2017 ASBK Champion
It has been three decades and more than a million sold since the GSX-R line was born. A decade and a half since the first GSX-R1000 (K1) changed the open sportsbike class forever. Now, the 6th-generation GSX-R1000 is redefining the definition of “Superbike”. It embodies the life work and professional ambition of Suzuki engineers who are extremely passionate about the GSX-R brand and its place in motorcycle history. A team who love riding and racing, enthusiasts who were determined to restore the GSX-R1000 to its rightful place as top dog. Put simply -It is the most powerful, hardest-accelerating, cleanest-running GSX-R ever built.
The most powerful GSX-R ever
The all-new, 999.8cm3 in-line four cylinder, DOHC, liquid-cooled engine, is the most powerful, hardest accelerating, cleanest running GSX-R engine ever built. Producing 148.6kW (202ps) @13,200rpm with 117.6Nm of torque @10,800rpm, the new engine surpases the competition. The design target was simple "Increase top end power without sacraficing low and mid range output" to acheive this Suzuki engineers had to employ advanced MotoGP derived technologies known as the Broad Power System.
Suzuki Racing VVT
Exploiting the higher engine speed and increasing the high-rpm power without affecting lower and mid-rpm power presented a challenge. The valve timing typically needed for higher peak power also reduces mid-range and lower-rpm power, and vice versa. The answer came from the proprietary, proven Suzuki Racing VVT (SR-VVT) System developed for Moto GP racing. Unlike complicated variable valve timing systems used by other manufactures, the SR-VVT is simpler, more compact, lighter and more positive. The centrifugally operated system is built into the intake cam sprocket and an adjacent guide plate, using 12 steel balls and slanted grooves to rotate the sprocket and retard the intake valve timing at a pre-set rpm, adding significantly to high-rpm power.
Suzuki Racing Finger follower valve train
The new GSX-R1000 uses a valve train developed in MotoGP competition, using thinner-wall, hollow camshafts operating lighter, F1-style pivoting finger followers. Each finger follower is 6 grams lighter than a conventional bucket tappet (10 grams vs. 16 grams), and because each follower pivots on a fixed shaft, its moving mass is just 3 grams. The lighter moving mass allows maximum engine rpm and valve lift to be increased while improving valve response and maintaining accurate valve control. Each finger follower in the GSX-R1000 is designed based on the actual followers used in the GSX-RR MotoGP racebike, including a DLC coating to increase durability.
Suzuki Top Feed Injectors (S-TFI)
New, ride-by-wire downdraft throttle bodies are 19mm shorter, simpler, lighter and more compact than the previous model’s throttle bodies, with a larger bore (46mm versus 44mm). The new throttle bodies each have a single butterfly valve controlled by an advanced electronic engine management system, and each cylinder is fed by two ultra-fine-atomization 10-hole injectors. One injector is mounted at a steep angle in the throttle body itself and operates any time the engine is running. A second showerhead Injector―also known as a Top Feed Injector (TFI)―is mounted in the top of the airbox, directly over each throttle body velocity stack, and operates at higher rpm. The TFI showerhead injector delivers fuel in an optimised spray pattern designed to enhance combustion efficiency, throttle response and top-end power.
Suzuki Dual-Stage Intake (S-DSI)
The S-DSI system has dual-stage intake funnels for cylinders #1 and #4, and single-stage, conventional intake funnels for cylinders #2 and #3. Normally, shorter conventional intake funnels are better for high-rpm power while longer conventional intake funnels are better for low and mid-range power. Thanks to the physics of air flow, S-DSI intake funnels provide the best of both, acting like a longer intake funnel at low and mid rpm, and acting like a shorter intake funnel at higher rpm.
Suzuki Exhaust Tuning-Alpha (SET-A)
GSX-R1000 models have long used a servo-operated Suzuki Exhaust Tuning (SET) butterfly valve built into the mid- pipe to help maximize torque throughout the rpm range by adjusting back pressure based on engine rpm, throttle position and gear position. But the new GSX-R1000’s exhaust system improves on that idea with the addition of new Suzuki Exhaust Tuning-Alpha (SET-A) butterfly valves.
A header balance tube connects the head pipes for cylinders #1 and #4, and another header balance tube connects the head pipes for cylinders #2 and #3, a design feature that normally increases high-rpm power by reducing back pressure and adding volume, at the expense of mid-range and lower-rpm power. Suzuki engineers added two servo-operated SET-A butterfly valves, one in each header balance tube. The SET-A valve in each header balance tube remains closed to enhance lower-rpm and mid-range power, then opens to increase volume, reduce back pressure and work with pressure waves to add significant power at higher rpm.
