Suzuki Day 2018, a "playground" day for every motorcycle enthusiast

Suzuki Day 2018 – Take one of the magnificent 4 brands from the Land of the Rising Sun, the house of Hamamatsu, take 4 top models from the two-wheel range, join us in the garage for assistance with mechanics and technicians from the parent company with maximum availability, a world champion who is an icon of the brand and still loved by its Italian and non-Italian fans (His Majesty Kevin Schwantz) and one of the two MotoGP riders (Italian, very fast, as much loved as it is discussed – Andrea Iannone), Pirelli compound tires well warmed by the thermos, a fantastic sunny day , beautiful girls, who give smiles, photos and gadgets to a cheering audience, mix all the ingredients, and voilà, here is Suzuki Day 2018, directly from the San Martino del Lago racetrack, Cremona.

At the press' disposal, Suzuki has kindly made two models of the naked segment available (GSX-S 750 and 1000) and three faired models, namely the GSX-S 1000F, the GSX-R 1000 both in the 2017 version and in the new 2018 color and the top model, GSX-R 1000R, in the replica MotoGP livery, which just takes your breath away just looking at it. Introduction, as motorcycles are already on the market and which we have already been able to test even recently, we will not go into the classic details of a complete test ride, but we will focus, for each motorcycle, on the sensations transmitted and the emotions experienced during this day on the track.

Like all motorbike enthusiasts, given the location, the first motorbike we would have liked to try could only be the GSX-R 1000R, and it is precisely from the renewed "superbike" that our "working" day begins. Obviously, being the first to try a bike like this on the track immediately makes you happy and gives you the idea of ​​being a rider straight away, but then you realize that it is the only GSX-R 1000R in the 2018 version in this new livery (while the others are examples of the GSX-R 1000R version 2017 and 2018), so to avoid inconvenience to the organizers and any possible novice figure, we enter the track very carefully and above all very determined not to get carried away immediately (or the wrist ). Obviously to make us all feel like even more pilots, the Suzuki technicians, in their exquisite kindness, prepare the bikes for each journalist, therefore customizing the footrests and above all the possibility of adjusting the gearbox in racing mode (reversed), or traditional.

We start with the queen, the 1000 GSX-R 2018R with blue replica color of the Suzuki MotoGP Team

First round with the beautiful 1000 GSX-R 2018R with blue replica color of the Suzuki MotoGP Team, in short, a motorbike that, right from the livery, transmits a racing spirit and pure adrenaline in quantity and, finally after the necessary bureaucratic steps, we enter the track . Off with the thermos, with Pirelli Diablo Supercorsa SC2 at temperature, take the bike off the stands, insert it first and off, the show begins. The ergonomics of the motorbike are surprising, obviously given how comfortable a super sports bike can be compared to its direct competitors (i.e. Aprilia/Ducati/Yahama), which guarantees a less extreme and more suitable posture for use of the motorbike both on the track and on the road , such as for example some exits towards mountain passes for some nice bends to file the soap bars and also the position of the handlebars (although not adjustable) does not appear to be extreme, i.e. too loaded forward, with possible early forearm fatigue. None of this on the GSX-R 1000R. We start at a very slow pace, with Traction Control set to level 4 out of 10 (I will then drop to 2 during the sessions), in search of the optimal trajectories, having said that the search for pace in San Martino does not appear to be extremely demanding, given the conformation of the circuit.

In fact, the Lombardy racetrack turns out to be an ideal place for the GSX-R 1000R, which, also thanks to a particularly drivable part of the circuit, manages to deliver its horsepower very well (202 HP for 203 kg). After entering the track, a fast bend does not represent a problem for the bike and, thanks to the confidence of the TC, we open the throttle calmly and immediately put our knee on the asphalt, with maximum confidence, also thanks to the Pirelli tires in mix, to then attach ourselves during braking to the Brembo calipers with 320 mm floating discs, for insertion into a double right which must be made by connecting the first curve with the second, in order to exit quickly and be "shot" to the next curve , a quick right. U-shaped curve to the left, always in complete tranquility and then, after a short straight and a full right-hand curve, we proceed towards another U-shaped curve, which leads into the straight for a good kilometre, and here with the Sunday rosary-style gears, we quickly get to sixth with the quick-shifter, in a crescendo of power and thrust (and after 7.000 rpm a burst of power comes in that puts a smile on your face under the helmet visor already at first round). The discovery of how fun, as well as effective, the downshift blipper is, i.e. the shift towards the low gears, occurs when we reach the braking point ("San Brembo" assists us from above) and in no time we are in second gear and off to the final part of the track, which presents a series of curves in sequence (left, right, left) to return to the short finish straight.

