From a press release issued by Michelin:

Down to the wire

The last round of the 2002 world superbike championship is set to be a classic. The second half of the season has seen an impressive effort by Colin Edwards (Castrol Honda-Michelin) to get back on top of the championship. A few months ago, at Laguna Seca, Troy Bayliss (Ducati Infostrada-Michelin) was a huge 56 points ahead of archrival Edwards. But since then, the Honda rider has chipped steadily away at this points difference. Then came Assen, and an upset in the second leg which handed Edwards the series
lead by a single point!

“I don’t think anyone can believe what’s happened in this year’s championship,” admits Edwards, Superbike World Champion with Honda in 2000. “I suppose it was looking like Troy would walk the championship after he won six in a row at the start of the season. It was never easy for me and the team in some of those early races. I’d get a lead in a race and just wait for Troy to come by then have no reply. But since the second race at Laguna Seca in July we’ve moved up a gear and now we’re in the position I think we deserve.”

Even when he was finding it hard to keep up with Bayliss, Edwards was already extremely consistent. His two Assen wins mean that he has now claimed 23 consecutive podiums. The previous record was held by Carl Fogarty (Ducati-Michelin) with 12 straight podiums in 1995 and 1999. “The statistics confirm how determined we’ve been this year to cling on to hopes of winning the title,” argues Edwards. “I now want to keep the momentum going with two wins at Imola.”

Edwards is looking strong for Imola, especially with Bayliss a little downhearted after his Assen mistake. “Now I’ve got to go out and do it all again at Imola,” winces the 2001 world champion. “I’m pretty mad with myself for the crash, but what can you do? I have to admit I’d rather be in front of Colin at this point though.”

But Bayliss remains as determined as ever. “The day after Assen, Kim and I were checking in at Amsterdam airport,” recalls Bayliss. “Then some dude comes past and says, “Hey Troy, bad luck for yesterday, better luck for next year.” I just stood there and thought to myself: “This one’s not finished yet…”

An equal footing

As usual, all Michelin riders can expect exactly the same level of support from the French tyre giant at Imola. Bayliss and Edwards will both be able to choose from the same tyres. “After that, it’s up to each rider to decide what tyres to use depending on his own style and the bike he’s using,” explains Jean Hérissé, Michelin’s Superbike racing manager.

Since the start of the superbike world championship in 1988, Michelin has won 250 out of 365 races and 9 out of 13 championships.

This season alone, out of 24 races Michelin has won 23 and taken all three podium positions 8 times. A total of 72 podium positions have so far been claimed this year and 51 of those went to Michelin, even though the French tyre giant only works with four riders.


Edwards breaks lap record during Imola tests

Colin Edwards was given a crucial opportunity to test at Imola just before this weekend’s round. With a time of 1:48.10, the Texan was faster than the lap record of 1:48.462 Ruben Xaus (Ducati Infostrad-Michelin) set last year.

“It’s great that we could get the test time at Imola,” says Edwards. “Since we raced there last year there’s a lot changed on the machine – the chassis, motor, oil, Michelin tyres and Showa suspension… In fact, it’s a completely different motorcycle to what we raced at Imola 12 months ago.

“We’ve had a good test, I’ve done a lot of miles and now I’m ready to race, The guys from Michelin and Showa have gone home happy and I think we’re just about set for the final round here. It’s OK going fast but the main reason for the test was to find a good race set-up and we’ve pretty much done that so you have to say today¹s been a success.”

Edwards was able to test because regulations allow each team to choose two test tracks and Team Castrol Honda’s choices were Misano and Imola.

“Misano is a good, demanding test track for us and we went for Imola just in case the championship was tight going into the final round,” explains Neil Tuxworth, Castrol Honda team manager.


Ducati tests at Mugello

Troy Bayliss completed 68 laps of the Mugello circuit in Italy and set a best time of 1:53.08 using racing tyres.

“We came here to test in view of the Imola race,” Bayliss explained after the session. “In the last few rounds I’ve really had to struggle to get good results but, with the modifications we tested, the bike feels the same as it did at the start of the season. I’ve never lapped so fast around Mugello, and even though Imola is a different track altogether, I’m feeling good about the final round of the championship”.

The Ducati factory team also took advantage of the session to test the new Ducati 999 which will be used next year in world superbikes. Ruben Xaus did 70 laps on the bike.


Imola and tyres

“You need a nimble machine for Imola’s three chicanes,” says Nicolas Goubert, Michelin motorcycle racing manager. “So the tyres we bring to this circuit are designed to keep the steering light. The chicanes mean that the right-hand side of the tyre doesn’t get loaded up much under braking so grip characteristics need to be good. Combining high levels of sidegrip with light steering is hard, especially on a bumpy surface like this one.”

Troy Bayliss: “I like the circuit but it’s quite bumpy now. Imola would be a really great track if they resurfaced it. But it’s good to come here because it has a lot of history. Last year of course we all know what happened to me, I slipped off and I broke my collarbone. Actually I was trying really hard. Not many people know but I was having a problem with the bike, something wrong with the engine, and I nearly pulled into the pits, which is something I don’t do. I thought I should pull in, and then I said no, that’s what I am here to do. I still could possibly win, so I was trying very hard but it caught me up and I crashed. But it’s a good circuit.”

