Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000
Jelicic, Bilski, Koch, Sdun

Endurance test final balance Suzuki GSX-R 1000

Endurance test final balance Suzuki GSX-R 1000

Endurance test final balance Suzuki GSX-R 1000

Endurance test final balance Suzuki GSX-R 1000

30th photos

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Gixxer charm

The Suzuki GSX-R 1000 was the secret star in the long-term test fleet. Dynamic people, normal people and long-distance travelers were equally into them. It was available for everything, never fussed around and revealed amazing things after being dismantled.

The timing was a little unfortunate. Practically at the end of the 2005 season, the Suzuki entered GSX-R 1000 or simply K5 their service in the long-term test fleet. And came just before the first of two winters she had to go through. Which was somehow symbolic for our endurance test GSX-R, because it received nothing for free in the 24 months that it needed for the 50,000 kilometers.

Hardly a quarter of a year in service, she had to endure a lot of test bench runs for an exhaust test for the sister magazine “PS”, in order to then use the rest of the winter as a means of transport for the daily commute. Use on the racetrack for chassis and tire tests, short-distance operations and finally the second winter ?? she was spared nothing. Which is why in the meantime the editorial team discussed canceling the long-term test because of these extraordinary loads. On the other hand: the curiosity was great. How does the engine with its liter output of more than 170 hp master such tortures? In addition, the Kilo-Gixxer is omnipresent on the racetracks and an absolute power. The countless GSX-R that populate the slopes during race training and in popular sports also have little protection to expect and are no less tough.

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Endurance test final balance Suzuki GSX-R 1000

Endurance test final balance Suzuki GSX-R 1000
Gixxer charm

Driving fun

Endurance test final balance Suzuki GSX-R 1000

Endurance test final balance Suzuki GSX-R 1000

Endurance test final balance Suzuki GSX-R 1000

Endurance test final balance Suzuki GSX-R 1000
30th photos

Pictures: Endurance test final balance of the Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

Suzuki

Endurance test final balance Suzuki GSX-R 1000

Suzuki

Endurance test final balance Suzuki GSX-R 1000

Suzuki

Endurance test final balance Suzuki GSX-R 1000

Suzuki

Endurance test final balance Suzuki GSX-R 1000

Suzuki

Endurance test final balance Suzuki GSX-R 1000

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Endurance test final balance Suzuki GSX-R 1000

Suzuki

Rather untypical for a super athlete, year-round use was announced for the GSX-R 1000.

No oil consumption was measurable over the entire test distance. And in terms of consumption, it proves to be quite frugal with an average of 5.9 liters. Whereby it is simply not necessary or realistically hardly possible to seriously exploit the full performance potential of the four-cylinder power plant in everyday life. Which means nothing else than that the mechanics are practically never pushed to the limit. Nevertheless, it is very remarkable that there was no unscheduled visit to the workshop. Only once did it seem as if the largely white vest of the GSX-R should get a thick stain. At mileage 30,942, oil loss did not bode well. The cause, however, was comparatively banal. A valve cover that was presumably warped by over-tightening the screws turned out to be the culprit and was replaced under warranty. At the same time, the ravages of time also gnawed at the endurance test Suzuki: Increased winter operation and splash water that had penetrated the cable casing paralyzed the indicator switch ?? an exchange of the switch unit was due.

Inner values


Bilski, Koch, Jelecic, Sdun

The Suzuki men Siegmund (2nd from left) and Poensgen (2nd from right) examine …

Twice, with sawing, fluctuating idle after the morning cold start, the Suzuki asked for meticulous adjustment of the throttle valves, which was done as part of the upcoming inspections. According to the importer, not a typical GSX-R quirk. Apparently just as little as the increasingly hooked ignition lock. And towards the end of the test distance, an entry about the transmission appeared in the logbook, which complained about resinous gear changes. But all in all, the GSX-R 1000 turned out to be as charismatic as it was fascinating Hans Dampf, who quickly lost its reputation as an insider tip, especially after the appearance of the current model. It goes without saying that the curiosity was great before the final measurements and dismantling. The general surprise after going to the test bench and then dismantling it was even bigger. In the end, the four-cylinder had gained four horsepower compared to the beginning of the endurance test. And fleet manager Gerry Wagner was impressed by the logical structure and the screwdriver-friendliness of the GSX-R. The chassis, screw connections and other add-on parts were all in good condition after the engine was removed.


Jelicic, Koch, Bilski, Sdun

… delights the innards and the chassis of their flagship.

