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 top-spec GSX-R1000R is equipped with the latest SHOWA BFFⓇ(Balance Free Front) forks and SHOWA BFRCⓇ lite (Balance Free Rear Cushion lite) rear shock, bi-directional quickshifter, racing launch control, LED position lights, lightweight battery and a unquie black LCD instrument panel display letting you know you're sitting aboard something truly special.
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.
The S-DSI system has dual-stage intake funnels for cylinders #1 and #4, and single-stage, conventional intake funnels for cylinders #2 and #3. Normally, shorter conventional intake funnels are better for high-rpm power while longer conventional intake funnels are better for low and mid-range power. Thanks to the physics of air flow, S-DSI intake funnels provide the best of both, acting like a longer intake funnel at low and mid rpm, and acting like a shorter intake funnel at higher rpm.
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.
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
The GSX-R1000R model’s launch control system makes it easier for a racer to get a good start in competition by automatically limiting engine rpm and optimising torque delivery while the rider holds the throttle twist grip wide open and concentrates on feeding in the clutch lever.
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%
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.
The GSX-R1000R model also has a new racing-type bi-directional quick shift system, allowing the rider to upshift and downshift without using the clutch or the throttle. The quick shift system allows the rider to upshift smoothly and quickly at full throttle, without closing the throttle. The system automatically interrupts power delivery just long enough (between 50 and 75 milliseconds, depending upon the sensitivity adjustment) to unload the transmission gear dogs and allow a clean upshift, producing smoother, almost uninterrupted acceleration. For quicker and smoother downshifts without manually blipping the throttle twist grip or using the clutch, the system automatically opens the throttle valves just enough to increase rpm and match engine speed to the next-lower gear ratio.
The GSX-R1000R model features the latest Showa BFF (Balance Free Front) forks, which were developed for racing use and have now been adapted to mass production. BFF forks provide more consistent damping and enhanced performance, increasing cornering traction by delivering smoother, more controlled travel and doing a better job of dealing with pavement imperfections. The BFF system balances (or equalises) oil pressure above and below the solid internal piston as it moves up and down, pushing oil out of the fork leg and through external damping circuits that run to the other side of the piston, where it is drawn back into the fork leg. The external compression and rebound damping circuits that the oil runs through are more precise than the valve stacks fitted above and below the piston in other types of forks, and damping control is “set free” (or isolated) from the influence of unequal pressure. It's a difference that can be felt, with riders reporting improved comfort on the road and better feel and cornering grip on the racetrack. BFF rebound damping, compression damping and spring preload can be easily adjusted externally.
BFRC® lite rear shock absorber balances (equalises) oil pressure above and below the solid internal piston as it moves. As the shock compresses, oil is pushed through the external damping circuit built into the upper shock body, through the compression valve stack and back into the shock body, on the other side of the piston. As the shock extends, oil is pushed through the external rebound damping circuit, through the rebound valve stack and back into the shock body, on the other side of the piston. Compared to conventional shocks that generate damping by pushing oil through the internal piston and valve shim stacks fitted above and below the piston, damping control is isolated from the influence of unequal pressure. It’s a difference that the rider can feel on the street and on the racetrack, with riders reporting better feel and drive grip that allowed them to initiate their drive sooner and accelerate out of racetrack corners harder. The improvement in damping control is so significant that it is no longer necessary to provide separate high-speed and low-speed compression damping adjustments, and the rear shock is lighter as a result.
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