Colin Edwards: “Imola is a bit rough, a couple of places can be a little bit dangerous, but it’s a good track. You have chicanes, fast fifth gear corners… pretty much everything. It’s a good track, good people, good place to have a race.”

Ruben Xaus: “It’s a nice circuit. Laconi was very fast here last year. He had a lot of experience from 500 GP racing. It was my first time here. I was very happy with the bike and the tyres. Imola is fast and the bike moves around a lot because the surface is old. Finding the right pace is hard because if you try too hard, you end up going slower. There’s not that much grip either so its hard to go fast here.”

The Autodromo Enzo and Dino Ferrari started life in 1950 as a public road circuit. Imola’s first large-scale motorcycle race was held in 1953. Imola became a permanent racing circuit in 1979 and welcomed the Formula One championship for an exhibition race (held a week after the Italian GP at Monza). The first F1 championship race happened the following year and was called the “Gran Premio Dino Ferrari”. Twelve motorcycle GPs have been held at Imola: 7 Nations GPs (1969, 72, 74, 75, 77, 79, 88), two San Marino GPs (81, 83) and three City of Imola GPs (96, 97, 98). Freddie Spencer (Honda-Michelin) took his first 500cc World Championship at Imola in 1983, beating Kenny Roberts by just one point.

Imola is one of few European anti-clockwise tracks (Misano is another). It used to be extremely fast but average speeds were greatly reduced after Ayrton Senna’s tragic 1994 crash. Imola now has five chicanes.

Imola is 35 km southeast of Bologna (home of the Ducati factory), 90 km from Florence, 16 km from Faenza and 35 km from Forili.

Michelin and Italian motosports.

Few countries have a motosports tradition as rich as Italy. Michelin has partnered the best Italian teams and the greatest Italian champions since the first F1 car GP world title Michelin took with Ferrari in 1979. In world rallying, Michelin and Lancia have claimed 8 titles (3 driver championships and 5 constructor’s titles). In motorcycle GPs, Michelin has won world titles with Valentino Rossi, Paolo Pileri, Walter Villa, Mario Lega, Eugenio Lazzarini, Pier Paolo Bianchi, Marco Lucchinelli, Franco Unicini, Fausto Gresini, Luca Cadalora, and manufacturers Morbidelli, Aermacchi Harley-Davidson, Garelli and Minarelli.

Michelin won the very first World Superbike race. At Donington in 1988, Davide Tardozzi won the first leg on a Bimota-Michelin and Marco Lucchinelli took the following win on a Ducati-Michelin. Michelin’s years working alongside Ducati have yielded great results including Carl Fogarty’s four world titles in 1994, 95, 98 and 99, Raymond Roche’s 1990 title. Then came the Australians with Troy Corser becoming world champion in 1996 and Troy Bayliss last year.

Imola stats

Superbike

Official practice record (2001):
1:48.462 Ruben Xaus (Ducati Infostrada-Michelin), 163.733 kph average speed.

Superpole record (2001)
1:48.694 Troy Corser (Aprilia), 163.383 kph

Lap record (best race lap 2001)
1:49.398 Troy Corser (Aprilia), 163.383 kph average speed

First race results 2001
1- Ruben Xaus (Ducati Infostrada-Michelin), 21 laps (103.593 km) in 38:42.598, 160.568 kph average speed.
2- Troy Corser (Aprilia) -3.601
3- Colin Edwards (Castrol Honda-Michelin) -4.079
4- Ben Bostrom (Ducati) -6.340
5- Tadayuki Okada (Castrol Honda-Michelin) -13.737

Second race results 2001
1- Régis Laconi (Aprilia), 21 laps (103.593 km) in 38:33.264, 161.216 kph average speed.
2- Ruben Xaus (Ducati Infostrada-Michelin) -0.021
3- Tadayuki Okada (Castrol Honda-Michelin) -0.844
4- Ben Bostrom (Ducati) -15.975
5- Steve Martin (Ducati DFX Racing)

From a press release issued by Monstermob Ducati:

Round 13 – 2002 MCN British Superbike Championship – Donington Park – September 29th

HISLOP REVVED UP FOR DONINGTON FINALE

With a massive 37 point lead going into the final round of the 2002 MCN British Superbike Championship, MonsterMob Ducati’s Steve Hislop is confident he can land the elusive title going into Sunday’s double header at Donington Park.

The 40 year old Isle of Man based Scotsman has brushed aside his disappointment of his last round performance at Mallory Park and all the crisis talk that has subsequently emerged and is focussing on the task in hand which will see him crowned champion if he finishes in the top four of either race:

“I’m not bothered in the slightest what’s been said and written over the past couple of weeks, I’m going to Donington Park for one thing, and that is to win. I was down in the dumps for a couple of hours after Mallory but that’s forgotten about and I’ve never been so determined as I am right now. The weather’s looking OK and the pressure isn’t on me at all, it’s on Sean Emmett. I just need to wobble round and pick up a few points, he needs to win both races” said Hislop defiantly.

