|Also called||Gixxer, GSXR|
The Suzuki GSX-R1000 is a sport bike from Suzuki's GSX-R series of motorcycles. It was introduced in 2001 to replace the GSX-R1100 and is powered by a liquid-cooled 988 cc (60.3 cu in) inline four-cylinder, four-stroke engine.
2001 (K1, K2)
For 2001, Suzuki introduced a new GSX-R model that replaced the largest and most powerful model of the GSX-R series sportbike, the GSX-R1100, with the all-new GSX-R1000. As the model name revealed, the engine's cylinder displacement was roughly 1,000 cc (61 cu in), about 100 cc smaller than its predecessor. The GSX-R1000 was not just an enlarged version of the GSX-R750, although it shared many features with its little brother. The mainframe is the same in both models, but the material used on the big brother was .5 mm (0.020 in) thicker. Suzuki claimed the torsional rigidity of the frame had increased 10% in comparison with the GSX-R750.
The GSX-R1000 engine was a redesigned GSX-R750 engine. The R1000 had a 1 mm (0.04 in) bigger bore and 13 mm (0.51 in) longer stroke, newly designed pistons with lower crown, and gear-driven counter balancer. The engine weighed 130 lb (59 kg) which was slightly heavier than the 750 engine but 31 lb (14 kg) lighter than the engine of the GSX1300R. The performance of the engine is a peak of 160 bhp (119 kW) at 9,500 rpm, as measured on the crank and 143 hp (107 kW), when measured on the rear wheel with small variations between different instances of the same model. The redline is set at 12,000 rpm. The maximum torque of the engine is 80 ft⋅lbf (108 N⋅m) at 8,000 rpm. Combined with a total (dry) weight of 374 lb (170 kg) this gives the GSX-R1000 a top speed of 173 mph (278 km/h), a 1/4 mile time of 10.1 seconds at 141.7 mph (228.0 km/h), and a 0 to 100 km/h (62 mph) time of 3 seconds.
Using titanium for the exhaust downpipe (K1 model link pipe is black, K2 model link pipe is polished titanium) and the inside of the silencer, enabled the 1000s exhaust system to become 4 lb (1.8 kg) lighter than that of the 750. Titanium was also used in the front fork (titanium-nitride) to coat the stanchions. An exhaust tuning valve had been mounted inside the exhaust pipe. Using a servo the system dynamically adjusted the exhaust backpressure, according to engine speed, throttle position, and gear selection for increased torque, lower emissions, and decreased noise—the (stock) exhaust noise of the GSX-R1000 is notably lower than that of the GSX-R600.
The 2001 model carried over to 2002 with minimal changes. 2002 introduced i.a. modifications to the fuel pump, clutch, front axle, torque link, mirrors, and luggage hooks. The manual fast-idle was replaced with a computer operated implementation (the "STV servo"). New colors, and new GSXR stickers.
2003 (K3, K4)
After the GSX-R1000 had been three years on the roads and race tracks, Suzuki put out a new version of the model in late September 2002. Suzuki engineers had been working on the three things that made a fast bike faster; weight, power, and handling. The 2003 year's GSX-R1000 was improved in all three counts. It weighed less, had more power/torque, and handled better.
The physical dimensions of the bike were almost identical to the previous year's model. The seat height and the overall height were somewhat lower but the geometry of the bike was exactly the same as before. The already rigid aluminum alloy frame was newly designed and enforced with internal ribs, also there was an updated headlight and tail fairing. The frame, as well as the wheels, were now coated black.
The front brakes were also new. Suzuki decided to drop the six-piston calipers. The new radially mounted four-piston calipers weigh 30 grams less and grip smaller 300 mm (11.8 in) discs that save another 300 g (11 oz). Though smaller, Suzuki claimed that the new brakes provide better stopping and turn-in performance.
The headlights of the 2003 year's GSX-R1000 were mounted vertically to enable the ram-air intakes in the front to be placed 20 mm (0.79 in) nearer the bike's centerline. The new design was very much inspired by the look of the Hayabusa. The instruments were also redesigned.
The cylinder displacement of the engine remained the same 988 cc (60.3 cu in), but more power/torque and better throttle response had been achieved by adding four ventilation holes between the cylinders to equalize crankcase pressure beneath the pistons, moving the air intake nearer to the centerline and upgrading the engine management system from a 16-bit to a 32-bit ECU. The entire exhaust system was now made of titanium to save an additional 1.32 lb (0.60 kg) and the tail light was replaced with LEDs.
The 2003 model carried over to 2004 without any significant improvements.
2005 (K5, K6)
The 2005 model year GSX-R1000 had a redesigned engine and chassis. It had 4.4 lb (2.0 kg) lower weight than the previous model and the engine had an 11 cc (0.67 cu in) larger piston displacement. It had a totally new frame reducing the total length of the bike by 1.6 in (41 mm) but reducing its wheelbase only 0.02 in (0.51 mm). There were new brakes with radial mounted calipers and 310 mm (12.2 in) discs at the front. The new titanium silencer (catalytic in Europe) was said to be designed to reduce turbulence to minimum. This model weighs in at a mere 365 lbs dry, putting it towards the top of the power-to-weight ratio charts. This weight reduction came at a cost of durability issues with the 2005-2006 models experiencing frame cracking.
