It has been three decades and more than a million sold since the GSX-R line was born. A decade and a half since the first GSX-R1000 (K1) changed the open sportsbike class forever. Now, the 6th-generation GSX-R1000 is redefining the definition of “Superbike”. It embodies the life work and professional ambition of Suzuki engineers who are extremely passionate about the GSX-R brand and its place in motorcycle history. A team who love riding and racing, enthusiasts who were determined to restore the GSX-R1000 to its rightful place as top dog. Put simply -It is the most powerful, hardest-accelerating, cleanest-running GSX-R ever built.
The all-new, 999.8cm3 in-line four cylinder, DOHC, liquid-cooled engine, is the most powerful, hardest accelerating, cleanest running GSX-R engine ever built. Producing 148.6kW (202ps) @13,200rpm with 117.6Nm of torque @10,800rpm, the new engine surpases the competition. The design target was simple "Increase top end power without sacraficing low and mid range output" to acheive this Suzuki engineers had to employ advanced MotoGP derived technologies known as the Broad Power System.
Exploiting the higher engine speed and increasing the high-rpm power without affecting lower and mid-rpm power presented a challenge. The valve timing typically needed for higher peak power also reduces mid-range and lower-rpm power, and vice versa. The answer came from the proprietary, proven Suzuki Racing VVT (SR-VVT) System developed for Moto GP racing. Unlike complicated variable valve timing systems used by other manufactures, the SR-VVT is simpler, more compact, lighter and more positive. The centrifugally operated system is built into the intake cam sprocket and an adjacent guide plate, using 12 steel balls and slanted grooves to rotate the sprocket and retard the intake valve timing at a pre-set rpm, adding significantly to high-rpm power.
New, ride-by-wire downdraft throttle bodies are 19mm shorter, simpler, lighter and more compact than the previous model’s throttle bodies, with a larger bore (46mm versus 44mm). The new throttle bodies each have a single butterfly valve controlled by an advanced electronic engine management system, and each cylinder is fed by two ultra-fine-atomization 10-hole injectors. One injector is mounted at a steep angle in the throttle body itself and operates any time the engine is running. A second showerhead Injector―also known as a Top Feed Injector (TFI)―is mounted in the top of the airbox, directly over each throttle body velocity stack, and operates at higher rpm. The TFI showerhead injector delivers fuel in an optimised spray pattern designed to enhance combustion efficiency, throttle response and top-end power.
Using the S-DMS switch on the left handlebar, the rider can select three different mapping and engine power delivery settings designed to match power delivery to various ambient conditions, such as riding on different racetracks, or on tight and twisty roads, or in urban settings, or in traffic, or on straight and open highways. The rider can change the power mode while riding, as long as the throttle is closed. Note: Full engine power is available in all three modes.
The new GSX-R1000’s advanced electronic management system incorporates feedback from a Continental Inertial Measurement Unit (IMU) which tracks the motion and position of the motorcycle in 6-directions, along 3-axis, Pitch, Roll and Yaw. Monitoring these motorcycle motions in real time allows traction, braking and cornering control to be more precise and effective. The GSX-R1000’s IMU-based systems are a product of advanced engineering, developed in MotoGP competition.
Suzuki’s advanced Motion Track TCS (Traction Control System) allows the rider to select 10 different levels of traction control intervention, depending upon road or racetrack conditions as well as personal preference and experience level. The power mode and level of TCS intervention can be changed while riding, as long as the throttle is closed. The Motion Track TCS continuously monitors front and rear wheel speed, throttle position, crankshaft position, gear position and motorcycle motion, and quickly reduces engine power output when a loss of traction is detected or predicted. Power output is controlled by managing ignition timing and throttle valve position.