The permutations are many fold but should Emmett win both races, then Hislop only needs either a fourth place finish in one of the two races, or a ninth place result in both legs to clinch the second championship of the season for the Paul Bird Motorsport Team after Supersport rider Stuart Easton wrapped up the title aboard his 748cc MonsterMob Ducati at Mallory. But the 18-year-old from Hawick is not planning on resting on his laurels; he too is going all out for victory:

“I’ve got nothing to lose so my plan is to go out with a bang and show them why I’m number one. I won easily at Donington earlier in the season and I’m planning on a repeat performance to round off what has been a great year for me” said Easton.

Team boss Paul Bird remains cautious but confident about the weekend:

“We just need to go there and do our job which is what we’ve done all year and we’ll be fine. For sure, I’d like Steve to ride better than he did at Mallory but the stark truth is that a rostrum in the first race will see him win the title and then he can go and blitz them in race two if he wants. We just need a bit of luck and after the past couple of years, surely no one would begrudge us that” said the Penrith businessman.

MCN British Superbike Championship
Points after Round 12 (24 races) of 13 (26)
1 Steve Hislop MonsterMob Ducati 416
2 Sean Emmett Virgin Mobile Yamaha 379
3 Michael Rutter Renegade Ducati 357.5
4 Shane Byrne Renegade Ducati 283.5
5 Steve Plater Virgin Mobile Yamaha 270
6 John Reynolds Rizla Suzuki 253.5

MB4U.com National Supersport Championship
Points after Round 13 of 14
1 Stuart Easton MonsterMob Ducati 244 (champion)
2 Scott Smart Norwood Honda 181
3 Michael Laverty Miller Honda 149
4 Pete Jennings MSS Kawasaki 113
5 Tom Tunstall Earnshaws Suzuki 104
6 Ben Wilson Dave Siedel Honda 100

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Mel Harris, Vice President of American Suzuki’s Motorcycle Division, said that 18-year-old Texan Ben Spies, formerly of Attack Suzuki, would join Mat Mladin and Aaron Yates on Team Blimpie Yoshimura Suzuki in 2003. Harris made the announcement on stage Monday night at Bally’s Hotel & Casino Event Center in Las Vegas, Nevada during the welcome dinner and new model introduction portion of the Suzuki Dealer Show titled “Fast Forward 2003.”

Harris made the statement, “We’ll have a new team member, Ben Spies, next year,” to 2002 AMA Supersport Champion Yates. Yates had ridden the 2003-model GSX-R1000 onto the stage.

Also during the impressive opening ceremony, Rick Suzuki, President of American Suzuki, told the gathering of over 2000 Suzuki dealers and select industry media that American Suzuki had outpaced the growth of the motorcycle industry. American Suzuki’s motorcycle sales for 2002 increased 16% (117,943 units in 2001 versus 137,367 units in 2002) resulting in the company’s 11th straight year of growth.

Suzuki also said that the Suzuki Automobile division is the fastest growing automotive brand in America.

Later, Harris returned to say that American Suzuki’s ATV sales went up 167% in 2002 and the company’s market share increased from 5.7% to 9%. Harris also said Suzuki had a 32.2% share of the American sportbike market and a 33.9% share of the dual-sport market.

In a presentation on American Suzuki’s new marketing campaign, American Suzuki executive Kerry Graeber talked about increased exposure on major networks like ESPN and announced that American Suzuki had made a multi-year deal to be the title sponsor for the 2003 Heisman Trophy Award, an annual award presented to the top college footbal player. Suzuki will also advertise during ESPN’s Sunday night NFL football games, on ESPN’s national radio network and with print ads in ESPN magazine. Graeber also said that American Suzuki would continue with its win ad strategy in motorcycle print magazines.

Suzuki also introduced new-for-2003 models to the assembly, including the LT-Z250 (a 250cc, four-stroke, single-cylinder, entry-level sport ATV); the updated SV650 and SV650S (650cc V-Twin unfaired/half-faired sportbikes); the “most requested model,” the new SV1000 and SV1000S (996cc, V-Twin, unfaired/half-faired sportbikes); the heavily-revised GSX-R1000; and two new scooters – the Burgman 400 and Burgman 650, which feature automatic and semi-automatic transmissions. (Burgman roughly translates to Cityman in German, according to Harris.)

The Burgman, presumably meant to be a show stopper, was ridden on stage by Matt LeBlanc, star of the television show “Friends.” Harris asked LeBlanc what he thought of the Burgman. “This is great!” exclaimed LeBlanc, a self-professed Suzuki guy. “What the hell is it?”

Coming straight from the Emmy’s television awards show held in Los Angeles Sunday night, LeBlanc was a big part of American Suzuki’s opening ceremony, riding several of the new models onto the stage and exchanging scripted banter with Harris.

Harris really got into the Las Vegas spirit during the program, starring in one video production where he is eating and drinking sponsors’ products, like SoBe soft drinks, while watching a string of actual Suzuki television commercials. In the video, Harris went into a sort of dream squence where he fondly remembered the 1970s, particularly the disco era. Seconds later, Harris danced out on stage wearing a white, “Saturday Night Fever” suit while the Bee Gee’s “Stayin’ Alive” played over the speakers and Las Vegas show girls danced around him. Harris was then joined by a little person wearing a similar disco suit. Spoofing on the Austin Powers series of movies, Harris refered to the little person as “Mini-Mel.”

