Riding the Rizla Suzuki GSV-R

1 Июн 2015 | Author: | Комментарии к записи Riding the Rizla Suzuki GSV-R отключены
Suzuki GSV-R

Riding the Rizla Suzuki

Rizla Suzuki MotoGP a select band of respected to ride its GSV-R800 straight the last race of the 2007 at Valencia in Spain. Alan was one of those lucky enough to get the to ride one of both Vermeulen’s and bikes around the 4.005km circuit.

Cathcart is an experienced and worldwide journalist and his views and on all types of motorcycles can be read in 25 publications around the globe.

is his report on the Rizla Suzuki :

Suzuki had its most successful season yet in 2007, when the new variant of its pneumatic-valve 75-degree GSV-R became an established in the 800cc formula’s debut by combining performance with in making Suzuki the only not to suffer a single mechanical in a race all season. At Le Mans in Chris Vermeulen scored the marque’s first victory in six of four-… Grand Prix and like teammate John became a four-time visitor to the rostrum in 2007, when the duo wound up sixth and fourth in the final points table, and the Suzuki GP squad failed by one point to tie with HRC-backed Repsol Honda as runners-up in the championship. This was the year Suzuki finally became for victory once again in GP top category, for the first time Kenny Roberts Jnr. won the title for them back in

The chance to ride both Bridgestone-shod Suzukis at Valencia the day the final GP of the season, underlined the big forward that Suzuki had with the new GSV-R800 — a that was competitive straight out of the first in winter testing and when Hopkins finished in the first-ever 800cc MotoGP at Qatar in March. Climbing the Suzuki later the same day riding both its Honda and rivals immediately revealed the big in architecture between the three with the cramped, minuscule, Honda contrasting with the bulkier but lower Kawasaki and the more upright but actually normal-seeming bright blue V4 which by sport-bike standards feel so very different to sit on Max Biaggi’s factory GSX-R1000 I’d been riding months earlier.

That was especially the case Chris Vermeulen’s GSV-R800, his and Max’s bikes share thing in common, and that’s a gear-change to contend with pretty idiosyncratic by racing This is a feature that I don’t care for on anything with slick tyres especially one as grippy as the front which soon encourages you to max out speed and thus lean on a bike as stable handling, steering and downright confidence as the GSV-R800. I thought this layout would be a hindrance on this fast and powerful, I’d have trouble my left toe under the lever cranked hard over to the in order to shift up — that, or short-shift while relatively upright, and lose drive and momentum out of a turn.

But also doesn’t use the clutch at ever, after punching the control button on the Suzuki’s handlebar to blast off the line at the of a race — so you must to just clamp your to that left clip-on, and on tight till journey’s But once again the Suzuki’s was the best of any of the five bikes I at Valencia, so light and easy-shifting, but totally positive in the way that it faultlessly shifting in either without using the clutch, no jerks or hiccups as on other in previous years where been told to forget working that left-hand once on the move.

Even hard and shifting back gears in swift succession for third-gear Turn One by stamping on the lever didn’t faze the the Mitsubishi electronics ensuring the went in smoothly and cleanly, the Suzuki stayed stable and under reverse torque without snaking around on the thanks to the control delivered by the ECU’s ICS variable idle system. And in the one place where the pattern gearshift might been a big problem, when cranked over to the left for a time accelerating up and over the leading down to the last I found the new 800cc Suzuki still hadn’t sacrificed any of the traditional muscular midrange, so I short-shift from second to very quickly without any momentum or drive. I’m a

So, at the first chicane in the Valencia I just grasped the left firmly in my hand without about having to loosen my a little to work the clutch as I for the turn, which meant I use maximum leverage to lift the up and over from one side to while squeezing the brake hard on the exit to knock off for the right-hand hairpin immediately From being originally to help two-… disbelievers to terms with that four-… phenomenon called braking, thanks to enhanced this has now become a completely function which allows you to focus on being in the right at the right time, and to choose an line while trail-braking the turn — with of the distractions of having to work the lever and synchronise shifting, all at the time.

Look, I was a sceptic, until I tried this in the refined form it’s now and while I can understand those John Hopkins who’d rather work the clutch to shift down, count me a It makes riding such a responsive, rorty-sounding bike the GSV-R800 that much — and while I can’t this is the only reason I six seconds faster on the Vermeulen at Valencia than I did on the Stoner which amassed exactly as many points as it did in the final table this season, it was a factor.

OK — along with the I got 2½ times more on the Suzy, so got better dialled in to it, and in the of the day, too, not first in the morning on a cold, slippery But, still, my ten laps me that the Suzuki is a very motorcycle — with or the no-clutch option.