The 2005 model has a tested wet weight of 444 lb (201 kg). Power output is tested at 147.3 hp (109.8 kW) and peak torque is 75.4 ft⋅lbf (102.2 N⋅m) both at the rear wheel. Also in 2005 Suzuki used a single "S" logo on the tank on all models instead of The brand's full name
The 2005 model carried over to 2006 without any significant improvements other than a few appearance changes. The 2006 model had a measured top speed of 178 mph (286 km/h).
2007 (K7, K8)
On September 22, 2006, Suzuki revealed a significantly updated GSX-R1000 for 2007 at the Paris motor show. The new bike gained 14 lb (6.4 kg) over the 2006 model which was due to its new exhaust system and new emissions regulations. To counter this weight increase, Suzuki claimed improved aerodynamics along with a faster revving engine and larger throttle body. Although not a completely new model, the engine and chassis have been updated. It also featured three different engine mapping configurations, selectable via two buttons located on the right handlebar. One up, and one down arrow to cycle between Mode A (unrestricted), Mode B (reduced power until 50% throttle is applied), and Mode C (reduced power throughout the rpm regardless of throttle application). It also received a hydraulic clutch.
The 2007 model carried over to 2008 without any significant improvements.
The 2017 model, introduced to reporters at EICMA in late 2016, had a significantly redesigned engine the first since the last engine update on the 2009 model. This new engine has a higher RPM limit and no balancer shaft to quell vibration, also a mechanical variable valve timing used for ten years by Suzuki in MotoGP and drive by wire throttle. This model is the first to get the addition of traction control with a (IMU) inertial measuring unit measuring yaw, roll and pitch also all lighting is now LED. Another first for any GSX-R is the use of a fuel gauge on this model. Along with the new 2017 GSX-R1000 model, Suzuki has also released an up spec model GSX-R1000R; this R model comes with a Motion Track Brake System, Bi-directional quick shifter and launch control. Also on the R model, as reported by Sport Rider, are the same Showa Balance Free Front (BFF) fork and Balance Free Rear Cushion (BFRC Lite) shock that come standard on the 2016 Kawasaki ZX-10R. Specifications are 202 horsepower at 13,200 rpm (claimed), 157.2 (rear wheel), 86 lb-ft torque at 10,000 rpm (claimed) and 76.3 lb⋅ft (103.4 N⋅m) (rear wheel); 76.0 mm x 55.1 mm bore x stroke, and 13.2:1 compression ratio.
4-stroke, liquid-cooled, 4-cylinder, DOHC
|Bore × stroke||73.0 mm × 59.0 mm (2.87 in × 2.32 in)||73.4 mm × 59.0 mm (2.89 in × 2.32 in)||74.5 mm × 57.3 mm (2.93 in × 2.26 in)||76.0 mm × 55.1 mm (2.99 in × 2.17 in)|
|Fuel system||Fuel injection with Ride-by-Wire throttle bodies|
|Ignition||Electronic ignition (transistorized)|
|Max Power (rear wheel)||103.7 kW (139.0 hp)||113.6 kW (152.3 hp)||109.8 kW (147.3 hp)||117.2 kW (157.2 hp)||116.5 kW (156.2 hp)||116.9 kW (156.8 hp)||138 kW (185 hp)|
|Max Torque (rear wheel)||102.2 N⋅m (75.4 lb⋅ft)||105.9 N⋅m (78.1 lb⋅ft)||102.2 N⋅m (75.4 lb⋅ft)||103.2 N⋅m (76.1 lb⋅ft)||103.7 N⋅m (76.5 lb⋅ft)||104.3 N⋅m (76.9 lb⋅ft)||117.0 N⋅m (86.3 lb⋅ft)|
|Max speed||173 mph (278 km/h)||178 mph (286 km/h)|
|Transmission||6-speed, constant-mesh sequential manual||6-speed, constant-mesh sequential manual, back-torque limiting clutch|
|Final drive||530 chain, 110 links, 17T / 42T||530 chain, 110 links, 17T / 43T||530 chain, 114 links, 17T / 42T||525 chain, 120 links, 17T / 45T|
|Front suspension||Kayaba 43 mm (1.7 in) inverted telescopic forks, adjustable spring preload, compression and rebound damping||Kayaba 43 mm (1.7 in) inverted telescopic forks with DLC coating, adjustable spring preload, compression and rebound damping||Inverted telescopic forks, fully adjustable spring preload, compression and rebound damping||Inverted telescopic forks, fully adjustable spring preload, high & low speed compression and rebound damping||Showa Big Piston Fork|
