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2015 will be the year of Suzuki’s return to MotoGP, but we will have to wait for a redesign of the GSX-R 1000. Despite undeniable qualities, the big Gex shows the weight of the years. To console themselves and hang on a little, Suzuki installs ABS as standard to reinforce the efficiency of the Brembo monobloc calipers (appeared in 2012). In the operation, Hamamatsu’s hypersport takes 2 small kilos. Not enough to scare the block of 188 horses, always copious and exploitable, even if it returns a good ten nags to the queens of the segment. Still the S-DMS system to choose between 3 injection maps but no traction control yet. However, the new GSX-S 1000 and the big V-Strom are equipped with electronic crutches monitoring the ardor digested by the rear wheel. Suzuki’s policy is sometimes confusing.
This year, the 1000 Gex sports a new copy-paste colorway on that of the MotoGP machine. A replica of the most beautiful effect, with suave scents of paddock and performance. Our Belgian friends had a taste of it with a 600 GSX-R MotoGP edition. That will be all for this year, the 1000 GSX-R continuing to rely on the L2-> L4 * generation..
* Formerly redesigned in 2009, the GSX-R 1000, like most of its Japanese girlfriends, was in great 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. In 2012, the sportswoman of Hamamatsu evolved but with timidity. From bow to stern, you will have no trouble distinguishing the L2 -> L5 (Suzuki codes its vintages by a combination of letters and numbers: K for 200 + the last number of the year, Lx for 201x, L5 for 2015).
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 nevertheless 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; and resumed with anti-blocking.
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 2012/2015 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.
According to Suz, the gas evacuation scheme (a single pot, clear stilling chamber, revised pipes) made it possible to smooth the hole between 6,000 and 7,000 rev / min 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.
The changes were more profound 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. 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 brake calipers. Like all 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 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 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..
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Replaces
1000 GSX-R 2014
Model marketed in
2012
2013
2014
2015
2016
Performances
-
Max speed:
about 300 km / h
The technical aspect
Suzuki 1000 GSX-R 2015
- 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: 205 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
Yamaha YZF-R1 1000 2015
Aprilia 1000 RSV4 RR 2015
Honda CBR 1000 RR Fireblade 2015
KTM 1190 RC8 R 2015
Ducati 1299 Panigale 2015
Kawasaki ZX-10R 1000 2015
Gallery
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