Rematch of the Repli-Racers

REMATCH OF THE REPLI-RACERS

CW COMPARISON

SUZUKI GSX-R1100 vs. YAMAHA FZR1000

SOME HEAD-TO-HEAD CONTESTS ARE IMPOSSIBLE TO forget. Who could forget Ali vs. Frazier in the "Thrilla in Manila?" Or the memorable NCAA and NBA battles between Magic Johnson and Larry Bird? And you surely remember our 1989 shootout between Suzuki's GSX-R1100 and Yamaha's FZR1000, two of the most-potent sportbikes ever made.

Both proved to be fabulous machines, but the Yamaha edged out the Suzuki for top honors. It was one of those rare motorcycles that made a better rider out of everyone who threw a leg over it.

But, that was last year. This year, things are different. The Yamaha is unchanged for 1990, but the Suzuki has undergone enough significant refinements to raise the question all over again: Which is the best of the take-noprisoners, Open-class sportbikes?

One of the first things we learned was that the ’90 FZR’s front fork did not perform as well as the ’89’s, even though Yamaha claims the two are identical. The difference is fairly simple, in that the newer fork has inadequate rebound damping. But, as was the case last year, the fork has no damping adjustments, so the problem can’t be dialed out. This was not debilitating on the street, where the front suspension provided a compliant, controlled ride that felt as good as last year's. But on the racetrack, particularly in less-than-smooth, high-speed corners, the fork tended to rebound too quickly after hitting a bump and unweight the front tire, often allowing it to skip across the pavement. Yamaha had no explanation for the differences in the performance of last year’s fork and this year's.

In all other situations, the FZR retains its predictable and impeccable handling. Once it settles into a corner, it feels as if nothing could possibly disturb it. That’s particularly comforting on unfamiliar roads and choppy pavement, where you don’t know what to expect next. The bike will change lines easily in mid-turn without feeling the

least bit twitchy or unstable. Its sticky Pirelli radial tires contribute to the feeling that the bike is riding on rails.

On the Suzuki, many of its new-for-’90 changes center around the rear suspension. Last year’s GSX-R never seemed to figure out bumpy corners, causing the rear to pogo and squirm and often feel a little twitchy. This year’s bike has a new shock that uses a softer spring, increased damping rates, and adjustments for both rebound and compression damping, along with a 1,3-inch-longer swingarm. Altogether, these changes have brought the rear end under control and made the GSX-R noticeably more stable in high-speed corners.

There has been a bit of suspension refinement at the front of the GSX-R, as well. The fork springs are a little stiffer, the range of compression-damping adjustments has been raised, and the range of rebound-damping adjustments has been lowered. The bike still wears Michelin A59X/M59X radial tires, but both are one size larger (a 1 30/60ZR 1 7 up front and a 1 80/55ZR 1 7 on the rear) than on last year’s bike.

These chassis changes have greatly improved the Suzuki’s handling. On bumpy roads in particular, the GSX-R is more stable and confidence-inspiring than the ’89 model was. But when it comes to making the back end feel firmly planted, the GSX-R’s rear suspension still doesn’t work quite as well as the FZR’s. The Suzuki’s biggest suspension advantage is that its fork and shock can be fully adjusted to suit a wide range of requirements, from the harsh demands of the racetrack to the tedium of droning down an interstate.

The GSX-R also steers with a lighter touch than does the FZR, a trait most apparent in low-speed turns. But the Suzuki prefers to be ridden aggressively, to be flicked from straight-up to full-lean in one quick movement, especially after the tires wear a little. This condition is not as pronounced as it was last year, because the front tire has a more-rounded profile. But the GSX-R still feels a little uncertain at moderate lean angles.

Otherwise, on the street, the tires provide great feel, good cornering traction and an amazingly smooth ride for sporting rubber. But while these tires are excellent street

equipment, riders looking for fast lap times at the trackand maybe even a few crazies who push extremely hard on the street—will find that the rear Michelin sometimes breaks loose when exiting corners under power.

Compared to the GSX-R, the Yamaha requires a moreforceful push on the handgrips to initiate a turn, but it responds almost as quickly and usually more precisely. Its steering provides just the right amount of resistance to inputs, giving the rider good feedback through the handlebars. It also provides a more-stable and secure ride than the GSX-R, and is more willing to change lines and adjust its lean angle in mid-corner.

In the engine department, both these 1990 models perform much as they did last year, simply because neither has been changed in any significant way. The Suzuki still utilizes an l 127cc, air-and-oil-cooled, inline-Four engine with a five-speed transmission. It’s a true monstermotor with a tremendous mid-range hit that catapults the bike forward any time the throttle is whacked open above 4500 rpm. And it continues to make impressive power all the way up to its l l ,500-rpm limit.

It doesn’t, however, make that power very subtly. It’s a raucous powerplant that produces a lot of intake roar and, at times, an annoying level of vibration. But it also boasts a

bravado few other production engines can match, one that gives it a distinct, don't-mess-with-me personality.

By contrast, the FZR’s engine, one of the most refined in the entire Open class, feels tame. Despite that, the 1003cc, liquid-cooled inline-Four isjust as strong as, if not stronger than, the Suzuki’s engine, but with its power spread over a wider range. Due in part to the variable exhaust tuning provided by its EXUP system, the Yamaha never really hits hard; it just builds power without a lot of

fanfare. There’s little vibration or excessive noise to indicate that the engine is making gobs of horsepower as the tach sweeps toward redline.

Motorcycles with this kind of performance need brakes to match, and both machines do indeed have tremendous stopping capabilities, although the GSX-R's brakes are not quite as proficient as the FZR’s. The Suzuki’s brakes had a more-consistent feel, but they wouldn’t stop the bike as quickly as the Yamaha’s would. The FZR’s front brakes had a soft feel in the first part of the lever travel, but they would bite with more authority after the rider exerted additional pressure on the lever.

The FZR also holds the edge in comfort, a crucial area for anyone not interested in racing. It has more room between seat and footpegs, and more room from seat to handlebar. You sit “in" the Yamaha as opposed to “on" the Suzuki, which is the most cramped of any Open-class motorcycle. The GSX-R's seating position forces riders to place more weight on their wrists than does the Yamaha’s, and its high footpegs severely kink even short-legged riders’ knees and ankles.

Nonetheless, the changes incorporated into the 1990 GSX-R 1 100 have made it an even-better motorcycle than its predecessors; and its prominence in winner’s circles at club roadraces around the country attest to the soundness of its package as a racebike. But in many ways, the elements that contribute to its track-worthiness also detract from its street-worthiness. It doesn't quite possess the overall balance that the Yamaha has in abundance.

Yep, no matter how you cut it, the FZR is one of the most-remarkable sportbikes ever made. It handles with grace, has one of the most-powerful yet civilized engines of all time, and is quite comfortable, given its mission. Last year, we were so impressed with the FZR that we said it was the cutting edge of sportbikes.

It still is.

Suzuki

GSX-R1100

$6999

Yamaha

FZR1000

$7949