The opening ceremony closed with a Ricky Martin impersonator and show girls from the Las Vegas production American Superstars, performing a song and dance to “Livin’ La Vida Loca.”

The American Suzuki dealer show continues through Wednesday, September 25 with business seminars and demo rides on the Burgman scooters for Suzuki dealers and their employees. Tuesday night’s Dealer Award show will be hosted by comedian Jay Leno.

From a press release issued by HyperClub:

Just a quick reminder that our next Track Day at Willow will be at the BIG TRACK, Monday, September 30th. We will have Aaron Yates and another special guest.

Gates open at 7:30 a.m. and you should expect to be on the track at 9:00 a.m. $175.00 pre-registration. We expect ideal conditions.

Lunch is included! See you there.

Call 818-988-8860 or FAX entry forms to 818-988-8834.

From a press release issued by Tom Hicks, Owner and President of Southern California Triumph:

We are proud to announce the opening of MotoExotics, Los Angeles and Orange County’s only authorized Benelli Dealer. We also offer MZ motorcycles.

MotoExotics is located next to Southern California Triumph, in Brea, California. Being an exclusive Triumph Dealer made adding another line to Southern California Triumph unacceptable, so a 3500-square-foot addition was made and MotoExotics was created. The separation of the two Dealerships shows our individual commitment to each marque. MotoExotics offers a wide selection of Benelli and MZ Motorcycles, Parts and Accessories with factory trained technicians working in a fully equipped service department.

Attention to detail, exceptional customer service and outstanding product selection are some of the ideals that enabled Southern California Triumph to become the Number One Triumph dealer in the U.S and be awarded as one of the TOP 100 dealers in the U.S. by Dealernews Magazine.

These same successful philosophies are the heart and soul of MotoExotics.

The Grand Opening event for MotoExotics is on Saturday, November 9th, 2002. There will be demo rides, vendors, food, music, door prizes and displays! MotoExotics is located at 515-A West Lambert Rd, Brea, CA. 92821, phone (714) 256-6705, FAX (714) 256-6709, www.motoexotics.com

From a press release issued by Clinica Mobile:

Clinica Mobile & ebay

Clinica Mobile and ebay have formed an association to offer one of Loris Capirossi’s helmets for auction. The specialised medical organisation, which looks after the riders of the motorcycling world championships and is headed by the world-famous Dr.Costa, has teamed up with the equally famous “on-line marketplace”, ebay, to help raise funds towards the running costs of the Clinic.

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The helmet was very kindly donated for auction by Loris Capirossi after taking provisional pole position in Barcelona on June 15th 2001 and is autographed and dated.

Loris Capirossi has won World Championships in the 125GP and 250GP Championships and enjoyed victories in 500GP. In 2003 he joins the exciting new Ducati MotoGP team to partner Troy Bayliss aboard the Ducati Desmosedici.

The Clinica Mobile has developed into an incredibly efficient, highly professional and talented medical back-up team for the competitors of the motorcycle world championships. Ingeniously built into two articulated trucks, the clinics attend every race by dedicating one clinic to the Grand Prix and one to the World Superbike Championships. As the competition travels from country to country, the Clinica Mobile maintains a constant vigil over the competitors.

The ebay auction can be viewed at: http://members.ebay.it/aboutme/clinica_mobile/

From a press release issued by series organizers: LAWSON WINS WORLD SUPERKART CHALLENGE

Photo by Jeff Deskins/www.shiftsport.com

Yamaha driver sweeps heat and final at Laguna Seca

For Immediate Release – September 23, 2002

SALINAS, CA – Eddie Lawson proved that he was most definitely the man to beat at this year’s World Superkart Challenge at Laguna Seca as he scored a decisive Formula E victory in Sunday’s main event. With a strong field of both national and international competitors in the paddock, this annual event is fast becoming one of the most prestigious races on the world’s Superkart calendar and it was one that Lawson has been focused on winning all year. Armed with monster Yamaha power and his new P1 chassis, Lawson took to the top step of the podium after a dominating victory over Californian Tom Woods and Australian Brian Stockman. It was the debut 250cc run for Woods and his performance turned many heads.

Ignition problems in Friday qualifying put Lawson behind the eight ball from the get-go but a focused effort by his crew gave him the car he needed to storm from 27th in the heat race to a last-lap win over an impressive Woods. Lawson got by the young driver on the inside of Turn #5 to complete his drive to the front, securing the pole position for the main event in the process. To follow-up this performance, a lap of 1:24.5 in the Sunday morning warm-up set the paddock abuzz as it was quick enough to outpace many of the American Le Mans Series entries that were the headline show at Laguna, including the entire GT field, all but one of the GTS cars (including both Corvette C5-R) and even one of the ultra-quick LMP675 machines.

At the start of the 30-minute final, Woods grabbed the holeshot from his outside front row starting position to lead into the first turn although by the end of the opening lap, Lawson had already assumed a lead that he would extend to over 15 seconds by the checkered flag. Woods and Stockman enjoyed similar cushions over their closest rivals as they drove to well-deserved podium positions.

