Sporty – 2017 Suzuki GSX-R1000R test: the beauty of the Gex – GSX-R 1000 test page 2 – Dynamics: hellish engine, devilish electronics

2017 Suzuki GSX-R1000R review: the beauty of Gex

Sporty - 2017 Suzuki GSX-R1000R test: the beauty of the Gex - GSX-R 1000 test page 2 - Dynamics: hellish engine, devilish electronics

Driven by the most recent hypersport motorcycles for lack of developments over the past ten years or so, Suzuki is tightly contracting its muscles to regain pole position with its new 2017 GSX-R1000.. MNC tested its high-end version, the GSX-R1000R, on the sumptuous circuit of Phillip Island (Australia). Test !

GSX-R 1000 test page 2 – Dynamics: engine of hell, devilish electronics

This is hardly a surprise given the change in philosophy claimed – and applied – by Suzuki: the 2017 GSX-R1000 sacrifices certain aspects of comfort in its quest for performance. This radicalization can be seen from the start by the position that is significantly forward, especially on the "R" version, whose upper triple tree is attached a few centimeters lower to the legs. On the standard version – not tested during this contact entirely devoted to the "R" -, the tees are located flush with the plugs, which decreases the flexion of the bust.

Sporty - 2017 Suzuki GSX-R1000R test: the beauty of the Gex - GSX-R 1000 test page 2 - Dynamics: hellish engine, devilish electronics

But on the GSX-R1000R, the strain on the wrists is severe enough to think twice before throwing long stages onto the secondary network. Especially since the fold exerted on the legs is to match, without reaching peaks of discomfort, however, thanks to a fairly large space on board. The "roominess" therefore remains superior to that of the Kate Moss format motorcycles, such as the Aprilia and the Yamaha. Tall riders will appreciate it, even if the general "circuit" orientation is palpable, as the hardness of the saddle also illustrates: the price to pay to return to the podiums…

Unlike the previous model, do not hope to gain a little comfort by modifying the position of the footrests: the sporting flagship of Hamamatsu makes a cross on this setting, however very practical to adapt to different body types and use. (raised for the track, lowered for the road). On a daily basis, the lack of any storage space in the trunk – cluttered up by the sensors – and the gap adjustment at the clutch lever will also be regretted. 

Sporty - 2017 Suzuki GSX-R1000R test: the beauty of the Gex - GSX-R 1000 test page 2 - Dynamics: hellish engine, devilish electronics

The bike is undoubtedly shorter from the front (the perimeter frame is shortened by 20mm), reinforcing that feeling of being tilted more towards the bubble. This offers very good protection in this category, much better in any case than that of the ridiculous gale of the new CBR1000RR! MNC appreciated being able to crouch behind to go up the straight line of Phillip Island without being heckled by the turbulence, by going through the reports with fluidity thanks to the smoothness and the responsiveness of the shifter specific to the "R". Third, fourth and fifth to the block, then a lick on the brakes and banzaï: we plunge full force into the Doohan Corner !

The tank and the narrower frame allow to better integrate with the machine and to be more mobile, criteria oh so appreciable when it comes to turning at such speeds. Although improved, the compactness of the Suzuki does not however reach that of the narrow RSV4, benchmark of 4-cylinders thanks to its V-shaped architecture. But the difference in size with the old GSX-R remains. no less bluffing, giving at first glance the impression of taking control of a! The feeling fades from the first acceleration, as the engine performance impresses…

A "Gextra" engine

Always very flexible at low revs, the 4-cylinder 999.8 cc relaunches smoothly in sixth to 50 km / h at around 2,500 rpm. A significant punch then tumbles between 4000 and 6000 rpm thanks to the generous torque of 117.6 Nm. At the end of the day: invigorating revivals and exits from cannon curves, even after a badly negotiated pin. Then things take another turn, much less user-friendly: the sound becomes even more intense when passing 8000 rpm, the harbinger of a powerful and exhilarating surge of power which will not stop until the switch at 14,500 rpm. 

Sporty - 2017 Suzuki GSX-R1000R test: the beauty of the Gex - GSX-R 1000 test page 2 - Dynamics: hellish engine, devilish electronics

Between 8000 and 10,000 rpm, the unit roars violently and starts to push with the force of a Rafale on takeoff thanks to the action of the variable valve timing. The influx of power at this point is anything but smooth, very much in the spirit of GSX-R engines for three decades. However, this surge of horses avoids the pitfall of violence to remain exploitable: the entry into action of Variable Valve timing (VVT) is completely transparent and does not generate a "Turbo" effect, as does the V -Tec Honda from the. And fortunately, because managing a sudden surge of energy with so many watts available would prove difficult to say the least on the angle. !

Sure, the GSX-R1000R does stretch its arms and roll up the sleeves of the suit, but it does so in a predictable and controllable way through its all-new ride-by-wire electronic throttle. Its push is less exhausting to manage than the brutal blows delivered by the BMW, for example. However, the sensation of catapulting is nonetheless astonishing, also well helped by the shortening of the transmission, as evidenced by the exceptional vigor deployed during the full-angle re-acceleration in 4th in a break to the right of the circuit. What a breath and what an extension, this mill !

Perfectly calibrated electronics

The other advantage of the Suzuki is its perfectly calibrated electronics, with the only exception of its go-around accompanied by jerks on the closing / opening phases of the handle. The phenomenon is especially noticeable on the “A” map – the most reactive – and is less pronounced in “B”, where the power distribution is smoothed. Several turns are needed to tame this ephemeral roughness, gently accompanying the rotation of the accelerator on the net. Once the method has been assimilated, the discomfort fades or is even forgotten depending on the sensitivity of the pilot.