Inverted telescopic forks, fully adjustable spring preload, high & low speed compression and rebound damping
|Rear suspension||Link type, gas/oil damped, fully adjustable spring preload, compression and rebound damping||Link type, oil damped, adjustable spring preload, compression and rebound damping||Link type, gas/oil-damped, fully adjustable spring preload, compression and rebound damping||Link type, gas/oil-damped, fully adjustable spring preload, high & low speed compression and rebound damping||Link type, gas/oil-damped, fully adjustable spring preload, high & low speed compression and rebound damping||Showa link type, gas/oil-damped, fully adjustable spring preload, high & low speed compression and rebound damping|
|Front wheel||17M/C × MT3.50|
|Rear wheel||17M/C × MT6.00|
|Front tire||120/70 ZR17 55W||120/70 ZR17 58W|
|Rear tire||190/50 ZR17 73W||190/55 ZR17 73W|
|Front brake||Dual 320 mm semi-floating discs;
Tokico 6-piston calipers
|Dual 300 mm semi-floating discs;
Tokico 4-piston radial mounted calipers
|Dual 310 mm semi-floating discs;
Tokico 4-piston radial mounted calipers
|Dual 310 mm semi-floating discs;
Tokico 4-piston monoblock radial mounted calipers
|Dual 310 mm floating discs;
Brembo 4-piston radial mounted calipers
|Dual 320 mm floating discs;|
Brembo 4-piston radial mounted calipers and ABS
|Rear brake||Single 220 mm disc;
Tokico dual piston caliper
|Single 220 mm disc;
Tokico pin-slide single piston caliper
|Single 220 mm disc;
Tokico pin-slide single piston caliper
|Single 220 mm disc;|
Nissin 1-piston and ABS
|Wheelbase||1,410 mm (55.5 in)||1,405 mm (55.3 in)||1,415 mm (55.7 in)||1,405 mm (55.3 in)||1,420 mm (56 in)|
|Overall Length||2,045 mm (80.5 in)||2,070 mm (81.5 in)||2,030 mm (79.9 in)||2,045 mm (80.5 in)||2,075 mm (81.7 in)|
|Overall Width||715 mm (28.1 in)||710 mm (28.0 in)||720 mm (28.3 in)||710 mm (28.0 in)||705 mm (27.8 in)|
|Overall Height||1,135 mm (44.7 in)||1,145 mm (45.1 in)||1,130 mm (44.5 in)||1,145 mm (45.1 in)|
|Seat Height||830 mm (33 in)||820 mm (32 in)||810 mm (32 in)||810 mm (32 in)||825 mm (32.5 in)|
|Ground Clearance||130 mm (5.1 in)||125 mm (4.9 in)||120 mm (4.7 in)||130 mm (5.1 in)|
|Curb Weight||197 kg (435 lb)||201 kg (443 lb)||199 kg (439 lb)||208 kg (458 lb)||209 kg (460 lb)||203 kg (448 lb)||202 kg (445 lb)|
|Fuel tank capacity||18 L (4.0 imp gal; 4.8 US gal)||17.5 L (3.8 imp gal; 4.6 US gal)||16 L (3.5 imp gal; 4.2 US gal)|
Troy Corser won the 2005 Superbike World Championship season, and Alessandro Polita won the 2006 FIM Superstock 1000 Cup season. The bike was used by Yukio Kagayama and Kousuke Akiyoshi to win the Suzuka 8 Hours endurance race in 2007, with Kazuki Tokudome and Nobuatsu Aoki doing the same in 2009.
- "Performance Index '10" (PDF), Motorcycle Consumer News, Bowtie Magazines, 2010, archived from the original (PDF) on 2010-02-15, retrieved 2010-01-03
- Dyno charts from Street Bike
- Motorcycledaily review from Motorcycle daily
- Parker, James (August 12, 2016). "The Weight Barrier of Motorcycles". Motorcyclist. Retrieved October 4, 2016.
- Motorcycle performance data from Motorcyclist Online
- Kevin Cameron (November 2016), "2017 Suzuki GSX-R1000 and GSX-R1000R Superbike technical preview", Cycle World
- Adams, Bradley (May 2017), "2017 SUZUKI GSX-R 1000R", Cycle World, pp. 36–41
- Canet, Don (November 2017), "ANSWERING THE R QUESTION", Cycle World, pp. 44–50
- Wealey, Papa (October 4, 2016), "2017 Suzuki GSX-R1000", Ride Apart
- Adams, Bradley (November 17, 2015), "2017 Suzuki GSX-R1000 first look", Sport Rider
- Suzuki (2007). "Suzuki GSX-R1000". Archived from the original on November 26, 2007.
- 2009 GSX-R1000 Review by motorcycle.com
- "Sportbike Weights and Measurements". Sport Rider. August 23, 2011. Retrieved June 15, 2016.
- "2012 Literbikes on the Dyno". Sport Rider. July 26, 2012. Retrieved June 15, 2016.
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