The GSXR1000 was a monster engine that dwarfed the class’s leading liter bikes in terms of mileage, but was not as agile as its rivals at the time. Yamaha’s revamped R1, which came out in 02, was based on an interpretation of the original ball-reversed R1 and Honda’s sharp which had the best handling of any litre bike at the time. Building on the K1, a revised chassis and body, and a revised and more powerful engine, the K3 and 4 tried to sharpen the wheel and improve, or at least improve, the handling of the R1.
With more power, more torque and less weight, the K3 is a great, flickering beast that can keep up with its roar. Ultra-capable track rockets that work as well on the road as you would imagine. The Suzuki GSX-R1000 is the king of the 1000cc class, with power as sparkling, obscene, indecent and intoxicating as ever, with throttle pedals in every gear and two top speeds.
But Suzuki integrated this design approach with a dedicated team of talented engine, suspension, electronics, and aerodynamics engineers who worked together to produce an outstanding sports bike. In short, Suzuki has developed a new generation of the GSX-R1000 that offers an unsurpassed combination of reliability, durability, ease of use, overall performance and outstanding racing potential – a package that works for road racers, whether they are trackday drivers, amateurs or professional racers.
Suzuki has upgraded its GSX-R 1000 with to reclaim what it calls the “king of the sports bike crown.”. This follows on from the last revision that took place just a few years ago and adds significant features, most of which can be found under the hood in the electronics suite. Coupled with optimizations on the frame, fine-tuned driving characteristics, cornering ABS and features such as variable valve control, the engine takes over the previous generation.
This means a strong mid-range impact from the mill, decent performance at high speeds and handling adapted to the handling. Suzuki stumbled upon the right bore / stroke ratio for the engine and managed to combine it with a balanced chassis. All in all, Suzuki has turned a streetworthy road bike into nothing less than a technological showcase on two wheels.
But a few years later, emissions regulations began to tighten in earnest, and heavy-duty machinery became a technical compromise. The idea spawned an episode of CTCP, and it’s a 25-minute video, but we had the opportunity to dig a little deeper and talk about the features we’ve been following and the sacrifices we’ve made in choosing the bike.
Compared to the previous generation of the GSX R1000, the engine angle of the GSX-R1000R rotates six degrees backwards. This enables the frame to be narrowed by 20 mm and the aluminium swingarm to be extended by 40 mm, which means a 10 percent reduction in frame mass.
The use of titanium exhaust tailpipes (the connecting pipe of model K1 is black and of polished titanium of model K2) and an inner silencer made the 1000 exhaust system 1.8 kg lighter than the 750.
For braking, the Suzuki GSX-R1000 has a braking system with twin discs. The front brakes are supplemented by 240 mm disc brakes with Nissin single piston calipers, ensuring that the driver is in control at each stop. For its dry weight, the GSXR 1000 is equipped with a range of four four-stroke engines.
Many motorcycle journalists and owners who have driven the K5 and the GSX-R1000 know this and claim that this engine is the largest conventional 1-litre four-cylinder engine ever. Despite the uneven combustion order of the engines of other motorcycles that vibrate, this engine performs well, smoothly and reliably at engine speed and emits no screams in the exhaust.
Arun Kumar 