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Efficiency before style. This could be how we could present this new GSX-R 1000. The queen of the track will not offer a stylistic revolution for 2009; in his bowels, that’s another story.
After its major change in 2005, the dress of the Gex is now progressing by small alterations, just enough to refine the evolution, but not enough to cause astonishment. The eye finds its bearings, then we approach to overcome the plot and understand why the features are lost in curves on the silhouette. Let’s face it right away: in profile, the 1000 hardly seems to have changed. The drawing is however more tortured, forcing the gaze towards the escapements with the appropriately modified drawing. They are still 2, now with a shape that is both softer and more racing, singularly reminiscent of the Yoshimura or Micron productions..
The biggest changes will be seen from the front and back, with a nice influence from the recent 600 and 750 GSX-R. The posterior gains in personality, in threat, in manga influence. The crown of the fork was very complicated, too, with a 750 optics soaked in mutagen. It’s worked, it’s sophisticated, it’s crowded, it lacks a bit of harmony, but you have to admit that it looks good.
Design will always be a matter of taste. Trackers and athletes will be much more sensitive to technical developments. This is where the real GSX-R begins. And that’s the engine that interests us right now. He evolved ? No, he’s completely changed.
At Hammamatsu, we started from scratch, with 3 priority objectives: compact, strengthen, facilitate. In the first case, there is no picture: the 4-cylinder 999 cc is 6 cm – 59.6 mm shorter exactly between the crankshaft axis and the primary driveshaft. They redesigned everything, which led to the change of crankcases, cylinders, crankshaft, pistons…. for an engine that has become even more super-square. The sides go from 73.4 x 59 mm to 74.5 x 57.3 mm. The valves also grow, by 1 mm. The intake ones go to 31mm, and 25mm for the exhaust. Wait, I haven’t finished. The compression ratio also gains, from 12.5: 1 to 12.8: 1. Special mention for the red zone, still pushed back to its limits, at 14,000 rpm. A real diet of 7 and a half ….
What power in the end? Suzuki had whetted our appetites by claiming that this boiler would be the most powerful of the 1000 on the market. Almost … the ZX-10 R still holds the record for 3 horsepower. But the GSX-R can boast of a hell of a big breath with 185 thoroughbreds in the boiler.
Who says evolution says weight hunting. The 1000 had taken some recently, rising to 172 kg dry over the 2007-2008 vintages. Remember all this. The Gex picked up speed, picking up grams wherever possible: 16 fewer screws to secure the engine and presto, 657 grams more. Another 200 g on the starter, a cable for the clutch instead of a hydraulic control, 410 g on the front brake calipers, 720 g on the fork…. And our super tracker now has 167 kg dry. Almost equivalent in weight to the K5 model, the lightest in the GSX-R 1000 series. Equivalent also, the wheelbase. It loses 10mm to display 1405mm, one of the lowest values in the category. Combined with the minimum weight and a column angle of 23 ° 8, the Gex should be particularly agile. Side traction, no news on an electronic control as rumor claimed, but a new very long swingarm of 577 mm (+33 mm). Suz takes the opportunity to also review the frame, more compact.
I was telling you about the fork earlier. Lighter and more competitive, it features a new presentation of the compression and rebound settings at the top of the tubes; hop – only one screwdriver for the settings ….
The painting is also getting a makeover. Classier, the instrumentation is equipped with a larger digital window, better presented indications, more shiny lights, and an elegant aluminum frame to enhance the tachometer (as if 14,000 revs are not was not enough).
That is ! The race for the absolute does not seem to want to stop. We are now rapidly approaching a full tank weight / horsepower ratio of 1, whereas we reached a dry weight / horsepower ratio of 1 just 4 years ago. The flagship of hyper-sportiness, the new GSX-R 1000 takes it one step further, as the competition barely manages to rise to its level. Well, it is indeed necessary: it must be said that the Gex only wins the vast majority of the championships, the Superbike has escaped it a bit this year. The 2009 vintage seems ready for one thing: to knock out anything that moves. Starting with your wallet. Like the girlfriends (except the kawa), the Suz has crossed the 14,000 euro mark. And even if it is displayed at 1000 euros as the new “cross-plane” R1, the latter is so dangerous that the GSX-R will not sleep with peace of mind..
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Replaces
GSX-R 1000 2009
Model marketed in
2009
2010
2011
Performances
-
Max speed:
300 km / h
The technical aspect
Suzuki GSX-R 1000 2010
- Frame
- Frame: perimeter double aluminum beam
- Tank: 17.5 liters
- Seat height: 810 mm
- Length: 2,045 mm
- Wheelbase: 1,405 mm
- Dry weight: 167 kg
- Weight in running order: 203 kg
- Train before
- inverted tele-hydraulic fork Ø 43 mm, deb: 125 mm
- front brake 2 discs Ø 310 mm, 4 piston monobloc radial calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed
- by chain
- Rear axle
- single shock absorber, deb: 130 mm
- rear brake 1 disc Ø 220 mm, 1 piston caliper
- Rear wheel:
190/50
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- Injection Ø 44 mm
- 2 ACT
- 4 valves per cylinder
-
999 cc
(74.5 x 57.3 mm mm) -
185
ch
at 12,000 rpm -
12 mkg
at 10,000 rpm - Weight ratio /
power
: 0.90
kg / hp - Compression: 12.8: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Honda CBR 1000 RR Fireblade 2010
Aprilia RSV4R 1000 2010
Kawasaki ZX-10R 1000 2010
Yamaha YZF-R1 1000 2010
BMW S 1000 RR 2010
Ducati 1198 2010
MV-Agusta F4 1000 R 2010
KTM 1190 RC8 R 2010
Bimota DB8 1198 2010
Gallery
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