關於GSV-R和Vermeulen的訪談

[yukikaze (而我總是在墮落(笑))]

之前弄到一本澳洲雜誌
裡面有AMA車手Alex Gobert到Valencia測試車輛的心得
這期試騎的是Kawasaki和Suzuki兩家
這期也同時訪問了Stoner Vermeulen和West三位澳洲車手
因為偏好Suzuki的車 所以只有把這個部分翻好
翻譯的內容（特別是車輛機械作動的部分）應該有不少錯誤
請不吝指正<(_ _)>

註：原文中兩個懸吊的型號是反過來的，應該是誤植，故已改正。

(原文刊載於Motor Cycle Australian News  Vol.57 No12 2007年12月號)









The Big Mover SUZUKI GSV-R

Suzuki was the biggest improver when MotoGP went to 800s. We turn off the
speed limiter and find out why it's so good

在MotoGP進入800cc的紀元後，SUZUKI是最佳進步獎得主。讓我們把限
速器關掉，來看看他們怎麼辦到的。

Test Alex Gobert


I'm panicking. I'm rolling out of pit lane and the speed limiter is making
the bike's engine cut in and out. I didn't expect it to be on and I didn't
really think of it either. Now I find myself going for my short session on
Suzuki's 800cc GSV-R MotoGP bike with the limiter on and I have no idea how
to turn it off.
我有點緊張...我現在正離開PIT區而車上的限速器正在限制引擎作動。
我沒有預期到它會作用，也從沒想過這件事。我正在進行這台Suzuki 800cc
賽車的短測試，而我卻不知道怎麼把車上的限速器給關掉...


I check out the buttons on the handlebars and there just too many. I don't
want to risk it and push something I'm not supposed to. I contemplate turning
around and embarrassing myself by rolling back to the pit box to ask the team
how I turn it off before something clicks.
我檢查了一下三角台上眾多的按鈕，我不想冒險去亂按我不知道的東西
，我一邊繞場一邊猜測，並且對於自己可能要回PIT區詢問怎麼切掉限速
器感到有點尷尬...


For some reason I decide to flick it up to a gear and, all of a sudden, it's
good to go. Phew. If I wasn't nervous enough before, that little fiasco
certainly got my heart racing. Imagine if I really couldn't turn it off.
為了某個原因我決定再進一檔，突然間這台車就開始正常運作了。呼...
如果我剛剛過度緊張而沒有辦法把限速器關掉，這下子臉可真是丟大了...


Suzuki's 2007 MotoGP campaign has been a good one. Since the GSV-R broke
cover at the end of last year, it has impressed everybody and proved itself
as one of the best 800cc machines from the very beginning. A solid run of top
testing times was backed up by Californian John Hopkins finishing fourth in
the season-opening race at the Losail Circuit in Qatar. His Australian
teammate, Chris Vermeulen, wasn't far behind in seventh.
Suzuki 2007年的MotoGP廠隊表現相當良好。從去年(2006)年底開始，
GSV-R的表現讓每個人印象深刻並證明它是一台相當優秀的800cc戰駒
。來自加州的John Hopkins在第一站卡達以第四名完賽，證明季初測
試的好成績並不是曇花一現。他的澳洲隊友Chris Vermeulen在這站也
以第七名完賽。


Hopkins then landed his first ever MotoGP podium just three races later in
China, before Vermeulen took his first MotoGP victory at Le Mans in France.
第四站中國上海站，Hopkins站上生涯第一次的頒獎台，而在下一場的
法國站，Vermeulen則取得了MotoGP的生涯首勝。


Those results further catapulted Suzuki forward as one of the best in the new
era of 800cc premier class racing and the pair would go on to take six more
podiums during the season with three a piece. Apart from Vermeulen's dream
win in France to join Casey Stoner as an Aussie grand prix winner this year,
the Rizla Suzuki team's highlight was the double podium finish at Misano in
Italy, bringing back memories of Suzuki's successful Lucky Strike days on the
500cc two-strokes.
在以800cc作為頂級賽事的新紀元裡，接下來的結果更說明了Suzuki大
幅的進步。Vermeulen在法國站夢幻般的勝利，讓他和Casey Stoner都
成為在本年度獲勝的澳洲車手，而在義大利站的Misano，兩位車手都站
上頒獎台更是該隊這季的巔峰，讓人回想起該廠在二行程500cc Lucky Strike
時代的美好時光。


Hopkins and Vermeulen fought hard for fourth position in the championship
throughout the year, with Hopkins getting the nod at the final race while
Macro Melandri snuck past Vermeulen to bump him to six in the final standings.
一整季兩位車手都在為積分榜第四名的位置奮鬥，Hopkins最後一站的表
現讓他如願以償，而Vermeulen則被Melandri超越，最終得到年度第六。


Vermeulen's highlights for the year included two great results for the Aussie
fans, as he finished second to Stoner at both Laguna Seca and Misano.
而Vermeulen在美國站和Misano站的比賽中，兩場都以獲得第二名，僅次
於Stoner完賽的表現，讓他成為澳洲車迷矚目的焦點。


To give a fair indication of just how well Rizla Suzuki went as a team this
year, it finished second in the team championship that was won by Ducati
Marlboro -just one point behind Repsol Honda and ahead of Fiat Yamaha among
others. "We have to be happy with our year, in context to where we came
from." said team manager Paul Denning.
從一個更公允的方式來看Rizla Suzuki在今年競賽上的表現，他們僅以
一分落後Repsol Honda，在隊伍積分表上擊敗了Fiat Yamaha和其他競爭
者而獲得年度第三。車隊經理Paul Denning說：”和以前的我們比起來
，我們必須對於今年的表現感到非常滿意。”


"We were the only manufacturer in GP not to suffer a mechanical breakdown in
any race, which is a massive step to Suzuki. We don't yet have a world
championship - winning bike because we didn't win it, but we have great
foundations to work off now."
"我們是唯一一個在今年各站都沒有發生機械故障退賽的製造商，這對
Suzuki來說是一大進步。雖然我們還沒能擁有一台贏得世界大賽冠軍的
戰駒，但現在我們有了很良好的工作基礎。”


The Suzuki was one of the bikes I looked forward most when travelling to
Valencia for the MotoGP tests. The boys have made it look easy for ride and
above that, it looks like one of the most comfortable of the lot.
前往MotoGP在Valencia測試的旅程中，Suzuki的戰駒是我最期待的車輛
之一，他們把這台車搞得很像很好騎，而且看起來也滿舒適的。


Once seated on the bike, it is very noticeable that you sit in it rather than
on top of it like the Kawasaki. Everything feels comfortable like I had
imagined, except Chris runs his front brake and clutch levers extremely low,
making it difficult for me to grab them with ease.
當坐上這台車的時候，不像Kawasaki的ZX-RR的感覺是騎在上面，這台車
的感覺比較像坐在車體裡。除了Chris前剎車和離合器的拉桿間距調得太
遠讓我很難控制外，這台車的一切就和我想像的一樣舒適。


After I work out how to get the speed limiter turned off, I blast onto the
track and slowly get used to the lever set-up. Also different on Vermeulen's
bike is the use of street-pattern gear shifting - one down, five up. All the
other GP bikes I rode were race shift, meaning I need to be especially
careful on the Suzuki that I don't shift the wrong way.
當我試出怎麼把限速器關掉之後，我緩慢的騎上賽道並開始習慣它的踏板
設定。不同於其它我試騎過的MotoGP賽車，Chris Vermeulen的踏板設定
是一下五上-和傳統街道車輛國際檔的方向相同，這意味著我得更加小心
才不會雷殘。


The first thing I notice is that the Suzuki's twin 320mm carbon disc and
radial-mounted brembo brakes pull up exceptionally well. They have the most
feel of any of the bikes I rode at the test. That braking is magnified by the
Suzuki's electronics package, which actually blips itself on downshifting and
has the best feel going into the turns of any of the MotoGP bikes by far.
我第一件注意到的事情是Suzuki的前剎車：這組320mm碳纖維碟盤和幅射式
卡鉗的組合是我在這次測試當中手感最好的。在降檔過程中，剎車的力道
被Suzuki的電子控制系統放大，和其它所有的MotoGP賽車相比，它也擁有
最好的入彎騎乘感。


