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Suzuki GSX-R 1000 in the test
The super sports car from Suzuki
While almost all competitors in the 1000 supersport class rely on ABS and / or traction control, the GSX-R 1000 still has to do without. But a lot of model updates in detail make the ride on this honest men’s motorcycle as impressive as it is controllable.
Suzuki GSX-R 1000 2012.
Circuito Monteblanco in southern Spain. A phalanx of brand new GSX-R 1000 in factory colors is lined up in the pit lane of the private racetrack that opened in 2008. Suzuki has slightly revised its Supersport flagship for the 2012 season, and is now equipping the machine with the factory code “L2” with a single (titanium) silencer.
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Suzuki GSX-R 1000 in the test
The super sports car from Suzuki
Suzuki
Most of the changes to the 2012 Suzuki GSX-R 1000 were made inside the engine. In addition to the revised color scheme, only the new exhaust and braking system are visible at first glance.
With verve into the next lap, the front wheel rises sharply. And long. Strong. No traction control means no wheelie limitation either. The handlebars twitch briefly, the electronically controlled steering damper keeps them steady.
The 200 meter sign shows 250 on the clock. Braking, hard and long. Concentrate fully on the very transparent front stoppers. The GSX-R remains very stable on the brakes. Your anti-hopping clutch prevents the rear wheel from stamping when you downshift. That also creates trust.
Time to praise the brand new Bridgestone S 20, with the special code “F”. Even when hot, they adhere very well and do not smear. After many laps they shine with little rubber abrasion and a great running pattern. Really great for road tires!
Bridgestone’s R 10 super sport skins, thoroughbred racing tires, do it even better in the last turn. With a 55 mm cross-section and thus a sharper contour, it feels like a completely different motorcycle. Much handier, more curvy and precise, simply sharper. Now the 1000 allows tighter lines, makes you crazy. And remains easy to control. The price? The R 10 need electric blankets, rub off quickly. The valuable GSX-R costs 15,000 euros. Suzuki is currently selling the predecessor “L1” with double exhaust for a good 12,000 euros.
It’s getting tight. Especially since the competition offers more technology. The Honda Fireblade is only around 300 euros more expensive than the new Suzi, including ABS. Yamaha’s R1 costs about 950 euros more with traction control.
The GSX-R 1000 is legendary and has been setting trends since 2001. Now in the fifth generation. GSX-R racers celebrated tremendous successes, winning the World Endurance Championship eight times in ten years, winning the Le Mans 24 Hours six times and Bol d’Or nine times. respect.
We bow in awe, thanking you for moving GSX-R stories. In 2011, the millionth GSX-R (600, 750, 1000 and 1100) rolled off the assembly line since 1985. Congratulations. But the last 1000cc four-cylinder of its kind is only an interim solution. One day tradition meets traction control and ABS.
Technical data / changes
Suzuki
Engine of the revised GSX-R 1000: Internal friction and pumping losses – these are the issues Suzuki engineers pay special attention to. Even with the latest edition of the 1000.
engine
Water-cooled four-cylinder, four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 44 mm, regulated catalytic converter with secondary air system, 375 W alternator, 12 V / 10 Ah battery, mechanically operated multiple discs -Oil bath clutch (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 42:17.
Bore x stroke 74.5 x 57.3 mm
Displacement 999 cm³
rated capacity 136.0 kW (185 hp) at 11,500 rpm
Max. Torque 117 Nm at 10,000 rpm
landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression stage damping, steering damper, two-arm swing arm with upper cables made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression stage damping, double disc brake at the front, Ø 310 mm, four-piston -Fixed calipers, rear disc brake, Ø 220 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Dimensions + weights
Wheelbase 1405 mm, steering head angle 66.5 degrees, caster 98 mm, spring travel f / r 120/130 mm, weight with a full tank of 203 kg, seat height 810 mm, tank capacity 17.5 liters.
Two year guarantee
Mobility guarantee two years
Colors black, blue / white
price/ Minor 14 790/220 euros
Changes in detail
Valve train:
New exhaust cam profiles (0.1 millimeter more valve lift) and less valve overlap to increase torque at medium speeds. All 16 bucket tappets above the valves each 2.5 grams lighter (total 40 grams).
Crank drive:
Redesigned, eleven percent lighter pistons with narrower pin receptacles. Compression increased from 12.8 to 12.9: 1. Enlarged, now pentagonal ventilation window between the cylinders to minimize pumping losses in the crankcase.
Engine control:
New software, gasoline consumption according to Suzuki eight percent lower, range accordingly larger. Nominal speed 11,500 instead of the previous 12,000 / min.
Exhaust:
Lighter four-in-two-in-one system without a collector under the engine. Rear silencer made of titanium, manifold pipes made of light, thin-walled stainless steel. The higher cell density, i.e. the inner surface, compensates for the smaller volume of the catalyst.
landing gear:
Big Piston Fork retuned, seven millimeters shorter, spring travel shortened from 125 to 120 millimeters, special fork oil for better responsiveness. Front axle 38.9 grams lighter.
Brakes:
Brembo monoblock four-piston calipers bolted on radially. Front brake disc thickness 5.0 instead of 5.5 millimeters.
tires:
First tires Bridgestone S 20 Hypersport with special code “F” instead of BT 016 “N”, front tire 200 grams lighter.
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