Forged aluminium pistons
Each forged aluminium piston has short skirts and cutaway sides to reduce weight and friction, a DLC-coated wrist pin to reduce friction and a carefully shaped piston dome to increase compression while also enhancing combustion efficiency. The L-shaped upper compression ring is pushed out against the cylinder wall by combustion pressure, reducing blow-by and improving sealing. The oil control ring features a chrome-nitride coating, which is harder and smoother than conventional chrome plating, reducing friction, increasing durability, and also enhancing sealing.
The IMU-based advanced electronic management system is operated by a 32-bit dual processor ECM (Electronic Control Module). As the rider turns the handlebar twist grip, the ECM reads throttle position, crankshaft position and rpm, gear position, front and rear wheel speed, IMU position and exhaust oxygen content. The system then adjusts ignition timing, opens or closes the throttle valves, and adjusts the amount of injected fuel to work with the traction control system, maximise intake charge velocity, and produce more efficient and complete combustion. The result is effective traction control and more linear throttle response, along with more power, more torque and reduced emissions across the rpm range.
All-New Suzuki Drive Mode Selector (S-DMS)
Using the S-DMS switch on the left handlebar, the rider can select three different mapping and engine power delivery settings designed to match power delivery to various ambient conditions, such as riding on different racetracks, or on tight and twisty roads, or in urban settings, or in traffic, or on straight and open highways. The rider can change the power mode while riding, as long as the throttle is closed. Note: Full engine power is available in all three modes.
Inertial Measurement Unit (IMU)
The new GSX-R1000’s advanced electronic management system incorporates feedback from a Continental Inertial Measurement Unit (IMU) which tracks the motion and position of the motorcycle in 6-directions, along 3-axis, Pitch, Roll and Yaw. Monitoring these motorcycle motions in real time allows traction, braking and cornering control to be more precise and effective. The GSX-R1000’s IMU-based systems are a product of advanced engineering, developed in MotoGP competition.
Motion Track TCS (Traction Control System)
Suzuki’s advanced Motion Track TCS (Traction Control System) allows the rider to select 10 different levels of traction control intervention, depending upon road or racetrack conditions as well as personal preference and experience level. The power mode and level of TCS intervention can be changed while riding, as long as the throttle is closed. The Motion Track TCS continuously monitors front and rear wheel speed, throttle position, crankshaft position, gear position and motorcycle motion, and quickly reduces engine power output when a loss of traction is detected or predicted. Power output is controlled by managing ignition timing and throttle valve position.
10 Levels of Motion Track TCS Intervention
The rider can chose from 10 levels of Motion Track TCS intervention: Mode 1 is the minimum, Mode 10 is the maximum intervention level. Modes 1-4 are designed for racetrack riding; Modes 5-8 are designed for street riding; and Modes 9-10 are designed for slippery road conditions. Modes 1-4 allow some rear-wheel spin on the racetrack, for the experienced rider who prefers minimal electronic intervention. In Modes 5-8, the Motion Track TCS intervenes earlier than it does in Modes 1-4. Modes 9-10 are designed for slippery road conditions, and the system activates earlier than in other modes.
Motion Track Brake System
Both models are equipped with the new Motion Track Brake System, which works with the IMU (Inertial Measurement Unit). The IMU constantly monitors vehicle movement in 6-directions along 3-axes, Pitch, Roll and Yaw. Using IMU input, the Motion Track Brake System reduces rear-wheel lift during very hard braking on the racetrack, and is especially effective on downhill sections of track. On the GSX-R1000R model, the system also optimises brake pressure when the motorcycle is leaning
New Brembo Discs And Radial-Mount Calipers
New Brembo stainless steel brake discs are 10 mm larger in diameter, measuring 320mm. Each disc features a new hybrid mounting system using a 50/50 combination of 5 conventional spring loaded floating pin mounts and 5 Brembo T-drive floating mounts. The Brembo T-drive floating mounts are lighter yet have more contact area between the disc and inner carrier, requiring fewer mounts (10) than conventional mounts alone (12), minimising the weight gain from the larger discs. But T-drive mounts can also produce an audible rattle in certain conditions. Conventional spring-loaded pin mounts are slightly heavier and produce a smaller contact area, but are quieter. Using a combination of T-drive and pin mounts reduces rattle as well as requiring fewer mounting points.
The GSX-R1000’s Brembo radial-mount, monoblock front brake calipers each have four 32mm pistons and work with a radial-pump, 19mm master cylinder. The rear brake system uses a single-piston caliper and a 220mm disc. The end of the front brake lever is slotted to reduce the chance that wind pressure will induce brake drag at high speed.
Proven Showa Suspension
The standard GSX-R1000 model’s Showa BPF (Big Piston Front) forks out-perform the suspension fitted to the standard models sold by competitors. The design eliminates the internal cartridge assembly used in conventional forks and instead uses a larger piston riding against the inside wall of the inner fork tube itself. The design responds
well to small bumps with more effective compression damping, especially during hard braking on the racetrack. BPF forks feature adjustable rebound damping, compression damping and spring preload. The standard model’s Showa rear shock works with a progressive linkage and rebound damping and both high-speed and low-speed compression damping are adjustable, as are spring preload and rear ride height.