Sporty - 2017 Suzuki GSX-R1000R test: the beauty of the Gex - GSX-R 1000 test page 2 - Dynamics: hellish engine, devilish electronics

The traction control, which can be adjusted while driving – throttle off – performs for its part without any false note, taking over in a particularly gentle way in the event of an escape, even at low intensity (threshold 3 out of 10). The system is truly predictive, in the sense that its wake-up occurs upstream of the loss of grip thanks to the numerous information collected by the electronic control unit and the position sensors of the IMU. In this, its programming is more successful than that of the CBR1000RR, too permissive therefore sometimes brutal during its corrections made when its intervention threshold is low.. 

With the suspension settings and the original tires, this Suzuki traction control had its work cut out for it at Phillip Island, a circuit of all extremes! The long, fast curves, with a lot of downforce, highlighted the limits of the original damping compromise, too flexible to withstand such constraints. That said, rare would be the production motorcycles to be able to face it without flinching! The rear shock absorber eventually lets out movements at full load, the 190 mm tire then struggling to wedge to the detriment of grip. To be checked later, but this flexibility noticed on the track is potentially synonymous with a certain comfort on the road.

A healthy and stable chassis

A few adjustments adapted to the track – more preload and hardened hydraulics – and tires offering more grip (Bridgestone R10 road-approved but with less tread than the RS10) will be enough to totally eradicate the phenomenon, proof of the quality of the game. cycle in general and suspensions in particular. 

Sporty - 2017 Suzuki GSX-R1000R test: the beauty of the Gex - GSX-R 1000 test page 2 - Dynamics: hellish engine, devilish electronics

The GSX-R1000R then indulges in a real recital, offering a formidable precision in the entries in curves, an exceptional traction and especially an impertubable stability, in spite of the speeds of passage in supersonic curves and the gusts of wind. The corner entries on the brakes are digested as laughs by its safe and neutral steering gear, including on the few bumps of the layout. The fork offers optimum sensitivity and "asphalt feel", two qualities that give rise to a reassuring feeling of confidence when setting the angle.. 

Just as astounding is the Suzuki’s ability to get 202 hp on the ground without initiating unwanted wheelies or excessive skating, a million miles from the "stirring" behavior of some of its rivals. The GSX-R1000R is riveted to the trajectory, but without requiring excessive effort to place it there: the compromise found by the engineers is excellent, the total metamorphosis with the previous generation – much more clumsy.

However, despite the weight loss and the front axle seriously closed, the Suzuki remains slightly behind in terms of pure liveliness compared to "ballerinas" in the category such as the R1, RSV4 and CBR1000RR. The rapid and sudden changes of angle thus require an additional physical implication. To be confirmed however on a "normal" circuit, where the passages in curves are less rapid that at Phillip Island and therefore less energy intensive ! 

Sporty - 2017 Suzuki GSX-R1000R test: the beauty of the Gex - GSX-R 1000 test page 2 - Dynamics: hellish engine, devilish electronics

Finally, a word on the braking provided by Brembo monoblock calipers at the front (and Nissin behind), all correctly sized for the performance of the bike. The bite and power are there, as well as consistency despite the absence of avia hoses. Here again, to be checked on another route insofar as Phillip Island only has two very heavy braking around the hairpin bends on the right, one of which is particularly difficult because it is downhill.

The transparency of the Nissin ABS and especially its remarkable management of the separation of the rear wheel are particularly commendable: the stern of the bike remains stuck to the asphalt even on the strongest braking, without lifting or dribbling. In this, the anti-lift functionality of the GSX-R1000R 2017 is more developed than that of the new CBR1000RR, too restless of the rump in the original version..

During these braking phases, the pilot takes advantage of the "Down" function of the shifter to comfortably return gears without disengaging, the electronics being responsible for managing the engine speed and giving the gas "ki-va-bien". The system is perfectly developed, with remarkable speed of execution and precise locking: MNC has not encountered any false neutral point of the day, which is not always the case with all double shifters. effect already tested.  

Verdict: on target, the Gex 1000 !  

Suzuki is back in the lead with its GSX-R1000 after being left behind for a long time by ever more sophisticated rivals. Its strong motor temperament and dynamic progression are frankly convincing, while its fine electronic management squarely commands admiration: the Suzuki, in version R, is on par with the top Superbikes in this area. A hell of a feat insofar as it was starting almost from zero !  

Sporty - 2017 Suzuki GSX-R1000R test: the beauty of the Gex - GSX-R 1000 test page 2 - Dynamics: hellish engine, devilish electronics

In terms of faults, MNC only points to slight – but sensitive – vibrations felt at the limit of 7500 rpm, as well as a general correct finish but nothing more: the welds on the ordinary rear frame of square section and the engine screws. are any, while the water pump and its hoses are exposed to view under the left crankcase. Forgivable on the base version at € 15,999, but a little less on the GSX-R1000R at € 18,999.

An adjustable and disconnecting ABS would also have been welcome on a motorcycle of this caliber, especially on the "R" version, as would braided brake hoses. Similarly, more aesthetic daring would have better valued the total break marked by this model, as Yamaha did for example by completely redesigning its R1 in 2015. We also cry, in another register, the withdrawal of the GSX-R600 and 750 in Europe (lack of ABS and compatibility with Euro4) the very year of the launch of this exciting upgrade of the brand’s hypersportive flagship…

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *