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Since its release, since the kick in the c .. that it has generously given in the clan of hypersports, the Suzuki GSX-R 1000 is an essential motorcycle in the field of competition. Which does not mean that it has always been the gold standard. Because the competition has been able to go upstream and dominate it. It was high time for Suzuki to react, to design a new weapon, to shake up both the clock and the adversaries. A beautiful and essential mission for this 6th generation. And if the big Gex has never laughed with efficiency, this new hope has given itself something to be in the top of the category.
At the end of 2015, the brand announced the main lines of this sports car with the GSX-R Concept; a demonstration very close to the definitive interpretation. Indeed, there are very few differences with the production version. Identical design, ditto for technical strength, obvious threat, this teaser hinted at great potential.The Gex 1000 have rarely done in the spectacular design side; except maybe the K5-K6, with its forced air intake vents highlighted. This one is no exception to the rule, with tense but wise lines, a false face of Hayabusa with LED lights, turn signals leaving the mirrors, a very speedy line only sacked by a ‘egronorme’ pot and the Legally obligatory license plate holder. The Japanese have left it to the Italians to express grace. Here, we think performance above all, and the GSX-R 1000 knows that it has to convince again, more strongly than ever..
The first step in a long road to catch up is to find horses. Psychologically, and perhaps more so than in any other category, the tracker wants a missile with big watts. While waiting for the next level, the standard has stabilized at 200 horsepower. Suzuki wants to mark the occasion. Let’s not wait until the end of the lines to learn that a GSX-R 1000 is now producing 202 horsepower. A lot of progress! The 4-cylinder block gained 17 hp, with a relative penalty. The maximum power is perched much higher, at 13,500 revs instead of 11,500 revs. Same punishment for the couple, up slightly with 12 mkg but 800 additional trs to capture its maximum. Suz has always been able to offer engines brimming with vigor for its high-caliber models, and this Gex has enough to give other blocks in the category a sweat..
However, this engine is not that more powerful. He has other strengths. Suzuki took a serious look at him. With a technological solution that is rare in motorbikes: variable valve timing. Thus, the intake camshaft has a different profile depending on the speed. How? ‘Or’ What ? By a very ingenious little system borrowed from the MotoGP GSX-RR. A special bell attached to the ACT contains 12 balls circulating in oblique grooves. With centrifugal force, its balls are pushed towards the edge of the bell and thus shifts the cams. The VVT (Variable valve timing system) thus preserves power at low and medium speeds and then boosts power at high speeds. To save weight, the camshafts are hollow. And to avoid the panic of the valves in the towers, they are no longer actuated by pushrods but by latches..
These innovations are only part of the new specificities of this 4-cylinder. Equipped with new internal dimensions, 76 x 55.1 mm instead of 74.5 x 57.3 mm, it registers an increased displacement (999.1 -> 999.8 cm3), a compression ratio revised upwards (12.9 -> 13.2: 1), 1000 revs of additional speed (14,500 rpm), as well as new connecting rods, pistons and segments. And power is not his only priority, he also wants to participate in the general balance. It is 22.2 mm shorter, 6.6 mm narrower, and straightened by 6 °.
For a GSX-R, the technical chapter has a very special flavor. Every little improvement making it possible to grab the little thousandth that is missing. For example, there are new injectors with 10 holes. A first row placed under the butterflies works permanently, and the second placed in the air box sends the sauce only at high speed. Here, this air box, it has a say too. There are single ducts in the center for cylinders 2 and 3, and a variable system for cylinders 1 and 4. These two-stage ducts are activated depending on the speed. The air takes the longest path at low and mid-range to promote torque; above, air rushes in through the top and bottom of the ducts to promote power. With this distribution of the air intake, Suzuki intends to smooth as well as expand the usable power. The intake diameter takes the opportunity to increase from 44 to 46 mm.
On the side of the exhaust too, the breath is controlled. In addition to the traditional valve preceding the silencer, the new GSX-R implements valves in the junction tubes connecting the pipes of cylinders 1-4 and 2-3. This in order to balance the back pressures of the gases.
A few small details before another, more digital chapter. The clutch control is more flexible with the new anti-dribble clutch, the transmission chain adopts a pitch of 525 (530 before), the cooling efficiency is increased while loading 400 ml less + an oil cooler amended.
With its more powerful, more compact, more rev-hungry 4-cylinder, the 1000 GSX-R lines up head-on with the strongest of the pack. Every headlight in ambush, every hand itchy with performance now expects Suzuki’s response to on-board electronics. Like Honda with its CBR 1000 RR, Suz has waited a long time to integrate the latest driver assistance technologies. We were entitled to several maps with S-DMS, and ABS. But it takes a lot more now to sell. A hypersport of 200 nags without traction control today is heresy. So, in Hamamatsu, we went to the flea market and filled the caddy. Except that…
First put in an IMU. The Bosch inertial unit has been a tactical element recently, but damn interesting. It allows you to follow the movements of the motorcycle in 6 directions and on 3 axes, roll, pitch and yaw. And thus to transmit dynamic information allowing the electronics to improve its efficiency according to the movements of the motorcycle and its position in space..