All-new and lighter aluminium chassis
The new GSX-R1000’s chassis is more compact and narrower than the previous model’s chassis. Suzuki engineers designed a new twin-spar aluminium perimeter frame that’s 20mm narrower at the widest point between the spars and weighs 10% less. It’s constructed of four sections, welded together. Two main spar sections are built up using inner castings and outer stampings to optimise torsional rigidity, and link the cast steering head/front engine hanger section to the cast rear section incorporating upper and lower rear engine mounts and swingarm pivot plates. The frame is 60mm wider and stronger at the rear engine mounts, reducing vibration. The upper rear shock mount is moved back by 48mm and down by 20mm, making room for a race team to install a modified fuel tank for longer-distance events. The new bolt-on rear subframe is now made of square aluminuim tubing, reducing weight by 38%
Racing inspired aluminium swingarm
A new aluminium swingarm is braced on both sides instead of on one, to improve weight and rigidity balance. It’s also 25mm longer from the pivot shaft to the rear-most axle position, improving cornering feel on the racetrack.
Suzuki Easy Start System
The dual processor ECM also runs a new one-touch Suzuki Easy Start system, and an idle-speed system, which improves cold starting, reduces cold-start emissions and stabilises engine idle under various conditions, based on coolant temperature. The convenient Suzuki Easy Start System automatically starts the engine with one touch of the starter button mounted in the switch module on the right handlebar; there’s no need to hold the button down until the engine fires. Thanks to the new system, the rider doesn’t have to pull the clutch lever in to start the engine, as long as the transmission is in neutral.
Low RPM Assist
Suzuki’s new Low RPM Assist system monitors and automatically adjusts engine rpm when taking off from a stop or riding slowly. The system makes it easier to pull away from a standstill or maneuver in heavy traffic or through a crowded car park.
The new GSX-R1000 has MotoGP-inspired, sleeker and more aerodynamic bodywork designed to improve handling and top speed on the racetrack.
The front fairing is 13mm narrower, and reshaped fairing ears are closer to the handlebars and produce better air flow around the rider’s hands and arms. The lower leading edge of the fairing nose directs air into new Suzuki Ram-Air Direct (SRAD) intake ducts, which have a smoother internal shape that increases the flow of pressurised air into the air cleaner box. The fairing radiator cowl projects forward on each side, directing more cooling air into the radiator itself. The shape of the front fender increases down force, smoothes the flow of cooling air into the radiator and increases the air reaching the front brake calipers. The bodywork has a more connected flow line from the fairing nose to the tail section. It has a smaller frontal projected area and smoother wind-tunnel-developed lines, reducing the coefficient of drag and also reducing lift at racetrack speeds. It’s lighter, producing less moment of inertia and less leverage on the center of gravity. And it directs the air flow to improve engine and brake cooling while also increasing down force, rider wind protection, and engine efficiency. Which means that besides looking great, the new bodywork also helps the GSX-R1000 run, turn, and stop on the racetrack.
GSX-R1000 ABS Media Reviewed
Australia's leading motorcycle journalists give their two-cents on the new GSX-R1000 ABS.
MA & Suzuki Exclusive Member Benefits
Suzuki and Motorcycling Australia have teamed up to offer MA Members & Officials a series of exclusive offers. As a token of appreciation for purchasing a new Suzuki Motorcycle before 31 March 2018, Suzuki Australia will cover the cost of your annual MA license fee. Find Out More
Suzuki Support Rider (SSR)
Racing is at the core of Suzuki. It is the thread that sews together Suzuki's heritage, the driving force that pushes product innovation, and the reason why countless riders have chosen to compete aboard Suzuki equipment. As Suzuki continues to define Australian racing, we are excited to announce the Suzuki Support Rider (SSR) Contingency program for 2018. Suzuki wants to give racers a real chance at being rewarded for their commitment and results by offering up to $900K in available contingency for National and State Motocross and Supercross, National and State Superbike and Supersport, Australian Off-Road Championship, Finke and Hattah desert races. Click Here to find out more.
- The crankshaft retains Suzuki’s Even Firing Order Engine legacy. Un-even firing order engines used in other motorcycles vibrate more while the GSX-R1000 makes good power at all engine speeds, runs smoother and reliably while emitting a screamer exhaust note.
- The short stroke engine has a 76.0 mm bore versus a 55.1mm stroke, yet is narrower than the prior generation GSX-R1000 thanks to effective design.
- The fresh-design engine has been rotated back and positioned in the frame to create optimal chassis dimensions for precise handling and to balance the motorcycle’s weight.