"I don't blip the throttle at all on the downshifts, the electronics do all
that for us, but I do use a little bit of clutch just at the last minute into
the corner," says GP nice-guy Vermeulen. "I cover [the clutch] at least, just
in case the bike's skidding too much. You don't have to use it though but I
compensate with the clutch sometimes when I can't set it up for a particular
corner on entry."
Chris說：”我在降檔過程中不會完全使用油門補油，電子系統會幫我們完
成這個步驟。但我會在入彎的最後一刻稍稍使用離合器，以防止車輛滑動的
太過頭。你可以不用它啦，但我會視彎道情況來使用離合器輔助進彎。


I find the GSV-R great at pulling up for the turns, but it is one of the most
difficult to get to turn at my speed and the bike requires a lot of lean
angle to work at its best. That's why you see Hopper and Chris cranked over
so far at most tracks.
我發覺GSV-R很利於在彎道裡變換傾角，但這也是我過彎時的主要困難之一
。這台車在過彎時需要很大的傾角來讓整個動作更流暢，這就是你為什麼會
看到兩位車手總是在賽道上逼近極限過彎的原因。


"The strong point of the Suzuki is the corner entry. John and I have very
different set-ups but we are both very strong on corner entry." Chris
explains. "It seems very stable and we are able to run in very quickly and
that is good. It is good for passing because you can get underneath somebody
and you know the bike is going to grip well."
”Suzuki的優勢在於進入彎道，我和Hopkins有截然不同的設定，但我們在
進入彎道的時候都有很強的優勢。”Chris解釋著。”它的表現穩定，讓我
們可以快速進彎，因為你可以切進某個人的內側，你也知道這台車的抓地
力很ＯＫ，這對於巴過前車很有幫助。”


When I questioned Vermeulen on why the bike felt like it wanted to steer
straight for me, he puts it into words that make perfect sense: " I simply
wasn't leaning it over far enough to make the chassis or the Ohlins
suspension work at it optimum."
我問Vermeulen為什麼這台車感覺起來舵角總是直直的，他的回答完美地解
決了我的問題：”我只是不過度傾斜它，好讓歐老師和車體底盤在最好的狀
態下運作。”


Denning hopes the 2008 mode will work better without scraping an elbow on the
deck, helping them at places like Phillip Island where the lean angle isn't
very great on the sweeping corners. The Island is Suzuki's bogey track so far
it seems and I didn't lean the bike over enough to really sample its
excellent turning prowess.
Denning 希望08年的車能夠在不用磨手肘的情況下，在彎道上跑得更順暢，
這樣可以幫助他們克服澳洲站這類在髮夾彎上沒辦法做出太大傾角的賽道，
到目前為止Phillip Island這個賽道對Suzuki來說還是相當苦手的一站。


"I feel the bike is so rigid because we have got so much grip. When you're
using it to the limits of the grip, the bike begins to feel softer because it
has that extra bit of force in it," says Vermeulen. "It does tend to feel
stiff and want to run wide a lot compared to a Superbike, but you have to
ride it hard and put a lot of force into it in each corner to get it to
really work."
”我可以從我們獲取的大量抓地力感覺到這台車的剛性有多強。當你逼近抓
地力極限的時候，因為你再多施加一點點力在這台車上，它會感覺稍為柔軟
一點。”Vermeulen表示”跟Superbike的車相比，它的剛性更強，跑起來極
限也更大，但如果要真的讓它很會跑，那就得用力地操它。”


Vermeulen explains that his move to a MotoGP bike from Superbikes was a
massive step in terms of corner speed and so on, but his move to the 800cc
from last year's 990cc was another big step.
Vermeulen表示，從Superbike到MotoGP比賽是一大改變，而這年間賽制從990cc
改制成800cc則是另一場大改變。


"I spent a year on the 990 first and coming from the Superbike to that was a
huge step," he says. "For me, the biggest step [when switching to MotoGP] was
the front of the bike. The rigidity of the chassis, the tyres, suspension,
brakes, that whole combination was unreal compared to the Superbikes."
"當我從Superbike轉過來的時候，我的第一年是在990cc度過的。對我來說，
最大的不同可以說是整個車體前部的組合：車架的剛性、輪胎、避震器、剎
車，和Superbike相比，整個搭配起來就像做夢般的不真實。”


"Coming from the 990 to the 800 was almost like that step again. Our corner
speed was increased hugely and the only downside was that we lost speed on
the straight. They felt slow when we first started but now they are getting
more and more power again."
”從990改制成800則又是另一個大改變。我們在彎道上的速度大幅增加，唯
一退步的是在大直線上的速度：剛開始測試的時候，感覺起來就像龜爬一樣
，當然啦，現在感覺起來好多了。”


"I've never ridden a bike that handles and goes around a corner so well and
we are still complaining that they are not good enough." he adds, laughing.
It shows, as riding the Suzuki gives me confidence. It does everything I feel
I want to do on a MotoGP bike and I push harder on each corner entry and exit
each lap. The harder I ride the better it works, as is the case on most race
bikes."
他笑著補充：”我從來沒有騎過一台能夠把彎道掌握那麼好的車，當然，我
們還是繼續抱怨要求改進啦。”騎乘GSV-R給我足夠的自信心，在我進出彎道
的時候，它做到每一件我想在MotoGP戰駒上想做的事情。就和其它的競賽車
輛一樣，我越用力的操駕它，它就越會跑。


Chris explains where he believes the Suzuki can improve for 2008, saying,
"There are a couple of areas we need to improve for next year. The main one
is when we are on the edge of the tire, I feel like we can't put the power to
the ground controllably enough. That is an area we want to improve."
Chris也解釋他認為Suzuki在08年可以改進的地方：”明年我們有很多地方必
須改進。其中最主要的一項就是當我們逼近使用輪胎邊緣的時候，我們無法
完全掌控將輸出的力道傳達到地面。”


The engine's power is quite good and is very usable. Its sound out of the
Yoshimura exhaust pipe is a little bite sharper than all but the Ducati,
giving it a fast and potent sound when in the pits or on board.
引擎的輸出很讚。除了Ducati的車以外，吉村的排氣管讓這台車的排氣聲比其
他車聽起來都還要尖銳，不管在Pit區或是在場上，都給它一個快又強而有力的聲浪。


Giving the Suzuki a handful of gas unleashes a broad powerband that is easy
to use and transfer to the rear tyre nicely to give the rider maximum
feedback. All of these bikes feel devastatingly fast, so I ask Vermeulen what
the Suzuki needs to catch the Ducati in a straight line.
這些車騎起來都是要命的快，所以我問Vermeulen：這台車如果要在大直線
趕上Ducati，它還需要哪些改進？


"Not so much top-end power because if we can open the throttle earlier we
will be carrying more speed and therefore have the top speed of the Ducati,"
he says confidently. "It's a combination of engine character, electronics and
chassis set-up."
他自信地回答：”終端的馬力輸出並不是最重要的，我們需要的是更早開啟
油門的時機，這樣我們就可以獲得更多的速度。同樣地，也能獲得跟Ducati
相同的尾速。這攸關到引擎、車架和電子系統的通力合作。”


He also believes tyre grip is very important, and loves the Bridgestone
tyres. He knows it's crucial to have a tyre that suits and works well on the
Suzuki. "Working with Bridgestone is also going to be a big part of us
improving because the tyre is that last connection to the track so that is
very important," he explains.
他也相信輪胎抓地力的重要性，並且相當喜歡B牌輪胎。能夠有適合Suzuki運
作的輪胎具有決定性的作用。他解釋道：”因為輪胎是聯結賽道表面的最後
一道防線，和B牌輪胎的合作在我們未來的改進裡事關重大。”


The power comes on strong and the gearbox seems to be geared shorter than the
Kawasaki, although the wheelie control on the Suzuki works with great effect
and, like the Honda, this is equally the best bike to keep the front wheel
down.
車子的力道強勁，和Kawasaki相比齒輪箱接合的時間更短。和Honda類似，
Suzuki的前輪浮舉控制得很好，可以說是最好的一台。


"The worst gears it wheelies are first, second and third but after that it's
not going to wheelie too much. You might see sometimes a rider coming off a
corner and keep the bike lent over a little bit down the straight. It keeps
the bike loaded and stops it wheelying so much and that works really well,"
explains Vermeulen.
Vermeulen解釋："在一到三檔時前輪浮舉得很厲害，之後就稍微好了一點。
有時候你看見車手出彎到直線上的時候會lent over a little bit，這樣做
能有效的抑制前輪浮舉。"


I don't notice the electronics much on the corner exits, and Vermeulen says
it only really comes in when he has a slide or a moment somewhere. "I try to
ride the bike normally and not think of the electronics. We have some
electronics on the bike and the main one is traction control. Where it does
help is it catches big slides and makes it a little safer. It helps
consistency when the tyre life goes down more than anything. I prefer riding
without it. We are motorbike racers and supposed to be the best racers in the
world. I'd prefer it to be all taken off."
在出彎道的時候我並沒有注意到電子儀器的作用，Vermeulen說它僅僅只有
在某些時候才會作用。 "騎車的時候我試著當作沒電子控制儀器這回事。在
車上幾個電子儀器中最主要的是軌跡控制系統，它可以協助控制過度的滑移
並讓整個過程安全一點，而當輪胎表現衰退的時候，它則可以保持車輛表現
的穩定。我是傾向不使用啦，因為我們是車手，而且是世界上最好的一批，
我傾向把電子儀器全部移除。"


After my laps are finished, I feel complete. Although I have some cramps from
trying to fit into Vermeulen's lever position, the Suzuki didn't disappoint,
and I can see why they have been so competitive this year.
當我完成我的試騎時，我感到心滿意足。雖然在適應Vermeulen的踏板位置上
的問題搞得我有點抽筋，Suzuki並沒有讓我失望，而且我也明白他們今年這
麼具有競爭力的原因。


All I need now is more pace and lean angle and I might be able to really find
the strengths of this bike. In the meantime, I'll just continue to sit back
and let Chris show me himself.
我所需要的是更多的速度和更大的傾角，這樣我才能真正體會到這台車的力量
。至少現在，我還是坐著看Chris表演吧！





附錄 GSV-R 07年諸元

引擎：
引擎形式：液冷DOHC 氣動16汽門 V4
排氣量：799cc
壓縮比：高於14.1
點火系統：電子
供油系統：EFI，三菱ECU，每汽缸2燃油噴嘴，Mikuni油門蝴蝶閥

變速系統：
形式：六速變速
離合器：乾式多片滑動式離合器
傳動：鍊條

底盤和輪胎：
車架：鋁製雙樑
前傾角：23度
軸距：1450mm
懸吊：Ohlins
前懸吊：42mm TTX20氮化鈦塗層倒立式液壓前叉-壓縮組尼 回彈阻尼 預載可調形式。
後懸吊：TTX36 單槍-壓縮組尼 回彈阻尼 預載可調形式。
輪框：JB Power Magtan鍛造鎂輪框
前：3.50x16.5   後:6.25x16.5
輪胎：Bridgestone光頭胎
前：120/60R16.5 後：190/65R16.5
煞車系統：Brembo
前：雙320mm 碳纖維前碟 輻射對向四活塞卡鉗
後；220後碟 對向雙活塞卡鉗

車身細節：
重量：150 KG(乾燥重量)
油箱容量：21公升

性能：
馬力：超過164kW @17,500 rpm(約220hp)
極速：325 km/h (上海站)




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推 SDracula:大推!有詳細到~
→ SDracula:不過我有疑問是市售車跟GP軸距差那麼多@@為了直線穩定性?
推 yawi:chris身高多高呢？ 我在官網只有看到體重
→ yukikaze:我查到的資料是5'8  體重148磅
推 patwolf:推~
推 bboyblack:推"因為我們是車手，而且是世界上最好的一批，我傾向把
→ bboyblack:電子儀器全部移除。"
→ tricker13:短軸距尾速比較高 不知道跟這有沒有影響
推 wayne0411:短軸距有利於過彎，但是太短又會失去直線穩定性
推 JSFS:不過GP車過的彎速跟彎道半徑都比一般車的要大不少吧
→ JSFS:所以輪胎與車體設計達成的過彎能力可以搭配上長軸距?(亂猜)
推 tricker13:廠車軸距不是比較短嗎@@?
→ destructor:翻的很好~ 推~
推 tirple:他騎Motocross出身的，當然對於車輛控制有點心得，科科
→ SDracula:我剛上iBike看阿魯K8的軸距是1450mm,足足比廠車多了35mm
→ SDracula:說反了@@K7才是1415mm~~http://tinyurl.com/2a66sf
推 jetlin:把車上的限速器關掉...踹下車嗎?︿(￣︶￣)︿
推 u941812:有些地方翻得頗奇怪
※ 編輯: yukikaze        來自: 58.104.253.219       (01/10 20:33)
推 Wanttobe5F:推-----------------------------------------------推