Sensations after the first lap? The smile under the helmet still hasn't gone away, the adrenaline slowly grows and that never-felt feeling of being a "real" rider. Jokes aside, this is a bike that makes everything incredibly easy, with which all the maneuvers were carried out in complete safety and with incredible margins to manage any errors. Over the course of the day we will increase the pace, shift after shift, getting a little closer to the limit, with an increase in driving fluidity. However, the "Gixxerona" never takes away from the rider that confidence, which allows him to progressively increase the pace, in a very natural way. Between one session and another we were surprised by the entire technical package supplied with the "Gixxer", components which, if compared individually with those of the competitors, probably do not stand out, but which, considered all together, make this motorbike a decidedly performing.

The driving fluidity is remarkable, thanks to robust power right from low revs and which progressively increases and which, from 7.000 rpm, pushes a lot. The precision of the quick shifter gearbox is commendable, never a flaw, but so are the suspensions of the 1000-R model, the Brembo T-Drive Brake system with 320 mm discs, which works optimally with the Suzuki Motion ABS system Track Anti-lock Brake System and allows strong and precise braking, while both the front fork (a Showa BFF – Balance Free Fork) and rear (Showa BFRC – Free Rear Cushion) glue the bike perfectly to the asphalt, allowing trajectories with surgical precision . The quick shifter is precise and rapid in shifting, as well as extremely fun and, if in the racing world the quick shifter is now a standard, the downshift blipper, with which to also manage downshifts, is not so widespread, so when you has a super sports car at its disposal that allows you to almost forget the use of your left hand (except for particular uses of the clutch and for starting from a standstill), well let us tell you that the fun increases exponentially, because you concentrate on aspects such as the point braking, giving the gear lever a few taps and, hey, that's it. Leaning down is super easy, thanks to a decidedly low weight (we reiterate its 203 kg for 202 hp) and the Showa suspensions.

From super sports cars to "all-rounder" sports cars, born for the road, but not bad on the track either!

After having had the privilege of starting the day on the "top" bike from the Hamamatsu company, switching to the GSX-S1000 could have led to a decisive drop in "libido", but just as we are doing a reset of what happened shortly before, let's start to get the hang of this maxi naked which, surprisingly, turns out to be a "big bike with a lot of horsepower", which makes itself felt on the long straights. Of course, moving from the top-of-the-line bike, built both for the road (not much, but still possible) and above all for the track, to a naked bike is not immediate. Both because inevitably some "accessories", such as the Showa BFF fork, the top-of-the-line Brembo braking system, the quick shifter, are not available, and because the ideal habitat of this bike remains walks with lots of bends to enjoy the view . But we are professionals and, as you will notice from the photos, naked or race replica, we try to extract as much as possible from the bike and pass it on to those who read us.

So if you're wondering how it went and, if you hadn't understood, the shift with the GSX-S 1000 flew by, between one bend and another, with absolute ease and lightness. It was obvious and, after a normal initial difficulty (for example going back to using the clutch a little) and adaptation to the lower precision in cornering compared to the R version, we enjoyed its handling and ease of driving, so getting off in the fold it is more complicated to write it than to do it. Of course, in the center of the curve it loses a lot of the excellent stability of the GSX-R, but it was quite obvious, however the throttle opens wide (always with the holy hand of the traction control) as if there were no tomorrow and the chestnut (which arrives ) makes itself felt, even considering that the bike is a naked one, so it is necessary to exert a fair amount of strength to hold on to the handlebars when the horsepower increases (150 for an engine which, let us remember, derives from the GSX-R 1000 K5 ). Although the components are therefore of a lower level than the top super sports bike, the GSX-S 1000 is worth trying and, if you want a nice naked bike, easy to drive (obviously if you are not a new driver) and which doesn't tire you when driving, then go for it. on the safe side with this model.