The best race of the day was for fourth position and included a quartet of drivers that fought valiantly for the entire race distance. At the checker, Canadian Riley Will capped a tough weekend to take the position ahead of Wayne Rainey, Robert McMillan and Russ Warr. The Texan McMillan made an exciting charge from 15th after trouble in the heat race but began running out of fuel over the last two laps and as a result, he was unable to defend the determined attack of Rainey, who made a daring pass for fifth on the final circuit. McMillan ended up in sixth with Warr taking a satisfying seventh. Ryan Kurpiewski took eighth while Don Bootes and John Green rounded out the top ten.

In Victory Circle, Lawson was presented with a new perpetual award for the World Superkart Challenge – the Wayne Rainey Trophy. It was an emotional time for those involved with Laguna Seca and the World Superkart Challenge as Lawson and Rainey are the best of friends and hold a special place in the hearts of everyone at the track. For all those in this sport, there could have been no better winner.

WORLD SUPERKART CHALLENGE
MAZDA RACEWAY AT LAGUNA SECA
SEPTEMBER 20-22, 2002

FINAL – FORMULA E
1. Eddie Lawson (USA), P1 chassis, Yamaha TZ250
2. Tom Woods (USA), P1, Yamaha TZ250
3. Brian Stockman (AUS), Stockman, Honda RS250
4. Riley Will (CAN), PVP, Rotax 256
5. Wayne Rainey (USA), P1, Yamaha TZ250

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

2002 AMA Superbike Champion and future MotoGP World Championship racer Nicky Hayden is scheduled to appear on Fox Sports’ The Best Damn Sports Show Period on Wednesday, September 25, the 21-year-old Kentuckian said Monday.

The Best Damn Sports Show Period consists of former professional athletes John Salley, John Kruk and Michael Irvin discussing the day’s top sports stories “in an opinionated and humorous way” with actor Tom Arnold and show host Chris Rose, according to the show’s website http://foxsports.lycos.com/content/view?contentld=242416.

The Best Damn Sports Show Period invites only the top named athletes in sports to be on the show and few racers have appeared as guests.

The two-hour-long show airs on Fox Sports Net at 8:00 p.m. local time with a repeat later each night. Check your local listings.

This just in, via e-mail:

Dear Editor,

I read something over at another industry website (RacerXill.com) about how AMA employees Andy Leisner, Scott Hollingsworth and who knows who else partook in a West Side Boys/Michele Rossi (AMA Financial Analyst) produced event. Essentially it was a go kart event of some sort.

While I absolutely agree and think everyone should go out and do fun things for their own benefit, I find it aggravating to read on the Internet that AMA staff was reportedly out doing this instead of spending every waking minute to finalize the Superbike rules and a schedule for 2003.

Until that is sorted out and teams, riders and mechanics are not being left high and dry about what they are going to do next year, I don’t want to read anything about Pro Racing executives going out and goofing off. The event was sponsored in part by AMA Pro Racing. They must have been able to pay for that with all the fines they handed out to riders this year for breaking rules that AREN’T even in their own rulebook.

While Andy, Scott and Michele were out having a good ole time, mechanics, teams and riders everywhere are sitting on their thumbs and waiting incredibly patiently to hear about next year, frustrated with the indecision and inability to get anything done in the way of the AMA making up their minds about the rules.

Again I say, I’m all for having fun and doing social things but given the current state of the “unknown” in the AMA Superbike series, I don’t care to hear about any AMA Pro Racing Staff that is a part of the rule decision making process, being out and having a good time. All I want to read about in the press right now is that they have a plan, new rules and schedule for 2003 that everyone is happy with.

Curiously, the 30 day comment period from the meeting on rules at VIR is well over with and there’s not a peep out of AMA HQ about anything. Does the AMA have ANY idea how many people are living a life of “unknown” right now regarding their jobs because of this?

Sincerely,

Dorina Clarke, 2002 AMA Superbike Media Manager – and a person who truly and adamantly cares about the future of the Superbike series and its teams and riders

Copyright 2002, Roadracing World Publishing, Inc.

By Glenn LeSanto

Suzuki GSX-R1000

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It’s only two years since the bike was launched and yet already Suzuki engineers are giving the bike an extensive revamp. Suzuki press materials say the engineers have updated the GSX-R with ‘more power, less weight, and all-new frame, and an exciting, aggressive aerodynamic look.’

The stacked headlight front end might not strike everyone as ‘exciting and aggressive.’ It’s got more than a hint of the Hayabusa about that new front end and for some that’s a bad thing.

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Suzuki engineers haven’t done a lot of work to the motor, they didn’t really need to as these things are already missiles. New ventilation holes between adjacent cylinders help to equalize pressure underneath the pistons. The system allows air that’s been pushed down by the descending pistons to escape to the adjacent cylinder where the piston is rising and pressure is dropping. Suzuki’s changes make the route that this air has to travel to do its equalisation job shorter. Keeping the pressure level like this in the engine stops all manner of bad stuff going on down in the engine’s basement. The system, says Suzuki, reduces crankcase pressure and the associated mechanical power loss. Up top, to simplify design and save 50gms, external oil lines to the cam chain tensioner have been replaced by internal oil passageways.

