Suzuki GSV-R990 — MotoGP Suzuki -Testing The Waters Sport Blog

17 Мар 2015 | Author: | Комментарии к записи Suzuki GSV-R990 — MotoGP Suzuki -Testing The Waters Sport Blog отключены
Suzuki GSV-R

Suzuki GSV-R990 — Suzuki -Testing The Waters

GSV-R990 — MotoGP -Testing The Waters

As the Rizla MotoGP mechanic warms up the belonging to rider Chris just outside the pit garage at the circuit in Spain, I stand and waiting, thinking about my with the bike in ‘05 at this racetrack. I am first on the long of journalists to ride Suzuki’s Prix machine this and all I can think about is how it seemed the bike was neutered when I it the year before.

The ‘05 machine to John Hopkins just had a little flat compared the Ducati Desmosedici I had ridden the day back in November of that year and the Suzuki MotoGP test-team bike I rode in I can’t help wondering if the team is going to give me the ultrasoft engine mapping time around as well.

The Suzuki mechanic motions everything is ready, so I shut my shield and climb aboard, conscious of the fact that rides with a conventional pattern (one down for gear and five up for the rest of the ratios) rather than the race pattern (one up, down) used for most machines. A mistaken backshift on racebike would obviously be for my physical well-being as well as the

I head down pit lane sure my leathers are comfortable and correctly, and as I head out onto the after checking to ensure no one is on a lap behind me, I hope and pray I got the “full monty” engine this time.

Going Pneumatic

The biggest in ‘06 to the Suzuki GSV-R990’s all-new were the move to a wider angle in the V-4 powerplant and the switch to valve springs. Now commonplace in One auto racing engines, a valve spring replaces a metal coil spring what basically amounts to a piston and cylinder in its place.

By pressurizing the cylinder with a gas nitrogen, due to its temperature-inert qualities), an spring” is created with advantages over a coil The biggest benefits are that weight and internal friction are substantially reduced (no springs and mean less moving and air-spring pressure remains constant for the initial movement, that ultrastiff springs-which friction-are unnecessary to ward off float).

And valve float (where the valve follower to maintain contact with the at high rpm) with cams is basically eliminated. The are some additional weight and due to the need for a pressure storage and the various regulators and pneumatic lines.

“We had a lot of trouble and the year with valve-spring reliability,” Kunio Arase, project for the GSV-R. “At high rpm, the created in the valve springs causing metal fatigue resulted in several failures,” so developed the latest GSV-R990 a pneumatic valve train. allowed us to easily raise the rpm level with the new engine rpm higher, without so much for reliability.” What about since the system’s high is crucial to its performance? “Maintenance has very easy,” he continues. “We have to perform basic every two or so races, whereas it was after every race.”

It’s notable that the GSV-R800 uses a pneumatic train as well (and to good effect-both Rizla MotoGP riders John and Vermeulen have been at or the top of the time charts at the first two tests of the ‘07 season). Was this a of trial run for the 800’s pneumatic system? “Yes,” reveals “although it had been developed and prior to using it on the 990 this The system used on the 800 is not much than the one used on the 990.”

The use of in the valve train enabled engineers to fit slightly more cams, although it’s not a simple matter of slipping in cams and getting more A lot of R-D time was spent massaging the delivery so that the extra wasn’t more of a hindrance a help. “We changed power through refining engine says Arase, “paying attention to engine-torque character, to it easier for the rider to accelerate out of the The technical application here was difficult, but we were able to it properly after some

Arase is naturally very coy revealing any peak power saying only that the has “over 240 horsepower.” Bore and as well as crankshaft firing were supposedly unchanged the ‘05 model.

What about using control to smooth out the power on corner exit? “Our control has been refined a bit,” answers Arase, we still have a lot of room to in this area. Wheelie has also been developed, but we use it at circuits where wheelies are a Although Hopkins had informed me in ‘05 the team would be using Marelli engine management for the season, apparently that happen. The GSV-R’s engine-management appeared to be a more advanced of the same Mitsubishi EMS of ‘05, not the system as used by most of competitors.

According to Arase, have been minor in materials and construction of the chassis, but the measurements were basically the as ‘05: “The chassis pretty well last and the riders have not had any complaints, so we changed much on the chassis. very small refinements to of both the frame and swingarm to better cornering feel for the Hopkins and Vermeulen’s basic specifications are the same.”

The most external chassis change was to the which now sports all of its bracing the main spars and no longer room for the rear bank of to exit next to the swingarm and out the side; the rear cylinders’ now route up underneath the seat and out the tailpiece.

A Major Improvement

out along the short straight Turns 1 and 2 at Valencia, I decide to ‘er the berries” and see if the team has given me a map closely approximating what uses during a race Lo and behold, the GSV-R hunkers and launches down the straight a verve that the ‘05 model never have matched, lofting the front wheel in gear as it hurtles down Turn 2. Yeah, baby! Now talkin’!

Suzuki GSV-R

Thankfully, I remember that though the tires are already up to temp from the tire the carbon brakes are not, so I off early and apply the brakes. As the response is pretty dull, and I to give them a pretty squeeze for a longer period to get any power. I drag the brakes at opportunity on my first lap to get some into them, all while sure to run into the right-hand at a decent speed to scrub in side of the tires, since is made up of mostly left-hand

There is no doubt that the has a much stronger motor time around, whatever maps it might be running. the throttle still has that yet crisp initial response allows you to apply it earlier and aggressively in the corner for a better out, the midrange acceleration is improved. The GSV-R pulls harder and gobbles up the short fiercely enough that I myself having to control off many of the medium-speed corners in infield, something I never had to be with before.

In fact, that more engine is almost a liability in spots. The Suzuki’s steeper curve makes it a bit more to control the bike in the tighter because of the extra care with throttle inputs, and to keep the power from up too quickly is necessary in a few areas. If the control was activated, it isn’t effective, as I have to fight to the front end down accelerating in gear at a little over 120 mph as I the small rise on the front

Top-end power is worlds than with the ‘05 GSV-R, none of the noticeable tapering off of past 14,000 rpm, and a better overrev as it approaches the rev limiter. Nonetheless, I’m still for a bit more on top, as acceleration like it is flattening out a little too compared with some of the MotoGP machines.

Overall continues to be a strong point the GSV-R, and it’s easy to see why the was loath to change anything the previous frame geometry. not the nimblest or smallest-feeling bike in the field, the Suzuki has an agile yet character that makes you as if you can do no wrong. Initial turn-in is a tad higher than most, but the is superb stability and front-end entering corners.

The GSV-R has a well-balanced and communicative feel promotes high corner (which has obviously paid with the new 800), and the Bridgestone contribute to the bike’s agility offering up loads of grip and at all lean angles.

I obviously wasn’t going enough to find any fault the hlins GP suspension, but even at my speeds, their action and seemed flawless. And once had some heat into the Brembo carbon brakes the necessary stopping power to the speed this bike is of generating.

A New Beginning

While the Suzuki team was finally to see some positive results to its work in ‘06 (Vermeulen led most of the until Hayden took and then scored a podium in his home Grand Prix at Island), that development has apparently transferred over and off in spades with the 800. by Hopkins’ and Vermeulen’s performance preseason testing, the Rizla team finally has some (and long-overdue) confidence into this year. hoping that hard is rewarded with major GSV-R has most of the assets to win and just needs to put all of the parts

Photo Gallery: Suzuki — MotoGP Suzuki Sport Rider Magazine

Suzuki GSV-R
Suzuki GSV-R
Suzuki GSV-R
Suzuki GSV-R


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