This is the 2010 Suzuki GSX-R1000Z
Suzuki is producing a limited edition GSX-R1000 to celebrate the sportbike’s
25th anniversary.
The 25th Anniversary Edition Suzuki GSX-R1000 comes in a special Metallic Mat
Titanium Silver and Pearl Mirage White color. The familiar red R logo is instead
colored yellow and the words “25th Anniversary Edition” appear on the mufflers
and in the striping on the front and rear rims.
Otherwise, the anniversary bike is the same as the newly updated 2009 GSX-R,
with its updated engine, multi-reflector headlight. Only 1,000 units will be
produced, each bearing a serial number plate on the yoke.
Bike Review
If I were to ask you how many
totally-new, completely-changed Suzuki GSX-R1000s have been released since the
bike took the world by storm in 2001, what would you say? Three? Maybe four?
This is what I would have guessed, as Suzuki’s flagship model has seen some
drastic updates along the way and Suzuki’s PR team has done one heck of a job
spinning those changes into the perception of an “all-new” bike. But, in fact,
the correct answer is… zero. Yep, zero! Until now, that is…
For the first time in eight years the Suzuki GSX-R1000 is truly all-new. There
have been changes along the way, some quite significant, but not until ’09 does
the literbike see a full-machine update – including a new engine, which was one
of the major areas where the previous generation GSX-Rs only saw tweaks along
the way. In fact, the original GSX-R1000 engine was essentially a hopped-up,
bored and stroked GSX-R750 powerplant.
Considering the magnitude of all these changes, we have been chomping at the bit
to swing a leg over the Gixxer 1K since we first saw photos of it nearly eight
months ago. To say this first taste has been long and eagerly awaited would be
an understatement.
When ‘All-New’ Really Means ‘All-New’ (Tech Talk…)
2009 Suzuki GSX-R1000. Totally updated, but is it good enough to be the best in
class?Starting from the inside out, this Suzuki sportbike features the first
totally new engine a GSX-R1000 has seen since its inception. A different
lubrication system pumps oil through the center of the crankshaft now and
directly to the connecting rod journals. Called a crankshaft-end lubrication
system, it’s the first of its kind for any four-cylinder production Suzuki.
Changing the bore and stroke to 74.5 mm x 57.3 mm as opposed to 73.4 mm x 59.0
mm makes for a more over-squared design. It’s worth nothing that some of the
competition is even more over-square still.
Forged-aluminum-alloy pistons feature a new design to match the shorter stroke
engine and due to the bigger bore are 1.1 mm larger in diameter. A different
design also aids in bumping up the compression ratio from 12.5:1 to 12.8:1.
Don’t think racing technology plays much of a role in sportbike deign? Think
again… Prime example is the cylinder head. Suzuki enlarged the head
construction, solely to provide more metal for their Superbike teams to work
with when shaping the ports. Minor changes to the valve diameter (intake and
exhaust up 1 mm) pushes in more air to be mixed with the fuel, while a
redesigned camshaft allows for shorter valve stems and reduced weight. Valves
remain titanium both intake and exhaust but now use two springs instead of one
to keep up with the high demands of the engine.
Where the old crankcase was comprised of three pieces the new is now two –
reducing weight – and has been totally reshaped, relocating its three shafts:
crankshaft, countershaft and driveshaft. It is now a stacked design with the
countershaft above the driveshaft, which as a result can be moved closer to the
crankshaft – think of it if as a triangle shape. This has allowed Suzuki to
shorten the engine some 60mm. As for the transmission housed inside, the primary
and secondary reduction ratios are revised to better suit the added power.
Massive updates, including an all-new engine, highlight the 2009 GSX-R1000.
Clutch actuation has been changed from hydraulic to cable to reduce weight and
aid in rider feedback, especially at slow speeds. It features the same capable
slipper unit inside, though with a few minor tweaks to smooth out operation.
Once again Superbike racing breeds street technology, thus the case of the
tranny width is much smaller. Case in point: the updated trapezoidal set up
radiator. The shape allows a reduction of 16.3mm in core-width and overall
weight reduction while still providing better cooling. The oil cooler follows
the same idea and shape as the new radiator, dissipating heat more effectively
to keep up with the added hp.
Suzuki’s good ol’ SRAD (Suzuki Ram Air-Direct) is still in play, with the intake
sizes increased and more centralized (in race trim optional 10mm shorter
air-funnels are available). This feeds an airbox that has been lightened as
well. A host of titanium was used to propel spent gasses via a new exhaust
system. Called SAES (Suzuki Advanced Exhaust System), the system sheds 400 grams
from the previous set up, with dual exit canisters. A servo-controlled butterfly
is said to optimize back pressure for added power. Compared to last year’s
massive dual-exit units it’s a real improvement.