Same heart, but with the fairing and some details that help on the track: GSX-S 1000 F

Once off the maxi naked, here's the turn of the GSX-S1000 F. What can I say, without mincing words at first glance (obviously our personal opinion) it seems like a midshipman, pot-bellied and a bit clumsy, obviously looking at it next to the first two, with these high handlebars and the very comfortable saddle. We turned it on and off we went, thinking of taking home some quieter and slightly boring photos and, instead, having taken the right measures, we found ourselves daring more and more (always risking very little), with this "millona" following us and she let herself be roughed up, swaying her rear like an expert twerking dancer and therefore being decidedly funny. Furthermore, the mini windshield (essential for trips other than home-church-bar in the center of town) and the fairings allow you to be adequately protected from the air. We also add that the high handlebars allow you to ride with a decidedly comfortable posture, so in case of fatigue while touring, you either take a nice refreshing break, or are more relaxed in an upright position. So promoted? I would definitely say yes. Both in terms of performance (and driving on the track highlights an unexpected determination), and in terms of ease of driving (the recommendation for new drivers also applies in this case).

It ends with the legendary "seven-and-a-half", the last remaining of the 4 in-line cylinders of this size

The last bike that Suzuki allows us to test in San Martino del Lago is the smaller version (750) of the GSX-S, in the Yugen version and in matt black. It just so happens that it is identical (we didn't check the license plate to find out if it's exactly the same), which we recently tested on the road (here our article). The transition from a 1000 cc engine to a smaller displacement, especially on the track, is never easy, although this naked version is more manageable and streamlined than a supersport bike. However, compared to its older sister, it is undeniable that the lower horsepower endowment is definitely felt (114 versus 150), especially in the sprints and in the important straight of the San Martino del Lago circuit, suffering in particular from a weight/power ratio (1.87 against 1.4) definitely in favor of the premier class. Furthermore, the gearbox left a bit of a bad taste in our mouth, as we found it slow to engage gears during extreme driving on the track, compared to the models tested previously. Which is why, having got into a good rhythm, we found ourselves in difficulty and late compared to what we would have liked to do.

It seems completely the opposite of the outcome of the road test, where the 750 appeared to be even a better solution than its bigger sister, from some points of view, tasty and always at ease, with all the sportiness that allows you to make the experience of decidedly positive driving. We must therefore note that the GSX-S 750 must therefore be conceived as a road motorcycle, which can only be used on some occasions on the track, but with the obvious limitations and differences compared to vehicles created for this purpose. It is a motorbike that is highly appreciated, especially in daily urban/extra-urban use, for home-work trips or for going out at the weekend, even for those with little or no motorbike experience. An easy and manageable all-round sports car, which takes advantage of its advantages compared to the classic 600 naked, thanks to a larger displacement and the "electronics package", which allows sudden openings to be better managed, especially for those who do not have much experience and he gets carried away with slightly aggressive openings in the crease. Among other things, having exclusively tested motorbikes with track tyres, we cannot even give a definitive assessment of its use on the track, because everything could change with the standard tyres, decidedly less performing than the Pirelli Diablo Supercorsa SC2, which allowed us to have fun in absolute safety, but which must be supported by motorbikes calibrated for the purpose.

To close, our heartfelt and sincere congratulations to Suzuki, for having organized a beautiful day, not only bikes available, but also a lot of friendliness on the part of the technicians and mechanics, always ready to satisfy the motorcycling and management needs of a day on the track and excellent hospitality. We hope to see each other again in 2019, with an updated and perhaps even sharper "race replica", as well as the historical and current icons of Suzuki and, obviously, a huge enthusiastic public.

Edited by Fabrizio Rigano