The new engine revs higher and makes more peak horsepower, while maintaining excellent low-to-mid-range power and drive. It is a compact and lightweight inline four, DOHC with chain cam drive and four titanium valves per cylinder set at narrow angles, with a more over-square bore/stroke ratio, a higher redline and a higher compression ratio. The new engine has a bore and stroke of 76 mm x 55.1 mm with 999.8cc displacement. It uses a new valve train developed in MotoGP competition on the GSX-RR, using thinner-wall, hollow camshafts operating lighter, F1-style pivoting finger followers. The Suzuki Racing VVT (SR-VVT), Suzuki Exhaust Tuning-Alpha (SET-A), and Suzuki Top Feed Injector (S-TFI) systems combine to make the Broad Power System, increasing high-rpm performance without reducing low and mid-range performance. The result is strong, linear power and enhanced acceleration throughout the rpm range.
The Suzuki Racing VVT (SR-VVT), developed in MotoGP competition on the GSX-RR is unlike complicated systems used by other manufacturers, the SR-VVT system is simpler, more compact, and lighter. The system is built into the intake cam sprocket and an adjacent guide plate, using 12 steel balls positioned between slanted radial grooves in the intake cam sprocket and straight radial grooves in the guide plate attached directly to the camshaft. As centrifugal force moves the balls outward at high rpm, the offset grooves align, rotating the position of the cam sprocket on the camshaft and retarding intake cam timing, adding significantly to high-rpm power. The beauty of the SR-VVT system is in its compact simplicity, light weight, reliability and seamless operation. Centrifugal force is constantly produced when the engine is running, and is free in that it does not use power that could otherwise turn the rear wheel. For more than a decade, racers have not been able to feel when the system moved to change the valve timing. What they have been able to feel is a seamless, significant increase in high-rpm power, without sacrificing any low or mid-range. And the system is built into existing parts, takes up no extra room in the engine, with a minimal weight increase.
A new valve train developed in MotoGP competition. 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 race bike, including a DLC (Diamond-like Carbon) coating to increase durability.
The GSX-R1000’s 4-into-2-into-1 thin-wall stainless-steel Suzuki Advanced Exhaust System (S-AES) is also designed to increase high-rpm horsepower without reducing mid-range and lower-rpm power. GSX-R1000 models have long used a servo-operated Suzuki Exhaust Tuning (SET) butterfly valve built into the mid-pipe to help maximise torque throughout the rpm range by optimising back pressure based on engine rpm, throttle position and gear position. But the 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 at the expense of mid-range and lower-rpm power. Suzuki engineers added a servo-operated SET-A butterfly valve in each header balance tube, which remains closed to enhance mid-range and low-rpm power, then opens at high rpm to add significant top-end power.
The new throttle bodies are 19 mm shorter, simpler, lighter and more compact than the previous model’ s throttle bodies, with a larger bore (46 mm versus 44 mm). Each one has a single butterfly valve controlled by an advanced electronic engine management system, and each cylinder is fed by two ultra-fine-atomisation 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 air cleaner box, directly over each throttle body’ s intake funnel (or velocity stack), and operates at higher rpm. The TFI showerhead injector delivers additional fuel in an improved spray pattern designed to enhance combustion efficiency, throttle response and top-end power.
The new GSX-R1000’s chassis is more compact and narrower. Suzuki engineers designed a new twin-spar aluminium perimeter frame that’s 20 mm 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. The new bolt-on rear subframe is now made of square aluminium tubing, reducing weight by 38%. A new aluminium swingarm is braced on both sides instead of on one, to improve weight and rigidity balance. It’s also 25 mm longer from the pivot shaft to the rear-most axle position, improving cornering feel on the racetrack. It’s now easier for the rider to tuck in because the top of the fuel tank is 21 mm lower, and there’s more room for a helmet chin bar when the rider is fully tucked in. The fuel tank is narrower and sleeker, making it easier for the rider to move from side to side and quickly change direction on a racetrack. The tank is also easier for the rider to grip with their knees while entering hard-braking corners on the racetrack, and the shape of the tank flows seamlessly into the seat and tail section.