Controlling all this power is the A-B-C modes of the Suzuki Drive Mode Selector
system, now a toggle conveniently located by the rider’s left thumb. Once again
A as the default and provides the most power. B softens power response up to 50%
throttle opening and C chokes it down the entire way up the rev range. Love it
or hate it, it looks like the S-DMS here to stay. An updated ECU sheds 30 grams
and is said to be tuned for more “rider friendliness.”
Still with me here? Time for the chassis… The twin-spar frame has been resized
and made smaller, giving the GSX-R a 10mm shorter wheelbase. Although due to the
far more compact engine, the swingarm is now all-new and 33mm longer to aid in
corner-exit traction. Despite its added length, by using thinner wall-thickness
aluminum in key areas Suzuki was able to shed some 500 grams from its weight.
Wheels are also lighter (180 grams front and 230 grams rear dispatched), while
out back it now runs a 190/50 series tire as opposed to the 190/55 on the
previous model.
Willow Springs played host to the '09 Suzuki GSX-R intro.Stopping the ‘Zuki are
new monobloc front calipers. Made from cast-aluminum-alloy they increase
rigidity by nearly 25% while shaving off yet more weight. Combined with lighter
310mm front disks the entire brake system dropped some 560 grams. New
“lower-expansion” brake lines aim to increase feel and feedback. It’s the same
story out back, with a redesigned caliper reducing unsprung heft a further 290
grams. You may think all these small weight savings as trivial, but added
together they equate to a noticeably lighter machine.
But the big story comes as a result of totally new suspension front and rear.
For the first time on a production 1000, Showa’s BPF (Big Piston Fork) makes an
appearance. Once again pulling technology directly from racing, where this
differs from a cartridge-type fork is by using a much larger diameter main
piston (39.6mm vs. 20mm in last year’s unit). The increased piston surface area
greatly reduces initial dive under braking or hard load and facilitates
smoother, more controlled action, especially in the initial part of the stroke.
The 43mm inner fork tubes have a carbonized titanium coating aimed at reducing
stiction as well. Rebound and compression valving adjustment screws sit in small
recesses atop each fork cap, while spring preload adjustment is handled at the
bottom of the fork leg assembly. The BPF system is also a much simpler design
and in turn some 720 grams lighter than the previous version.
Out back an updated shock features high- and low-speed compression damping as
well as rebound and spring preload. It’s smaller in size and some 300 grams
lighter. New linkage makes for a more progressive leverage ratio to accommodate
a wide variety of riding. This allows it to feel softer initially while
progressively getting stiffer. Not the most ideal on the racetrack, but great on
the road.
Styling judgment is always in the eye of the beholder, so I’ll let you gather
your own opinions. Technically, though, they reduced the number of visible
screws while also increasing aerodynamics and going for a much more angular
appearance. The stacked headlight design remains, though tweaked to fit the
sharper lines of the machine, but the rear taillights are all-new and feature an
LED combination lamp set-up with built-in turn signals. Up front new mirrors
once again house blinkers inside of them for a sleeker look.
More composed at lean? Check.
An updated instrument cluster provides what is almost an overload of
information, including a three-stage shift-light, lap timer, gear position
indicator, A-B-C mode display, plus digital speedo and analog tach, along with
several other standard functions. Suzuki left no stone unturned in this regard.
Other changes include the movement of the A-B-C mode selector to the underside
of the left clip-on, while in its old place on the right side is a toggle that
allows the rider to scroll through a host of options – trip meter, lap timer,
etc. – without having to reach up to the dash while riding. As I said before, it
really is all-new. Available in three color options – Blue/White, Black/Silver,
Black/Maroon – retail price for the GSX-R will be $12,899. This puts it slightly
higher than the other liter-class machines, but by only a few hundred bucks.
When ‘Riding’ Really Means ‘Riding’
Seems kind of late in the year for a First Ride, right? This initial test was
delayed, as I’m sure many of you already know, due to a host of unreleased
reasons. Credible sources say some issues arose in the bike’s final production
testing and caused a slow release of the GSX-R - though Suzuki is notorious for
being last to market with their new machines, so it may just be due to their
existing production cycle. Mat Mladin and the Yoshimura crew have had to ride
their ’08 bikes in the first three rounds of the American Superbike series as a
result; not like it’s stopped him from winning. Don’t fret through, as the first
batch is hitting dealers now and Mladin and crew look set to dominate even more
with the new machine.
The Suzuki GSX-R1000 is available in three new colors for 2009.But the real
question is, how does it perform in stock trim? Willow Springs played host to
the Suzuki intro, allowing us plenty of room (or so we thought – see sidebar) to
extend the GSX-R’s legs and see what the Giggy 1 is all about.