The styling changes aren’t just about looks, not least according to the Suzuki men. They reckon that the changes allowed them to move the inlets for the ram-air system nearer to the middle and front of the bike. This is the point of highest air pressure and the ideal place to gather oxygen-rich air to stuff into the 10.2 litre airbox. Slots have been added at the base of the velocity stacks inside the airbox reduce intake pulses, this smoothes mid-range power delivery.

The all-new frame is also part of the styling changes; it’s painted black, which the press men say ‘goes along with its unique profile.’ The fairing nose, according to Suzuki, is shaped like that to maximise wind protection both on and off the track. Other slight ergonomic changes include narrowing the fuel tank near the saddle to air rider comfort, and coincidentally, making it easier for a racer to tuck in.

Suzuki engineers have been busy with the electronics at the heart of the GSX-R. They’ve upgraded the ECM (Electronic Control Module), it’s gone from 16 bits to 32 bits, which means it can process information much faster. The little box also holds onto more data while it’s working, going up to 256k in ROM (read only memory) from 96k on the old model. Basically all this thinking power helps the ECM keep things clean. It can work stuff out faster and make quicker and more accurate adjustments to the injection and ignition to ensure fuel gets burned efficiently and completely. The electronic brain speed gain also leads to better throttle response because the ECM can work harder and faster to respond to rider input and mix up the air and fuel exactly right.

An upgraded engine speed signal generator has 22 poles instead of the old model’s 8. This is designed to keep the ECM supplied with more information on the precise engine speed. The ECM has 8 injector control maps on board, two for each cylinder. The system’s light load maps calculate fuel injection volume using engine rpm and intake pressure, while the system’s heavy-load maps use engine rpm and throttle opening. The ECM calculates ignition timing using throttle position and engine rpm. In keeping with the obsession for weight loss in this class, the ECM is 5mm shorter and 15grams lighter than the 2002 model’s ECM.

Interestingly, the old four-throttle-body set up has been set aside in favor of two double-barrel bodies. Bore size and internal shape remains the same, tapering from 50mm at the airbox side to 42mm at the intake manifold. The new one-for-two assembly saves weight and is simpler. The single injector per cylinder system is the latest version of the SDTV (Suzuki Dual Throttle Valve) system previously fitted. This dual butterfly valve system ensures the bike responds more like a carburetted bike at low speed, and yet has all the performance and efficiency enhancements of injection.

The rider controls the primary throttle valve with the twist grip. The timing of the secondary throttle butterfly valve is controlled by the ECM. It senses what opening the secondary butterfly valve needs depending on data it’s receiving about the position of the first butterfly valve and engine speed. It then progressively opens or closes the secondary valve to optimize intake velocity.

Suzuki’s answer to the EXUP valve, they call it SET (Suzuki Exhaust Timing) is also handled by the ECM. The butterfly valve located in the pipe between the collector and the silencer is worked by the ECM via a servo motor. The SET valve matches exhaust system back pressure to engine speed, throttle position and gear selection. The valve closes to increase pressure, torque and throttle response at lower rpm. Then the valve progressively opens to reduce back pressure and improve mid range response and high rpm power.

Suzuki claim SET gives a 7% boost in torque and a 17% reduction in emissions at around 3000 rpm. SET also reduces exhaust noise at running speeds typically found in city traffic.

Suzuki engineers have gone to town with the exhaust system throwing out the stainless steel and building the entire exhaust system from titanium. Out with the stainless steel went 600 more grams of weight. But yet the end can uses a titanium core pipe with an aluminum-alloy outside cover, saving 300gms over all titanium construction.

The end can is bigger this year, 100mm longer and 10mm larger in outside diameter. Suzuki claims the resultant increase in internal volume improves flow and aids power production without adding noise. Fresh air is squirted into the exhaust to light up those unburned hydrocarbons by Suzuki’s PAIR (Pulsed secondary AIR) system. Europe models carry a catalyst in the silencer can and meet Euro 2 emission regulations easily.

Suzuki engineers have cleaned up the chassis, making it, yes you’ve guessed it – lighter and simpler. The rear subframe is all-new but frame geometry is unchanged. Cast steering head and swingarm pivot-plate sections are still used, but the main frame spar on each side is now made of an extrusion with internal reinforcing ribs. These divide the spars into three internal compartments, this Suzuki engineers say has helped them precisely adjust the frames rigidity based on data received from their GSV-R MotoGP bike. They’ve also made the tailsection mounts on the swingarm pivot-plates less likely to break in a minor racetrack tumble.

A business-like swingarm uses extruded main arms welded between the extruded pivot tube and link front sections and the axle mount ends. The black-painted item is braced with a substantial cross-member.