The GSX-R1000’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 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.
New Brembo stainless steel brake discs are 10 mm larger in diameter, measuring 320 mm. 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, monobloc front brake calipers each have four 32 mm pistons and work with a radial-pump, 19 mm master cylinder. The rear brake system uses a single-piston caliper and a 220 mm disc. The end of the front brake lever is slotted to reduce the chance that wind pressure will induce brake drag at high speed.
New light weight, 6 spoke cast aluminium wheels contribute to nimble handling and sporty appearance. Bridgestone BATTLAX RACING STREET RS10 radial tyres have earned a good reputation worldwide for producing consistent performance and durability across a wide range of ambient conditions. The new GSX-R1000 comes with a 120/70ZR17M/C (58W) front tyre. A larger, 190/55ZR17M/C (75W) rear tyre replaces the existing model’s 190/50ZR17M/C (73W) rear tyre and is designed to work with the increase in horsepower and torque.
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 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. The 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. Motion Track TCS reads sensor input every 4-milliseconds, for precise response. And by using input from the IMU (Inertial Measurement Unit), the ECM can calculate the motorcycle’s motion in 6-directions (along 3-axis, Pitch, Roll and Yaw), for more precise traction control.
The GSX-R1000 is equipped with a 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.
*ABS is not designed to shorten the braking distance. Please always ride at a safe speed for road and weather conditions, including while cornering.
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 weather conditions or riding on different racetracks. The rider can change the power mode while riding, as long as the throttle is closed. Note, full power is available in all three modes. The S-DMS system works with the 10-level Motion Track TCS system, offering the rider a wide variety of power delivery and control choices.
Suzuki’s new Low RPM Assist system monitors and automatically adjusts engine rpm when taking off from a stop or riding slowly. The system makes it easier to pull away from a standstill or manoeuvre in heavy traffic.
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 GSX-R1000 has sleeker and more aerodynamic bodywork designed to improve handling and top speed on the racetrack. The front fairing is 13 mm 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, smooths 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 the tail section. It has a smaller frontal projected area and smooth wind-tunnel-developed lines, reducing the coefficient of drag and all reducing lift at racetrack speeds. It’s lighter, producing less moment inertia and less leverage on the centre of gravity. And it directs the a flow to improve engine and brake cooling while also increasing down force, rider wind protection, and engine efficiency.
The Suzuki GSX-R1000 features a LED headlight that is more compact than a halogen headlight, yet produces excellent lighting. Installed in the nose of the fairing, the LED headlight is narrower and shorter, contributing to the new GSX-R’s aerodynamics. The low-beam and high-beam elements are stacked, with the low beam positioned above the high beam. At the rear, LED elements are used for the vertical taillight and brake light assembly, as well as for the license plate light. The LED license plate light is about half the size and significantly lighter than a conventional bulb, yet produces more light and is better at resisting vibration, allowing the rear fender assembly to be lighter. Also equipped as standard are LED indicators, making them lighter and brighter.
Featuring full LCD instrumentation. The dash is brighter and easier to read, and incorporates S-DMS mode and Motion Track TCS level indicators as well as a fuel gauge and readouts showing instantaneous or average fuel consumption, ambient temperature, freeze indicator and service reminders. Other features include a relocated, more visible shift light as well as speedometer, tachometer, odometer, trip meter, clock, lap time, and water temperature displays. Other indicators include neutral, high beam, turn signal, and ABS operation. The gear position indicator is linked to a new, more accurate magnetic sensor.
16.0litres (3.5 UK gallons)
4-stroke, 4-cylinder, liquid-cooled, DOHC
76.0mm x 55.1mm
13.2 : 1
6-speed constant mesh
148.60kW @ 13200rpm (202.04ps)†
117.60N.m @ 10800rpm (86.70lb.ft)†
Inverted telescopic, coil spring, oil damped
Link type, coil spring, oil damped
Disc brake, twin
120/70ZR17M/C (58W) tubeless
190/55ZR17M/C (75W) tubeless
†Power and torque conversions to imperial/metric units (in brackets) are approximate and included as a guide only.
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