Only the paint quality still offers room for improvement. The importer claims to be accommodating in such cases. Finally, the heart of the Suzuki raised eyebrows when it was dismantled and measured. The filigree and compact housing of the one-liter unit would have easily passed as a 600 a few years ago. It’s hard to believe that the almost delicate innards can handle 170 hp. If you consider that this powerhouse, which weighs only 58 kilograms, has been toughened up on the racetrack with the performance of a racing engine, its condition is more than enormous. In plain language: Except for slight pressure marks on the ramps of the anti-hopping clutch, which were responsible for slight judder when starting up, and a shift fork with clear wear marks ?? probably the cause of somewhat resinous gear changes? practically all relevant wear dimensions are in the green area. Valves and pistons sparkling clean, the transmission flawless, the water pump too. And some of the liners still show their honing marks. After 50,000 kilometers, the result is simple and simple: assemble, drive on and have a lot of fun.

Reading experiences

I’ve been driving the GSX-R 1000 for a year and a total of 12,000 kilometers as a team without any problems, before it had already done 9,000 solo. Just fill up, new tires and nothing else! The only part that is not optimal is the clutch. It sometimes tears slightly when starting up? It’s embarrassing to stall such a vehicle at the traffic lights, but what the heck … Otherwise, a brilliant engine, acceleration and torque, as much as you want, an almost direct implementation of what you think as a driver. A vehicle with no quirks and quirks, completely problem-free to drive, be it strolling through the city, briskly on the country road or quickly on the racetrack.
Wolfgang Burgel, Solingen.

As a convinced and long-time Honda driver, I noticed the new Gixxer very positively at a spring fair in 2005. On the one hand, the seating position fit right away “same as a Honda”, and the design, especially with the Yoshimura bag, was great! A year later I gave in to a gut feeling and got myself a black GSX-R in Yoshimura version. Since then I have driven around 14,000 kilometers: on the home track, on vacation and also on the racetrack. Until today I haven’t had the smallest thing, no oil consumption, nothing! I still have to make a drawback: The perceived solidity and workmanship, especially in the cladding area, is a long way from my old Fireblade. But of course everything else is awesome! For me, the best skins on public roads are Michelin Pilot Power on the Suzi. And after reading the first reports of the K7 (by the way, I’ve already driven it), I’m even more convinced that my gut feeling from back then was correct.
Jurgen Knigge, Nellingen.

I’ve been driving a 2006 Gixxer 1000 since January 2007. Current mileage: around 5000 kilometers, no problems. Except that, strangely enough, the injection keeps the engine speed extremely low in cold running. That forces me to start two or three times at sub-zero temperatures until it stays on. And when the engine is warm, it cracks when first gear is engaged. Before buying it, I tried out so many motorcycles, Ducati Monster, R 1200 GS, K 1200 S, Fazer 1000, Raptor 1000 et cetera. All great mopeds, but none of them offer such a good mix of perfect everyday suitability, function, fascination and price. Then the engine, power cruising at its best. In addition, this present, but not intrusive sound from the beautiful titanium exhaust plus suction rattle under the tank. You don’t really need a tachometer because you can always hear what the thing is doing and it always goes forward anyway, as if you were on the run. Conclusion: The GSX-R 1000 is warmly recommended to everyone who is looking for a sports tourer and occasionally goes on sports driver training courses.
Markus Schuster, Michigan, USA.

In December 2006 I made my dream come true. The »Kilo-Gixxer« is already my 8th GSX-R model since 1986. I converted the moped to an SBK handlebar after four weeks, as I am often out and about in the mountains and on winding roads. The clarity is great due to the upright sitting, only the wind pressure increases sharply from 160 km / h, but this should be alleviated by the soon addition of a Puig Racing windshield. I’ve never had a motorcycle that is so fun to ride. The chassis is beyond reproach, and the engine is just grueling. There is a lot of pressure from low revs for relaxed power cruising. And around the top there is no need to waste words. The only drawback is the cold start behavior, because the engine dies at temperatures below around 20 degrees. Only after restarting it does it run stably. After 4200 kilometers so far, the only problem is the pillion suitability. The only one sitting really comfortably on the back is my nine-year-old daughter. Nevertheless: the optics and the driving behavior are the finest.
Axel Steinmann, Pittenhard.

After twelve years with Yamaha, Suzuki made me switch to the GSX-R 1000 K6. In short: love at first sight. The chassis is handy and neutral. The engine is a hammer. An absolutely predictable power machine. Power in all situations? no matter which gear is currently engaged. This linear power development with perfect response behavior and without any load changes. The sitting posture is actually good for longer tours. For two, however, with several breaks. The only real downer: the original Bridgestone BT 014 tires. Actually a shame for such a motorcycle. After switching to the Metzeler Sportec M3 a new world. Handy and finally enough grip on cold tires? in short: absolutely harmonious. After a trip with a K7, it is clear to me that I will stay with my K6 for a long time!
Matthias Buberl, Swabia