Now install traction control. Suzuki TCS calculates the rotation of the wheels every 4 milliseconds and then intervenes according to the deviations and the setting chosen. There are 10 positions on the large Gex, with this graduation: from 1 to 4, it is more for the track; 5 to 8, when walking fast on the road; and we keep the 9th and 10th when the weather or the road is gloomy.
The S-DMS is still there, offering three injection maps. Each has the maximum power but distributes it differently. The A mode is the most direct, the B moderates the heat a little until mid-range, the C calms the power on the first two thirds of the curve.
For everyday life, we are entitled to two facilities located everywhere in the range, Low RPM Assist and Easy Start. The first adjusts the speed to avoid stalling when jumping or at low speed; the second takes care of starting after pressing the red button. Uh …. does this kind of goodies really have its place on a motorcycle requiring a strong experience? ?
On the other hand, a small revolution at Suz: in neutral, no need to tighten the clutch handle when you want to start..
For the Shifter (up & down) and the standing start assistant, you have to type in the more racing model, the GSX-R 1000 R. We moderately appreciate this dead end: it is not this kind of equipment that would have made you climb Note. And Suz can’t even catch up with the exclusive and tactical side of a shifter; even a BMW road or trail offers it.
When discovering the GSX-R 1000 Concept, we expected something seriously beefy on the chassis side, with the beautiful inverted fork with offset cartridges as an aperitif. Problem, this Showa BFF reserves its effectiveness for the R version.
Are we complaining? Not much. A lot of work has been done on the chassis to boost the GSX-R 1000. The aluminum frame takes on more compact dimensions, and gains 10% in weight. The new swingarm is advertised as stiffer, with a pivot axis moved 20mm forward. For the rear frame, a redesigned design saves another 1 kilo.
The suspensions, already tested on the previous generation and of an excellent level, are carried over to the new Gex. The 43mm inverted fork is a BPF big piston model from Showa. The rear shock absorber comes from the same supplier, and benefits from a new linkage to be more responsive.
When getting on board, but especially during the piloting phases, seasoned pilots will appreciate the efforts on the ergonomic side. Small things, but which can be appreciated. The tank, lower by 21 mm, has been redesigned to facilitate movement of the body. Aim, move, angle! It’s always nicer when you’re comfortable and pivoting more naturally. Open the throttle wide, let the speedometer panic for a while, then nab the brakes. Its effectiveness increases a notch. The discs go from 310 to 320 mm, and are fixed on the frets by a duo of fittings, half classic half T-drive. The calipers are still signed Brembo. Radial fixing, containing 4 pistons of 32 mm. ABS is standard, and thanks to the inertial unit, it is also active in bends. Track Motion reduces pressure when the bike is on an angle, and also acts on rear wheel lift when braking hard..
Originally, we can put big gas with the GSX-R 1000. Its new cast aluminum wheels are fitted with Bridgestone RS10.
New Gex, new dashboard. No more needle-operated tachometers, no more red rods wriggling hysterically. From now on, an alphanumeric tablet brings together all the information. Not very cheerful, no color apart from a little red lost at the end of the rpm … We are far from welcoming an R1, an RSV4-RR or a Panigale. However, all the information is there, with priority on the revs, the speed, the gear engaged, the S-DMS card chosen and the level of Traction Control. And from the previous cockpit, we have gained the display of the fuel level, the calculation of the consumption, the ambient temperature, a maintenance indicator and a frost indicator..
With this big evolution, the Suzuki GSX-R 1000 is full of power and the essential of electronic assistance. It lacks a few to be as well equipped as the girlfriends but there is already plenty to do – Choice of maps, traction control, ABS cornering, rear wheel lift control. As announced, this Gex is the most powerful ever produced. And benefits from a great weight / power ratio. There is clearly enough to continue the trophy harvest. But it looks like she left it to her sister GSX-R 1000 R to take over the circuit and the hearts of seasoned racers. For her, her mission will be content to be the most effective anywhere else..
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Replaces
GSX-R 1000 2016
Model marketed in
2017
2018
2019
2020
Performances
-
Max speed:
about 300 km / h
The technical aspect
Suzuki GSX-R 1000 2017
- Frame
- Frame: perimeter aluminum
- Tank: 16 liters
- Seat height: 825 mm
- Length: 2,075 mm
- Width: 705 mm
- Height: 1,145 mm
- Wheelbase: 1,420 mm
- Weight in running order: 202 kg
- Train before
- Telehydraulic inverted fork Ø 43 mm
- 2 discs Ø 320 mm, Brembo 4 piston radial calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- secondary by chain
- Rear axle
- Mono-shock absorber
- 1 disc Ø 220 mm, 1 piston caliper
- Rear wheel:
190/55
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: by water
- Injection Ø 46 mm
- 2 ACT, varia distribution
- 4 valves per cylinder
-
999.80 cc
(76 x 55.1 mm) -
202
ch
at 13,200 rpm -
12 mkg
at 10,800 rpm - Compression: 13.2: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Kawasaki ZX-10R 1000 2017
Yamaha YZF-R1 1000 2017
Aprilia 1000 RSV4 RR 2017
Ducati 1299 Panigale 2017
2017 Honda CBR 1000 RR Fireblade
BMW S 1000 RR 2017
MV-Agusta F4 1000 2017
Gallery
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