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Like most of the hypersports park, the GSX-R 1000 patiently awaits 2015 and the evolution of the Superbike world championship to get a new treatment. Thus, in 2014, the new colors will be the only witnesses of a new vintage. But let’s not spit too much in the soup, because the Gex remains a sports car with great potential. Formerly redesigned in 2009, the GSX-R 1000, like most of its Japanese friends, was in dire need of an upgrade. European competition is growing harsh, and Japan seems to have fallen asleep on its laurels … Unless the crisis has calmed the ardor of the rising sun too much.
However, 2012 saw the renewal of 75% of Japanese hypersports. But let’s be honest, not enough to shake up the segment. The Yamaha R1 gained some electronics, the CBR 1000 slightly changed its silhouette; Will the new version of the GSX-R 1000 make more noise, more outrage, more enthusiasm to take a new course towards madness? ?
Don’t count on it. Hamamatsu’s sportswoman evolves but with timidity. From bow to stern, you will have no trouble distinguishing this L4 (Suzuki codes its vintages by a combination of letters and numbers: K for 200 + the last number of the year, Lx for 201x, L4 for 2014 ).
Because, it is the same. Obviously, the design office has closed, and there is only one intern left to take care of the colors. The latter still discussed one evening with a technician, and the result ends with a thinning of 2 kilos, mainly thanks to the removal of an exhaust silencer. If only he was handsome, that would console us…
Let us leave the aesthetic considerations, always subject to debates and passions. Under the dress, it is a bit agitated. No new engine, no enriched uranium crankshaft, but a good dose of elbow grease to improve torque and mid-range uptime. The engine manufacturers worked on a compression ratio increased to 12.9 to 1 (+0.1), new pistons lighter by 11%, revised camshafts, a reprogramming of the ECU box. With that, the GSX-R 1000 2012/2014 announces a drop in consumption of 8% and more power. In fact, this remains almost identical; the work of the engine manufacturers mainly consisted in making it more available.
The new gas evacuation scheme (a single pot, cleared stilling chamber, revised pipes) made it possible, according to Suz, to smooth the hole between 6,000 and 7,000 rpm during revs. But as far as electronics are concerned, the Gex retains its S-DMS and its 3 engine power modes … and that’s it. No racing ABS or traction control.
The evolutions are deeper for the chassis. Or rather, for the front axle. It is only him who goes through the change box but it is not done halfway. Suzuki has pretty much thrown it away and only the rim is left of the old one. The fork is now Showa’s big piston model: the BPF. The little sisters 600 and 750 have adopted it for a year already, Honda and Kawa have also chosen it. On the braking side, it is 130 grams lost and increased efficiency thanks to thinner discs of 0.5 mm but especially the action of the new brake calipers. Like the smaller Gexs, the 1000 gained one-piece Brembo calipers. From the big top to the gear level, however badly supported by a set of standard hoses; an association bordering on scandalous. When will the Japanese accept that a sports car must be fitted with aviation hoses as standard?!? All it takes is a set of adequate hoses and a master cylinder from the same source as the calipers to propel the GSX-R 1000 to the pinnacle of trapper braking..
As shy in its evolution as other Japanese hypersports, the Suzuki 1000 GSX-R relies on its glory to extend its career. Queen of endurance, it has also established itself as the benchmark of the category of the previous decade. This new version extends its momentum while European competition has already given the boost. It still has an excellent competitive base, which many amateurs and professionals alike know how to appreciate. Financially, the absence of electronic debauchery and the minimum evolution make it possible to offer one of the most attractive prices in the category, 2,000 to 3,000 euros lower than the references in the segment. Ultimately, she stays in the game, whereas she was ahead not so long ago.
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Opinion
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Replaces
1000 GSX-R 2013
Model marketed in
2012
2013
2014
2015
2016
Performances
-
Max speed:
about 300 km / h
The technical aspect
Suzuki 1000 GSX-R 2014
- Frame
- Frame: perimeter aluminum
- Tank: 17.5 liters
- Seat height: 810 mm
- Length: 2,045 mm
- Width: 705 mm
- Height: 1130 mm
- Wheelbase: 1,405 mm
- Weight in running order: 203 kg
- Train before
- Telehydraulic inverted fork Ø 45 mm, deb: 120 mm
- 2 discs Ø 310 mm, Brembo monobloc 4 piston radial calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock absorber, deb: 130 mm
- 1 disc Ø 220mm, 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) -
185
ch
at 11,500 rpm -
11.90 mkg
at 10,000 rpm - Compression: 12.9: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
BMW S 1000 RR 2014
Yamaha YZF-R1 1000 2014
Erik Buell Racing 1190 RX 2014
Kawasaki ZX-10R 1000 2014
KTM 1190 RC8 R 2014
Ducati 1199 Panigale 2014
MV-Agusta F4 1000 Corsa Corta 2014
Honda CBR 1000 RR Fireblade 2014
Gallery
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