Both models are equipped with the new Motion Track Brake System, which works with the IMU (Inertial Measurement Unit). The IMU constantly monitors vehicle movement in 6-directions along 3-axes, Pitch, Roll and Yaw. Using IMU input, the Motion Track Brake System reduces rear-wheel lift during very hard braking on the racetrack, and is especially effective on downhill sections of track. On the GSX-R1000R model, the system also optimises brake pressure when the motorcycle is leaning
New Brembo stainless steel brake discs are 10 mm larger in diameter, measuring 320mm. Each disc features a new hybrid mounting system using a 50/50 combination of 5 conventional spring loaded floating pin mounts and 5 Brembo T-drive floating mounts. The Brembo T-drive floating mounts are lighter yet have more contact area between the disc and inner carrier, requiring fewer mounts (10) than conventional mounts alone (12), minimising the weight gain from the larger discs. But T-drive mounts can also produce an audible rattle in certain conditions. Conventional spring-loaded pin mounts are slightly heavier and produce a smaller contact area, but are quieter. Using a combination of T-drive and pin mounts reduces rattle as well as requiring fewer mounting points. The GSX-R1000’s Brembo radial-mount, monoblock front brake calipers each have four 32mm pistons and work with a radial-pump, 19mm master cylinder. The rear brake system uses a single-piston caliper and a 220mm disc. The end of the front brake lever is slotted to reduce the chance that wind pressure will induce brake drag at high speed.
The standard GSX-R1000 model’s Showa BPF (Big Piston Front) forks out-perform the suspension fitted to the standard models sold by competitors. The design eliminates the internal cartridge assembly used in conventional forks and instead uses a larger piston riding against the inside wall of the inner fork tube itself. The design responds well to small bumps with more effective compression damping, especially during hard braking on the racetrack. BPF forks feature adjustable rebound damping, compression damping and spring preload. The standard model’s Showa rear shock works with a progressive linkage and rebound damping and both high-speed and low-speed compression damping are adjustable, as are spring preload and rear ride height.
The new GSX-R1000’s chassis is more compact and narrower than the previous model’s chassis. Suzuki engineers designed a new twin-spar aluminium perimeter frame that’s 20mm narrower at the widest point between the spars and weighs 10% less. It’s constructed of four sections, welded together. Two main spar sections are built up using inner castings and outer stampings to optimise torsional rigidity, and link the cast steering head/front engine hanger section to the cast rear section incorporating upper and lower rear engine mounts and swingarm pivot plates. The frame is 60mm wider and stronger at the rear engine mounts, reducing vibration. The upper rear shock mount is moved back by 48mm and down by 20mm, making room for a race team to install a modified fuel tank for longer-distance events. The new bolt-on rear subframe is now made of square aluminuim tubing, reducing weight by 38%
The dual processor ECM also runs a new one-touch Suzuki Easy Start system, and an idle-speed system, which improves cold starting, reduces cold-start emissions and stabilises engine idle under various conditions, based on coolant temperature. The convenient Suzuki Easy Start System automatically starts the engine with one touch of the starter button mounted in the switch module on the right handlebar; there’s no need to hold the button down until the engine fires. Thanks to the new system, the rider doesn’t have to pull the clutch lever in to start the engine, as long as the transmission is in neutral.
The new GSX-R1000 has MotoGP-inspired, sleeker and more aerodynamic bodywork designed to improve handling and top speed on the racetrack.The front fairing is 13mm narrower, and reshaped fairing ears are closer to the handlebars and produce better air flow around the rider’s hands and arms. The lower leading edge of the fairing nose directs air into new Suzuki Ram-Air Direct (SRAD) intake ducts, which have a smoother internal shape that increases the flow of pressurised air into the air cleaner box. The fairing radiator cowl projects forward on each side, directing more cooling air into the radiator itself. The shape of the front fender increases down force, smoothes the flow of cooling air into the radiator and increases the air reaching the front brake calipers. The bodywork has a more connected flow line from the fairing nose to the tail section. It has a smaller frontal projected area and smoother wind-tunnel-developed lines, reducing the coefficient of drag and also reducing lift at racetrack speeds. It’s lighter, producing less moment of inertia and less leverage on the center of gravity. And it directs the air flow to improve engine and brake cooling while also increasing down force, rider wind protection, and engine efficiency. Which means that besides looking great, the new bodywork also helps the GSX-R1000 run, turn, and stop on the racetrack.
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