Besides the obvious styling changes and physically smaller size (we’ll touch
more on that later), the first thing one notices upon unleashing the blue and
white beast is … well, how much of a beast it really is. The sheer ferocity of
which it melts the pavement under the rear tire is mind-numbing. Distance is
dissipated at the speed of light, the rider doing everything possible to keep
the front end on the ground in the first three gears while attempting to twist
the throttle as far as one’s bravado will allow. Once clicked into fourth, this
task becomes easier, at least on most current 1000cc machines it does... As for
the Suzuki, it gives the term fourth-gear-wheelie a whole new meaning.
Where the beauty truly lies, though, is how easily applicable the horsepower is.
Spot-on fuel injection and seamless delivery give an instant and direct
connection with the rear tire. Twist the right grip and it feels as if you are
physically spinning the rear tire with your own hand. This proved vital
considering the power of the GSX-R far exceeds the grip levels of the
street-bred rear tire when pushed hard at the racetrack. Yet, this instantaneous
connection makes sliding predictable and easy to control, even if it is quite
frequent.
The OE production Bridgestone tires are designed just for the GSX-R1000 and are
surprisingly good on the racetrack.
Backtracking a few steps, when we first tossed a leg over the Suzuki it was
impossible not to notice how much smaller and lighter it felt between our legs.
While the overall width may be the same, the tank and frame have been slimmed
down, making for a much improved rider interface. The old bike was no doubt a
bit of a porker and the new one has addressed some of these issues, mainly
downsizing those massive twin exhausts. That alone gives the perception of a
much smaller machine.
Once underway, the updated ergonomics with adjustable footpeg positions makes
for what I would call a “nice place to be.” You may sit slightly more on top of
this bike compared to the last, but as opposed to the competition you still sit
much more “in” the machine. This gives a feeling of security and confidence as
you feel locked in and ready to handle the loads of power.
Handling, and more specifically initial turn-in, was always one of the areas
where the old boy suffered slightly compared to some of the extremely agile
competition. The reduced weight (claimed 6 pounds) and updated riding position
help to close the gap, though it’s still a bit heavy to initiate lean. The
trade-off is superior stability, and combined with the sublime BPF front end, it
makes for a one of the most planted literclass machines yours truly has ever had
the pleasure of throwing a knee on the ground in anger with.
And while we’re on the subject, let’s talk about that BPF front end. Never have
we sampled an OE front fork as competent or as responsive to change. Well,
besides the Kawasaki ZX-6R fork, though it’s the same Showa BPF design. Two
clicks of compression or rebound equals seven or eight clicks on a conventional
unit, making for a much wider range of adjustment. This truly is the first fork
a production machine has come stock with that would need nothing done to it to
go racing. Make sure the sag is set and the spring-rate is correct and you’re
ready to rock ‘n’ roll. Same can be said with the three-way adjustable rear
shock, barring you are a professional- or expert-level rider. For the average
club racer, the GSX-Rs suspension is more than up to the task of just about
anything one can throw its way. Impressive? Undoubtedly.
Could the Suzuki GSX-R1000 be the new Liter-Class horsepower King? We're not
betting against it!Keeping things inline during corner entry is essentially the
same slipper clutch as before, and just as before it works very well. Better, in
fact, as the cable actuation system gives the rider a far sharper connection to
the machine than the previous hydraulic unit. There’s still some back-torque
when downshifting from high rpm, though we like this as it helps slow the bike
down and settle the chassis. However, it isn’t like the monobloc brakes need
much help as they provide loads of power and a decent amount of feel. Only
complaint we had was the traditional Suzuki lever-growth syndrome. Be sure to
adjust the lever slightly further in than where you would like as once up to
speed and heat is in the system the level pushes out roughly one position.
The electronic steering damper carries over from last year and self-adjusts
based on speed to allow lighter slow-speed steering and more control as the pace
quickens. Also, a plus is the GSX-R’s wind protection. It has always been one of
the easiest to get tucked in and behind the bubble. The new design is no
different.
As for styling, I will say it’s the best looking GSX-R1000 to date, but compared
to the competition, no Suzuki would win a beauty pageant – in my opinion. But we
all know it’s what’s on the inside that counts, and no doubt the 2009 GSX-R1000
is the best performing GSX-R ever made. Suzuki’s flagship model has undoubtedly
raised the bar for the rest of the Suzuki GSX-R range to follow. But the real
question is, how does it stack up against its fellow superbikes?
Stay tuned for our Superbike Smackdown. We’ll find out how the Suzuki GSX-R1000
fares against the 1K class of ‘09 to see if it is the new benchmark or merely a
mark on the bench!
NOTE:
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to their articles being placed on Motorcycle Specs, it will be removed upon
request. Any correction or more info on these bikes will kindly be
appreciated.
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