Grab a handful of the right grip and the seamless acceleration will stress your arms hard all the way from down low to redline. The Suzuki is easy to control but at the same time extremely fast. While the BMW pulls harder above 9,000 rpm, the Suzuki can match it in the lower rev range when it comes to seat-of-the-pants feel. It’s accelerates off the corner like a monster. You can tell there’s a ripping engine between those big frame-spars but Suzuki has also done well to keep it controllable.
Perfect fuel injection is a big part of this, with not the slightest hiccup from 1400 rpm to 14,000 rpm. On the dyno it pulls a solid 160.89 hp and 77.55 lb-ft of torque. Although last year it did well in straight-line track speed, for some reason this time around the Suzuki was unable to post impressive top speed numbers, with a best of 149.5 mph, only the KTM being slower. This was very surprising considering that on the other hand, when it came to corner-exit acceleration, the Suzuki is right at the front. The GSX-R exits Turn 6 with 0.77g and comes out of Turn 15 at 0.74g.This compares to a best acceleration of 0.78g from the BMW out of Turn 15 and 0.80g exiting Turn 6 from the Kawasaki.
At the safe confines of El Toro the Suzuki engine was unleashed and once again, where it was right on the mark. With a durable and easy-to-use clutch, combined with its smooth, linear power delivery, the GSX-R1000 was one of the four bikes which we were able to get into the 9-second range by posting a best pass of 9.940 @ 143.3 mph. It was also the most consistent bike of the entire group, as every single run was within mere hundredths of a second. Just for reference, the BMW was quickest at 9.68-sec, followed by the Honda with a 9.706-sec pass and Kawasaki’s ZX-10R, which was just a hair in front of the GSX-R at 9.878 seconds.
0 komentar:
Posting Komentar