Suzuki designers opted for radial style front brake mounting on the latest GSX-R1000. Radial-mount callipers attach with the mounting bolts positioned aligned to the center line of the calliper, instead of using transverse mountings. They are more rigid, with less flex in the mounts and in the calliper body itself. This means harder braking and more control. It looks good, too! Suzuki engineers have gained so much braking power they’ve actually shed 20mm off the front disc size to aid response at turn-in. 300mm (11.8inch) discs replace the old 320mm (12.6inch) rotors. This says goodbye to another 300grams. There’s no change at the rear brake.

Front suspension is inverted forks with 43mm tubes coated with Diamond Like Carbon (DLC) and are, of course, fully adjustable. The piggyback reservoir rear shock is also adjustable for everything.

The new instrument cluster has LED turn signal, high beam, neutral and low fuel indicator lights into the face of an analogue tachometer. Speed readout is by LCD display, as are odometer, trip, clock and water temperature. Suzuki designers have clustered essential information closer together on the display, meaning the rider’s eye needs less movement to gain more information.

An LED taillight is fitted, this is more compact, and simpler than a conventional bulb and is also brighter. New turn signals are also simpler and more compact.

Specifications

Engine
Type: Liquid-cooled 4-stroke, 4 cylinder, inline, DOHC, 4 valves per cylinder.
Bore X Stroke: 73 x 59
Capacity: 988cc
Compression ratio: 12.0:1
Carburetion: Fuel injection, 2 x dual 42mm throttle bodies
Oil capacity: 3.6L
Lubrication system: Wet sump
Ignition: Digital electronic
Starter: Electric
Transmission: 6 speed
Primary drive ratio: 1.553
Final drive ratio: 2.470

Frame type: Aluminum-alloy beam
Rake/Trail: 24 degrees / 96mm (3.8inches)
Suspension
Front: Inverted Telescopic forks, 43mm tubes
Rear: Swingarm, progressive linkage, oil damped single shock,
All fully adjustable for rebound and compression damping and spring preload
Brakes
Front: Radial mount 4-piston callipers, 300mm dual discs
Rear: 2-piston calliper, 220mm disc
Wheels
Front: 3.50×17 inches, cast aluminium-alloy
Rear: 6.00×17 inches, cast aluminium-alloy
Tyres
Front: 120/70ZR17
Rear: 190/50ZR17
Fuel tank: 18L
Overall length: 2,045mm (80.5inches)
Overall width: 712mm (28.1inches)
Overall height: 1,135mm (44.7inches)
Wheelbase: 1410mm (55.5inches)
Ground clearance: 130mm (5.1inches)
Seat height: 830mm (32.3inches)
Dry weight: 168kg (370lb)
Colours:
Pearl Suzuki Deep Blue / Glass Splash White;
Metallic Sonic Silver;
Candy Burning Copper / Solid Black



Suzuki SV1000

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SV1000

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Suzuki 996cc V-Twin engine is back again, this time in two incarnations, a naked version, the SV1000, and a half-faired number, the SV1000S.

The pair are a logical addition to the stable, adding to the longer established but smaller capacity SV650 range. To make the match more precise Suzuki engineers also revamped the SV650 and SV650S to bring them inline with the styling of the new SV1000 range.

The SV1000S version has an aggressive half-fairing up front that has more than a shade of Fazer about it, especially around the dual fox-eye headlights. Meanwhile the clocks have got a Raptoresque triangular surround. Overall the bike looks good, smart and aggressive. The standard version is very much like the standard SV650. Up front there’s a big round headlight and no sissy plastic except for the micro-sidepanels and seat cowl.

The SV has an all-new new chassis, and this goes across the SV range, as the 650s have also got a new set of metalwork. The big 996cc V-Twin is a good engine but it needs a hefty bit of scaffolding to hold it in check. Suzuki opted for an aluminum-alloy truss frame with four major components: A cast steering head section, with a matching swingarm pivot aft. These are joined together by two truss sections, one on each side. This combination isn’t revolutionary but Suzuki engineers say their application of it is.

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SV650S

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Each of those main frame sections is made as a single precision die casting using a new high-vacuum-mold process that eliminates bubbles, air pockets and porosity in large castings. Suzuki enginers say doing this instead of making the large sections from lots of small pieces enhances consistency. The chassis produces a wheelbase of 1435mm (56.5 inches) and seat height of 810mm, (31.9 inches).

Rear wheel suspension is by a single shock with a piggyback reservoir. The swingarm is made from cast pivot sections and extruded arms attaching to the shock by a progressive link. Spring preload, rebound and compression damping are adjustable. Rear wheel travel is 130mm (5.12 inches).

Up front there’s a pair of conventional right-way-up forks with plenty-thick 46mm stanchions. The forks are adjustable for preload, rebound damping and compression damping and deliver 120mm, (4.72 inches) of travel. Both models use a 3.50 x 17-inch front wheel and a 5.50 x 17-inch rear wheel. Front stopping power is provided by a pair of 310mm, (12.2-inch) rotors being bitten by a pair of four-piston front calipers. Rear braking is by a single dual-piston rear caliper and a 220mm, (8.7inch) rear disc. To save weight and no doubt cost, Suzuki engineers dispensed with the torque arm and hold the rear caliper in place with a swingarm mounted stopper.