- Titanium valves, two 31.5mm intake and two 24mm exhaust valves, are used for each cylinder. The lighter valves respond well to the finger follower’s arms and permit a 14,500 RPM redline that helps produce very high peak horsepower.
- Suzuki Composite Electrochemical Material (SCEM) coated cylinders are integrated into the upper crankcase to reduce friction and improve heat transfer and durability.
- The high 13.2:1 compression ratio helps produce high horsepower. The cylinder head’s shallow combustion chamber minimize heat produced during operation.
- The EFI system uses Suzuki’s new Ride-by-Wire Electronic Throttle Bodies where the throttle valves are controlled by a servo motor for fast response to rider throttle grip input while delivering precise and smooth power delivery.
- The automatic Idle Speed Control (ISC) improves cold starting and stabilizes the engine idle regardless of engine temperature.
- New design Suzuki Ram Air Direct (SRAD) intake ducts are used to exponentially increase the volumetric flow of air amount coming in the air box as road speed increases.
- The 4-2-1 exhaust system with titanium muffler is designed to help the engine deliver a wide range of performance with an exciting rush up to redline. The titanium muffler has a pleasing appearance while creating an exciting, distinctive sound.
- The Suzuki Exhaust Tuning (SET) system valve in the mid-pipe helps control back-pressure and flow to the muffler to widen power delivery and reduce exhaust sounds without needing a larger silencer.
- The cooling system was designed using advanced analysis design so the coolant flows through the engine and radiator more efficiently. This design uses 400cc less coolant than the previous model, but the new system has better cooling efficiency while being more compact and lighter.
- The fairing lowers efficiently guide cooling air to the high-capacity curved radiator. Twin cooling fans ensure good cooling at lower road speeds.
- Additional heat is removed from the engine via the use of an air-cooled, radiator-style oil cooler mounted directly below the main radiator.
- The GSX-R1000’s new cassette-style, six-speed transmission uses ratios carefully selected for optimal acceleration and top speed. Like the Suzuki GSX-RR MotoGP bike, this transmission can be removed as a complete assembly from the side of the engine and features vertically staggered shafts to reduce overall engine length.
- The primary gear ratio is lower compared to the prior GSX-R1000 for stronger acceleration.
- A programmable shift light is on the main panel to provide a visual alert to the rider to shift when a certain engine RPM is reached.
- A new version of the Suzuki Clutch Assist System (SCAS) multi-plate, wet clutch is used. SCAS works like a slipper clutch during downshifts, while increasing pressure on the plates during acceleration. This smooths engine braking and lightens the clutch lever pull.
- To reduce weight, a new 525-size drive chain is used with a 45/17 final sprocket ratio that complement the larger, rear tire dimensions.
- Using lessons learning from Suzuki MotoGP chassis development, the engine angle of the GSX-R1000R was rotated backwards 6-degrees. This had the joint effect of reducing the distance of the fork to the centre of the chassis by 20mm and increase the swingarm length by 40mm. This increased chassis stability and improves aerodynamics
- The front brakes are complemented by a 240mm rear disc brake with a NISSIN single-piston caliper to help make sure you can have controlled stops.
- Unique to Suzuki, new lightweight six-spoke wheels reduce unsprung mass and have been designed to handle the braking and drive forces that a GSX-R1000 can create.
- The track-day ready Bridgestone RS10 low mass tires, with a new higher 55% profile in the back, are premium high-grip radials that achieve excellent handling and stability.
- The new SRAD intake ducts are positioned closer to the centre of the fairing nose, where air pressure is highest. The intake ducts are also larger, thanks to the compact LED headlight.
- The reasonable sport riding position is created by a carefully crafted relationship between the clip-on’s, footrests and seat. The top of the fuel tank is lowered 21mm to make it easier for the rider to tuck in on a racetrack straightaway.
- The seat height is an appropriate 825 mm and contributes the good rider interface that aids in guiding the motorcycle on the road or race track.
- The passenger seat can be removed and exchanged with an optional, colour-matched rear seat cowl.
- The shifter and rear brake pedal are adjustable in relationship to the footrests, and the hand controls are adjustable in relation to the grips. The front brake lever has a slot machined in the end to prevent wind pressure from applying the front brake.
- The new LED headlight is lightweight, bright and distinctive. This low-electric draw light has a narrow, stacked shape to allow the SRAD ducts at the nose of the fair access to the high pressure air created at higher speeds.
- LED Combination Tail & Brake Light has a very low electrical draw and the vertically stacked shape permits the tail section to be narrow for better air flow at the back of the motorcycle. License plate is also illuminated by an LED light.
- New poly-function Start/Stop Switch combines the engine stop and start functions. The switch is a fine complement to the Suzuki Easy Start system fitted to the GSX-R1000.