so that the businesspeople would also enjoy the project. The scene cannot cope with two elitist bikes like the 916, on the contrary, it seems generally popular to reduce the costs of motorcycling. Only a reasonably priced bike speaks “all over all” to the entire spectrum from the CB 500 newcomer to the VFR 750 changer to the CBR 1000 dropout. “And of course a lot of drivers from other brands,” Wilknib adds in a hurry, but exaggerated sales ambitions seem almost artificial with the new Twins: Both Suzuki and Honda are more than satisfied with the dealer response, even fear that the Germany intended Contingents barely get along. That’s how it works when you run into open doors. “The gap,” Bert Poensgen frankly admits, “was opened by Duacti. But we don’t think that even one less 916 will be sold because of our TL. ”He could be right, because genuine Ducatisti were rarely to be found around the TL and VTR. Rather classic Japanese friends who indulged in anticipation of the suspended SS 900 or 916. “Ducati customers are freaks who are loyal to their brand,” explained Poensgen. He did not want to swear whether his boys would continue to stand by the GSX-R 750 undeterred, but overall he is hoping for a larger share of the athlete’s cake. At the expense of those who are now without a sporty twin or – like Yamaha with the TRX – are lagging behind technically. “My biggest fear was that Honda would get ahead of us,” he admits frankly, implying that the Twins were really due to pep up the slowly but steadily shrinking sports segment. »Emotions had to be added again«, adds Klaus Wilknib and looks at the gymnastics around the VTR with pleasure. Before that, the Honda man had spoken of a conceptual return to a high technical level. During the IFMA show, Suzuki announced that it would surpass all known standards in the one-liter class with the TL from January. How nice that the fans didn’t need any verbal tutoring for emotions. One of them tipped the TL 1000 S carefully back and forth and said: “Hey Rudi, your stupid mountain bike is heavier.” Before the startled Rudi could answer, his wife interfered: “Nonsense, the red Honda is here, it’s nicer . «Rudi can hope, because Honda ordered the majority of the … available VTRs in red. The Japanese traditionally prefer to garnish sporty V-engines in this color.

Two-cylinder offensive (archive version) – Formula Vau

After the use of countless V2 engines in chopper and street motorcycles, the Japanese are now also demonstrating competence with the super athletes with this cylinder configuration.

With rather eccentric solutions, Moto Guzzi and Ducati have dominated events in large-volume sports motorcycles with two-cylinder V-engines in recent decades. As per agreement, Honda is now serving this market segment with the VTR 1000 and Suzuki with the TL 1000 S. In order to set Japanese standards in this class too, Suzuki claims the leading role, at least in terms of paper. With 125 hp, the TL ranks well above the 110 and 107 hp of the Honda VTR and Ducati 916. There are of course parallels in terms of the key design data: Both Japanese engines, like Ducati, rely on a cylinder angle of 90 degrees, which guarantees good mass balance. An identical 98 millimeter bore and 66 millimeter stroke each result in a displacement of 996 cc. When it comes to valve control, there is a difference in engineering. On the Honda, a timing chain drives two overhead camshafts for each of the four valves. The Suzuki also works with timing chains, but they only drive an intermediate gear in the cylinder head. This in turn sets the camshafts in rotation via additional gears, a construction that allows a shorter timing chain, but requires more space and weight. The manufacturers also go their separate ways when it comes to mixture preparation. While two constant pressure carburettors meter fuel and air on the Honda, a much more contemporary injection system provides the necessary elixir of life on the Suzuki. Both Japanese bikes clearly undercut the Ducati in terms of weight. When slimming down, the Suzuki engineers must have pulled out all the stops for less than 205 kilograms, because the 43 mm upside-down fork, the six-piston brake calipers in the front wheel and the over-wide 190 mm rear tire on the six-inch rim tend to be heavier than comparable ones Components of the Honda such as the conventional 41 mm telescopic fork, the four-piston calipers in the front wheel and the more sensible 5 ½ inch rim with 180 mm tires for the rear wheel. Overall good for just over 205 kilograms. In addition, Honda uses a weight-saving concept for the frame: The aluminum chassis does not run from the steering head to the swing arm mounting like that of the Suzuki, the swing arm of the VTR is rather located in the engine housing, so the frame comes out at the rear without large cast parts and takes the standing one at its rear end Strut up. With the rear suspension, Suzuki has devised a special feature and separates the spring unit and damper. The spring is on the right, the new rotary vane damper behind the engine. Both attack the swing arm via lever. The separate arrangement allows the spring and damper characteristics to be better adapted to the vehicle. Whether and where the Suzuki actually does better than the Honda performance must be clarified on the test bench and an engine analysis. And a comparison of all three concepts will show whether the new Japanese are really something ahead of the Ducati.

To the point: Honda VTR 1000 (archive version)

?Mr. Murrmann, is your VTR 1000 inspired by Ducati – or is it a frontal attack on Ducati? Honda has always been the manufacturer with the largest V2 presence alongside Harley. Think of our chopper, touring or enduro models. The V4 has a long tradition with our athletes, so it was only a matter of time before we merged our know-how from the sports machine sector with our knowledge advantage from the V2 sector. It is clear that we want to be more than just a match with our VTR.? The VTR is less sporty than the Ducati 916 or the Suzuki TL 1000 S. So do you also want to attract customers among sports touring riders? We never had a Ducati Replica with the ultimate sports orientation in mind. Rather, driving pleasure should be documented in unprecedented handiness, agility and spontaneous engine response. Of course, there are also customers outside of the supersport segment for such a concept.? How much do you think the new twins in the sports segment are? How broad is this term? With our VTR, we definitely think 2000 units are possible in the coming year.? What advantages does the two-cylinder have compared to the previous four-cylinder? Sporty four-cylinder impress with their enormous power at the end of the rev range. The VTR concept, on the other hand, relies on power in the lower, enormous torque in the medium plus high end output in the upper speed range. Together with its low weight and extreme handiness, our demands for “pure driving pleasure” are met. How did your dealers get the VTR? Just one word: inspiring. We do not believe that we can meet all dealer inquiries with the first delivery.

To the point: Suzuki TL 1000 S (archive version)

?Mr. Poensgen, how much Ducati is in your TL 1000 S. Certainly, a similarity in the concept of the TL cannot be denied. However, our motorcycle had existed on paper for two years before the 916 hit the market. A frontal attack on Ducati is far from us, because if we were only targeting the few Ducati customers, our TL could not survive. But we would like to offer all super sport fans a machine that is not only fast on paper, but also on the road, where motorcycling is fun.? How much do you trust the new V-twin cylinders among the athletes, how much should the TL 1000 S at Suzuki? These motorcycles will surely get hold of 30 percent over time, a similar value is targeted at Suzuki.? Your TL is significantly sportier than the Honda VTR. Why this uncompromising way? We could not and did not want to orientate ourselves on Honda concepts. We have been the market leader in Germany for five years and have our own ideas about what such a machine should look like. We also have the courage to make it happen without any compromises. Will you compete in the Superbike World Championship with the TL 1000 S? We are not yet thinking about a sporting assignment, our GSX-R 750 is available for this, which will be available next year Want to put it on the podium. How did the dealers get the TL? Overwhelming.

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