All this is wrapped around Suzuki’s big-bore short-stroke 90 degree V-Twin mill. The 98mm x 66mm engine produce plenty of torque and power and, especially in the naked version, this’ll be a physical bike to ride hard, even though it only tips the scales at 185kgs dry. The four valve per cylinder engine uses chrome-moly-steel connecting rods, plain main bearings and a short, rigid crankshaft. Forged Aluminum-alloy pistons have cut-away sides and short wrist-pins and an L-shaped upper compression sealing ring to improve sealing. The bores are coated with Suzuki’s race-proven nickel-phosphorus-silicon-carbide coating, known as SCEM (Suzuki Composite Electrochemical Material).

This mechanical beauty breathes in through a pair of 36mm intake valves and back out using 33mm exhaust valves. Included valve angle has been kept at a narrow 29 degrees, using an angle of 14 degrees for the intake and 15 for the exhaust. Compression ratio is 11.3:1. The pair of double overhead cams are spun at half engine speed, with the reduction being obtained by looping the chain around a small crankshaft sprocket and over large cam sprockets. A short chain runs between an intermediate shaft gear-driven off the crankshaft and a small idler positioned underneath and between the cams. Because the speed reduction is handled at the intermediate shaft, the cam drive gears can be smaller in diameter helping to reduce overall cylinder height. The exhaust valve is positioned 10mm lower than the intake to further cut down overall engine size.

Like on many modern sports motorcycles, the Suzuki’s gearbox shafts are stacked vertically, and not one in front of another. This shortens the length of the gearbox, meaning smaller engine dimensions but also allowing chassis engineers more scope for working out the overall geometry. The transmission features a back-torque-limiter of the type used in racing. The system relieves pressure on the clutch plates during downshifting to avoid rear wheel hopping and correspondingly increases the pressure on the 149mm diameter plates during acceleration. This allowed Suzuki enginers to use lighter clutch springs adding to rider comfort and shaving off engine weight.

The clutch cover also houses a large-volume crankcase breather system that separates oil from pressurised air that’s on its way back to the engine via the airbox.

The motor breathes in without the aid of ram-air into a large 9-liter airbox housed under the front of the petrol tank. Fuel and air are mixed up and pushed into the engine using the latest version of Suzuki’s Dual Throttle Valve system. Well tried on the GSX-R models, this gives a smoother throttle response, especially in the on-off throttle scenario where many other injected bikes perform poorly.

Everything is controlled by a 32 bit Electronic Control Module, or ECM. The rider controls the primary throttle valve with the twist grip. The timing of the secondary throttle butterfly valve is controlled by the ECM. It senses what opening the secondary butterfly valve needs depending on data it’s receiving about the position of the first butterfly valve and engine speed. It then progressively opens or closes the secondary valve to optimize intake velocity. Measured at the intake manifold, the throttle body is 52mm in diameter.

The ECM also looks after the injector and ignition timing. It receives data about engine rpm, throttle position and, in European models, the oxygen content of the exhaust. All European models are fitted with an exhaust catalyst and meet Euro 2 emission standards. To further reduce emissions, the SV has Suzuki Pulsed-secondary AIR injection (PAIR) system. This injects clean air from the airbox into the exhaust ports to ignite unburned hydrocarbons.

Both models have standard equipment such under-seat storage large enough for a U-Lock, luggage tie down points, LCD speedo and digital clock and LED rear lights.

Specification

Engine
Type: Liquid-cooled 4-stroke, 2 cylinder, 90 degree V-Twin, DOHC, 4 valves per cylinder.
Bore X Stroke: 98 x 66
Capacity: 996cc
Compression ratio: 11.3:1
Carburetion: Fuel injection, two x 52mm throttle bodies
Oil capacity: 3.3L
Lubrication system: Wet sump
Ignition: Digital electronic
Starter: Electric
Transmission: 6 speed
Primary drive ratio: 1.838
Final drive ratio: 2.352

Frame type: Aluminum-alloy beam
Rake/Trail: 24.5 degrees / 99mm (3.9inches)
Suspension
Front: RWU Telescopic, 46mm tubes
Rear: Swingarm, progressive linkage, single shock,
All fully adjustable for rebound and compression damping and spring preload
Brakes
Front: 4-piston calipers, 310mm dual discs
Rear: 2-piston caliper, 220mm disc
Wheels
Front: 3.50×17 inches, cast aluminum-alloy
Rear: 5.50×17 inches, cast aluminum-alloy
Tyres
Front: 120/70ZR17
Rear: 180/55ZR17
Fuel tank: 17L
Overall length: 2130mm (83.9 inches)
Overall width: SV1000S: 730mm (28.7 inches) SV1000: 790mm (31.1 inches)
Overall height: SV1000S: 1,170mm (46.1 inches) SV1000: 1,080mm (42.5 inches)
Wheelbase: 1435mm (56.5 inches)
Ground clearance: 140mm (5.5 inches)
Seat height: 810mm (31.9 inches)
Dry weight: SV1000S: 189kg (417lb) SV1000 185kg (408lb)
Colors:
SV1000S:
Metallic Sonic Silver, Candy Grand Blue or Candy Burning Copper
SV1000:
Metallic Sonic Silver, Candy Grand Blue or Pearl Novelty Black