Keep up to date with the latest motorcycle and Bikebiz news
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 unique black LCD instrument panel display letting you know you're sitting aboard something truly special.
2017 ASBK CHAMPION
Letting You Know You're Sitting Aboard Something Truly Special.
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 unique 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 surpasses the competition. The design target was simple "Increase top end power without sacrificing low and mid range output" to achieve 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.
The new GSX-R1000 uses a valve train developed in MotoGP competition, using thinner-wall, hollow camshafts operating lighter, F1-style pivoting finger followers. Each finger follower is 6 grams lighter than a conventional bucket tappet (10 grams vs. 16 grams), and because each follower pivots on a fixed shaft, its moving mass is just 3 grams. The lighter moving mass allows maximum engine rpm and valve lift to be increased while improving valve response and maintaining accurate valve control. Each finger follower in the GSX-R1000 is designed based on the actual followers used in the GSX-RR MotoGP racebike, including a DLC coating to increase durability.
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.
GSX-R1000 models have long used a servo-operated Suzuki Exhaust Tuning (SET) butterfly valve built into the mid- pipe to help maximize torque throughout the rpm range by adjusting back pressure based on engine rpm, throttle position and gear position. But the new GSX-R1000’s exhaust system improves on that idea with the addition of new Suzuki Exhaust Tuning-Alpha (SET-A) butterfly valves.
A header balance tube connects the head pipes for cylinders #1 and #4, and another header balance tube connects the head pipes for cylinders #2 and #3, a design feature that normally increases high-rpm power by reducing back pressure and adding volume, at the expense of mid-range and lower-rpm power. Suzuki engineers added two servo-operated SET-A butterfly valves, one in each header balance tube. The SET-A valve in each header balance tube remains closed to enhance lower-rpm and mid-range power, then opens to increase volume, reduce back pressure and work with pressure waves to add significant power at higher rpm.
Each forged aluminium piston has short skirts and cutaway sides to reduce weight and friction, a DLC-coated wrist pin to reduce friction and a carefully shaped piston dome to increase compression while also enhancing combustion efficiency. The L-shaped upper compression ring is pushed out against the cylinder wall by combustion pressure, reducing blow-by and improving sealing. The oil control ring features a chrome-nitride coating, which is harder and smoother than conventional chrome plating, reducing friction, increasing durability, and also enhancing sealing.
The IMU-based advanced electronic management system is operated by a 32-bit dual processor ECM (Electronic Control Module). As the rider turns the handlebar twist grip, the ECM reads throttle position, crankshaft position and rpm, gear position, front and rear wheel speed, IMU position and exhaust oxygen content. The system then adjusts ignition timing, opens or closes the throttle valves, and adjusts the amount of injected fuel to work with the traction control system, maximise intake charge velocity, and produce more efficient and complete combustion. The result is effective traction control and more linear throttle response, along with more power, more torque and reduced emissions across the rpm range.
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 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.
|ENGINE||4-CYLINDER, 4-STROKE, LIQUID-COOLED, DOHC|
|TRANSMISSION||6-SPEED CONSTANT MESH WITH SLIPPER CLUTCH|
|SEAT HEIGHT||825 MM|
|WET WEIGHT||203 KG|
|FUEL CAPACITY||16 LITRES|
|L X W X H||2075mm X 705mm X 1145mm|