That’s riding the GSV-R800 revealed a that feels incredibly to its 990cc predecessor that I at Valencia a year ago, in chassis architecture by the way it appears to be the physical size and, surprisingly, in terms of engine too. There’s the same power delivery with a pull from as low as 8000 rpm out of the first gear Turn 2, the engine picking up revs fast through to the moment the orange shifter lights on the 2D start flashing brightly at rpm in the gears, albeit with a way to go till the rev-limiter cuts in at rpm — slightly lower I’d expected, with the V4 engine’s pneumatic valve

But that’s because while up so quickly the Suzuki has a strong yet power delivery, as smooth as an motor but more linear in form than any of its rivals, the Ducati which has a more just even stronger of more power than else. The pickup of the ride-by-wire was pretty fierce on Vermeulen’s so you must make sure you it up a little to get it on to the fat part of the tyre if you want to set the traction control too stiff an exam, but the Hopkins felt more controlled in its response, though just as under acceleration from above 10,000 rpm upwards.

Really, you can feel how Suzuki’s team have focused on the way the power is delivered rather outright numbers — if the ‘over 220 bhp at 17,500 rpm’ claim for the bike is actually the of any of the five factories do for their contenders! Anyway, it’s all — peak power is really important in delivering top — the rest of the time really matters is torque and and here the Suzuki excels, though it was the slowest of the five bikes down the longest straight of the season in the fourth at Shanghai.

Suzuki GSV-R

Here, Hopkins was with Rossi’s Yamaha on 325 7 kph and 6 kph respectively behind Pedrosa’s and de Puniet’s Kawasaki, and a massive 12 kph on the flying Stoner’s Ducati. Yet at the end-of-season points table, and easy to see what really most.

Both bikes liked to wheelie quite a but not as much as the old 990 did — you soon neither Suzuki has the /anti-wheelie on the Mitsubishi ECU switched on. Still, on the bike you can use his more spacious position to move your back and forth in the seat to counter this — is a more close coupled though nothing like as as the frankly flawed Honda’s.

Suzukis felt stable and on the brakes, though, while planted in turns in the same way 990 predecessor had been. Really, uncanny how similar the two bikes are to one and I can’t help feeling Suzuki treated the final of 990cc MotoGP racing a ago as a development exercise, even so far as to run their 800cc bike in the category, perhaps with the stroked a little to add a few extra and maybe round it up to 890cc or or so.

Remember how fast the GSV-R800 was straight out of the box when it started at Valencia a year ago? I that could well be they did, and the way the Suzuki competitive from the very was the payoff. Loris Capirossi likely to enjoy his 2008 after all after his parting Ducati, on a bike that has lots of potential — when they take advantage of those pneumatic and start revving it even in pursuit of more power to go the rideability that’s self-evidently Suzuki’s development of the new bike far.

For where the Suzuki again scores as it did a year ago in guise is in turn speed, a combination of the weight transfer under braking by a bike quite a bit taller than the but not as stilt-like as the Rossi Yamaha, Bridgestone’s great front and the GSV-R’s sweet-steering chassis all together encourage you to brake and keep up momentum in Valencia’s sweeping turns. But just as a ago on the 990, the black Brembo brakes on the GSV-R800 once felt a little soft to the other two bikes I’d riding that day fitted the exact same hardware. just the same as last — we both have the set up like that deliberately,” Chris Vermeulen. “My is to do a lot of trail braking into and I don’t like the brakes to be too because I like to brake I’m already leaned in turns quite a bit. If too snappy, then it’s too to lose the front — so why I have it not so fierce.” And in Hopkins’s as a reformed Formula Extreme star, he likes to use more braking than other so also doesn’t need all-action brakes in keeping the balanced in turns.

Balance. That’s the keynote for the GSV-R800 Suzuki — a balanced package which completely predictable in the way it responds to input, both in terms of and engine performance.

OK, it’s not the bike out there in a straight but it’s certainly one of the most and effective, without the sense of use of electronics — as well as, for me, the enjoyable to ride, without at the time being too lacking in It’s just that nth% the bike needs to a regular contender for top honours and Rizla Suzuki team Paul Denning believes engineers are quite capable of that final gap. the smallest of the major race Suzuki needs to build to compete with Honda and and beat them,” he says. of their resources, it tends to go in and Suzuki is very much on the right now. The engineers come up with a significant new ingredient for 2008 which believe will make the between fourth place and in both races and championship Nobby (Aoki) rode year’s bike at Sepang, and faster on it than our two regular on the current machine, so it seems to be a step forward. We’re excited about what’s next, and we believe this bike provides an exceptional to move forward from.”

on my ten laps of Valencia on the team’s two bikes, I’d have to with that.

Suzuki GSV-R
Suzuki GSV-R


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