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.
The latest-generation GSX-R1000 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.
Put simply -this is the most powerful, hardest-accelerating, best-handling, cleanest-running production GSX-R ever built.
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The GSX-R1000 now features the same bi-directional quickshift system, previously only available as a genuine accessory, as standard fitment.
The advanced system allows the rider to smoothly upshift and downshift without the need for using the clutch or throttle. The shift linkage can also be easily set for ‘reverse-pattern’ for GP-style shifting on the racetrack.
Shod with Bridgestone’s latest BATTLAX Racing Street RS11 tyres, featuring improved wear resistance and high cornering performance.
The GSX-R1000R is equipped with the latest SHOWA BFFⓇ (Balance Free Front) forks and SHOWA BFRCⓇ lite (Balance Free Rear Cushion lite) rear shock, bi-directional quickshifter, racing launch control, cornering ABS, stainless steel front brake lines, adjustable swingarm pivot position (racetrack use only), LED position lights, a lightweight battery and a unique black LCD instrument panel display letting you know you’re sitting aboard something truly special.
The latest-generation 999.8cm3 in-line four cylinder, DOHC, liquid-cooled engine, is the most powerful, hardest accelerating GSX-R engine ever built. Producing 148.6kW (202ps) @13,200rpm with 117.6Nm of torque @10,800rpm. The design target was simple “Increase top end power without sacrificing low and mid range output” to achieve this Suzuki engineers had to employ advanced MotoGP derived technologies known as the Broad Power System.
The Suzuki Racing VVT (SR-VVT), Suzuki Exhaust Tuning-Alpha (SET-A) and Suzuki Top Feed Injector (S-TFI) systems combine to make the Broad Power System, the engineering goal was to increase high-rpm performance without reducing low and mid-range performance. The results of this system is strong, linear power and enhanced acceleration throughout the rpm range.
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,boosting high-rpm power.
Each header balance tube features a servo-operated SET-A butterfly valve. The SET-A valve in each header balance tube remains closed to enhance lower-rpm and mid-range power, then opens to increase volume and reduce back pressure to add significant power at higher rpm.
The ride-by-wire throttle bodies each feature a single butterfly valve and each cylinder is fed by two ultra-fine 10-hole injectors. The primary injector operates at all times. A second injector in the top of the airbox and operates at higher rpm.
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.
A racing-type bi-directional quick shift system, allows the rider to up-shift and downshift without using the clutch or the throttle.
Launch control system makes it easier for a racer to get a good start in competition by automatically limiting engine rpm and optimising torque delivery while the rider holds the throttle wide open and concentrates on releasing the clutch lever.
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 twisty roads, or in urban settings, or in traffic, or on straight and open highways.
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 than previous.
An 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.
BFRC® lite rear shock absorber balances (equalises) oil pressure above and below the solid internal piston as it moves. It’s a difference that the rider can feel on the street and on the racetrack, with riders reporting better feel and drive grip that allowed them to initiate drive sooner and accelerate out of racetrack corners harder.
Equipped with the latest SHOWA BFF forks, developed for racing use provide more consistent damping and enhanced performance, increasing cornering traction by delivering smoother, more controlled travel and doing a better job of dealing with pavement imperfections.
The Motion Track Brake System works with the IMU (Inertial Measurement Unit) to constantly monitor vehicle movement in 6-directions along 3-axes, Pitch, Roll and Yaw. Using IMU input, the system reduces rear-wheel lift during very hard braking on the racetrack. On the premium R-model the system also optimises brake pressure when the motorcycle is leaning during cornering.
Brembo radial-mount, monoblock front brake calipers each have four 32mm pistons and work with a radial-pump, 19mm master cylinder.
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 R Model is equipped with stainless steel brake lines for increased stopping performance.
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