In April of this year I bought a GSX-R 1000 K6 with just 2500 kilometers on the clock. Unfortunately, only 1000 kilometers have been added. Much has been written about this hammer engine, but reality surpasses everything. The previous owner has already made three conversions, including a blue MRA screen, which offers enough wind protection even at 300. I thought about Gilles footrests because I have relatively long legs (height 1.86 meters) and have to bend them sharply. What annoys me a bit is the steering damper. Combined with some chain play, turns below 30 become a struggle. A real annoyance from my point of view is the far too soft paint. My bike has never seen the racetrack. That’s why I have no problems with the Bridgestone series tires. This is more than sufficient for driving at the top of the StVO.
Christian Latze, Berlin

Driving performance and measured values

Suzuki GSX-R 1000

Initial measurement at 1130 km / final measurement at 50175 km

acceleration
0 100 km / h sec 3.1 / 3.1
0 ?? 140 km / h sec 4.5 / 4.5
0 200 km / h sec 7.5 / 7.4

Draft
60 ?? 100 km / h sec 3.2 / 3.3
100 ?? 140 km / h sec 2.9 / 3.0
140 180 km / h sec 3.0 / 2.9

Average fuel consumption over 50,000 km
Fuel (super) l / 100 km 5.9
Engine oil l / 1000 km ??

costs

Operating costs over 50,000 kilometers

26.4 liters of oil at 7.53 euros each 198.79 euros
7 oil filters at 10.66 euros each 74.62 euros
3 air filters at EUR 31.24 each EUR 93.72
16 spark plugs á 8.12 euros 129.92 euros
2 sets of front brake pads á 59.83 euros 119.66 euros
2 sets of chains 175.16 euros
Small parts, lubricants 92.78 euros
Seals 145.23 euros
Inspections and repairs 1575.96 euros
Tires (including assembly, balancing and disposal) EUR 3108.00
Fuel 3883.18 euros
Total costs 9597.03 euros
Acquisition cost 13,139.00 euros
Loss of value 6139.00 euros
Estimated price (dealer selling price) 7,000.00 euros
Costs per kilometer (without depreciation) 19.20 cents
Costs per kilometer (with depreciation) 31.50 cents

Maintenance + repair

5098 km / rear tires renewed, Bridgestone BT 014J
9683 km / tires front and rear renewed, Michelin Pilot Power
13568 km / wheel bearings front and rear as well as clutch friction and lining disks renewed

15154 km / tires front and rear renewed, Metzeler Sporttec M3
18187 km / steering head bearings renewed
21193 km / tires front and rear renewed, Dunlop D 218

21,900 km / WP shock absorber mounted
23393 km / Front brake pads renewed
24711 km / Converted to the original strut again

27454 km / tires front and rear renewed, Michelin Pilot Power
30,942 km / rear brake pads and chain set renewed
30942 km / valve cover gasket renewed (guarantee)

32001 km / combination switch handlebar fitting renewed (guarantee)
32887 km / tires front and rear renewed, Avon AV 59 / AV60
34071 km / steering head bearings changed

36254 km / valve cover renewed (guarantee)
39041 km / tires front and rear renewed, Pirelli Diablo Corsa
46200 km / rear tires renewed, Pirelli Diablo Corsa

Status


mps photo studio

The crankshaft of the Suzuki GSX-R 1000 is extremely unimpressed by the engine and mileage and can thus be reinstalled.

Cylinder head:
All valves and seats are only slightly wider, and valve stems and guides are also in order. Both camshafts have slight pitting marks on individual cams.

Cylinder:
The cylinders have a few grooves, the pistons have hardly any carbon deposits, slight running marks and are dimensionally almost new, as are the piston rings.

Crank drive:
Some of the bearing clearances are still within the installation tolerance.

Power transmission:
The gear wheels are in good condition. A shift fork shows strong signs of wear and tear. The clutch steel disks are partially discolored.

Landing gear:
The chassis and the add-on parts are in good condition for the mileage. The paintwork has peeled off on the alternator cover.

Suzuki comments …

The test distance left no more than the usual running marks on the plain bearings of the crankshaft.

… to the run-in steering head bearings.
We are not aware of any problems in the market here, the cause of this case could be degreasing the bearing with a steam jet or over-tightening during assembly.

… to restless idling.
We are not aware of any problems in this regard.

…to clutch wear.
According to our information, the clutch was replaced after about 170 test bench runs, otherwise we are not aware of any problems with the clutch.

… to the tracks on the shift fork.
The bluish discoloration comes from the hardening of the shift fork during the manufacturing process, the tracks on the flanks are within tolerance.

… to the pitting tracks on the camshaft.
One cannot really speak of pitting here, the tracks on the cam tips are absolutely safe, in our opinion the camshafts can continue to be used without any problems.

… to the leaky valve cover.
The suspicion of an assembly error arises. It is possible that the cover screws were tightened too tightly, causing the cover to warp, which ultimately led to a leak.

… the paint quality of the engine cover.
We are not aware of any problems of this kind, but we would like to send the engine covers to our headquarters in Japan for testing. If this is a material or manufacturing defect, we would of course replace the engine cover with flaked paint as part of our guarantee.

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