Suzuki GSX-R 1000

For 2005, Suzuki set out to make its sports flagship smaller, lighter and more powerful than the previous K4 version. By shaving a millimeter here and a gram there overall weight has been reduced two kilograms to a svelte 166kg. The footpegs are lower and further forwards but lean angle isn't compromised because they've been moved inwards 17mm.

The handlebars are slightly narrower, higher and further back, the back of the fuel tank is narrower (although it still holds 18 Litres ) and the seat height has been lowered by a significant 20mm to 810mm. The effect is to reduce seat-to-handlebar reach by 40mm without cramping the rider's legs, making the bike feel considerably more compact than its predecessor.

The liquid-cooled, four-cylinder engine has gained 11cc (to 999cc) and turns over an extra 1000 times a minute – thanks to titanium valves - to deliver a claimed 133kW at 11000rpm with 118Nm available at 9000 revs.

It drives through a back torque-limiting "slipper" clutch and a six-speed gearbox. I can't tell you much about the clutch because I used it exactly once – pulling out of the pits lane – but the gearbox is well up to Suzuki's usual slick standards.  It seemed very positive – if a little vocal – changing up at low revs as I felt my way round for the first few laps but as the revs built up its action became lighter and quicker. Full-throttle upshifts on the back straight were lightning-fast and almost imperceptible.

First gear is high – possibly too high for comfortable road riding but perfect for getting off the start line in a hurry - and the top five ratios are very close together; you can actually use everything from second to sixth on a hot lap. Simply closing the throttle and banging the lever down at the end of the straight was an act of faith the first time but the action is light and the bike never even twitched. All sports bikes should be like this – especially big singles and twins with lots of engine braking.

As I settled into the bike I began using more revs; the power comes on strongly from about 7000rpm and there is serious Warp Factor available above 9000. From there, through the power peak and on to well past 12000rpm, it pulls hard enough to unfocus your vision and push you back in the saddle – with very little perceptible vibration.

Acceleration through the gears is literally breathtaking; depending on how you apply the throttle you can light up the rear tyre or loft the front wheel at will – that's how controllable the engine's power delivery is. Building a hard-revving big bike with big horsepower numbers is easy – making that power both accessible and usable is more difficult but Suzuki has certainly got it right on this one.

Not all straight lines
At the end of a straight you have to brake. The new Suzuki has (almost) all the right credentials: radial mount four-pot callipers and GP-style master cylinder – but still connected by cheap rubber hose rather than braided stainless-steel stuff.  Japanese bean-counters never cease to amaze me. Nevertheless, they work superbly; the big Tokico callipers drag the bike down hard enough to make the front Bridgestone grumble audibly in protest using only two fingers and the direct action of the master cylinder is incredibly linear.

The harder you squeeze the harder you stop. The front suspension retains its composure under this pressure; the 43mm Kayaba upside-downies with black, diamond-like coating are adjustable for preload, compression and rebound damping but in my limited time on the bike I was unable to experiment with the settings. As delivered by the factory their action is a little harsh but the front wheel remains planted and you can brake deep into the corners; the superbly modulated throttle lets you move straight from trailing to positive throttle so you can power out as hard as you like – or dare!  The rear monoshock also felt a little choppy in the beginning but as my confidence level - and cornering speeds – rose it seemed to settle down. It remained taut and stiff, however, and could induce rear wheel patter under harsh acceleration on bumpy surfaces.

On tiptoe
The set-up felt a little tentative – almost as if the bike were on tiptoes – at low speeds but the harder I rode it the better it handled. The suspension settings would probably need to be softened to make it comfortable on the street – which would then make it a bit wiggly on hard cornering. This is a focused sports machine, not an all-rounder.

Its masses – including the rider – are well centered and the bike flicks smartly from side to side; the steering is superbly accurate and surprisingly light despite the factory-fitted damper across the forks, hidden inside the fairing.

Yet it's surprisingly stable; the K5 refused to shake its head under acceleration and held its line like it was on rails at any cornering speeds I could achieve.  Thanks to the lowered footpegs the seating position is not as extreme as I expected and once I got used to the bike I was quite comfortable, although my forearms did get a little pumped up at first.

Taut styling
The tautly styled fairing works better than its small frontal area would suggest and the triangular screen is higher than usual for a bike of this type; I could actually see the instruments - hooray! These consist of a beautiful analogue rev-counter, red-lined at 13 500rpm, and a big shift light that never came on while I was riding the bike despite revving it almost into the red a couple of times.

There's also the usual multipurpose LCD screen telling you everything from how fast you are going to what gear you're in, coolant temperature, tank range, tripmeter - the works. It's remarkable for its clarity and ease of use.

Source Motoring.co.za

New Features

Engine

Larger displacement 998.6cc 4-stroke, 4-cylinder, liquid-cooled engine for increased power, torque and acceleration - includes several features to reduce friction and reciprocating mass

Improved electronic fuel injection system features the Suzuki Dual Throttle Valve System (SDTV) - maintains optimum air velocity in the intake tract for smooth low-to-mid rpm throttle response and high torque output - includes Auto Fast Idle System (AFIS)

Compact double-barrel throttle body design with larger 52mm bores for improved power, plus narrower pitch between outer and inner bores - allows use of narrower airbox, fuel tank and bodywork to provide more room for rider's knees/elbows

Twin injectors per throttle body for improved throttle response and acceleration - primary injector operates under all conditions while secondary injector operates under high rpm/heavy load conditions to further increase engine output

New cylinder head features larger 30mm intake and 24mm exhaust ports, plus smaller combustion chamber and higher 12.5 :1 compression ratio for high power output

New Titanium intake and exhaust valves with larger 4.5mm stems for increased strength - valves are lighter overall permitting a 1000 rpm higher engine redline

Lighter weight forged pistons featuring chrome-nitride coated upper compression and oil control rings to reduce friction and improve sealing

New reinforced crankshaft and chrome-moly connecting rods, plus recalibrated balancer shaft for dependable high rpm operation

Back-torque limiting clutch allows smoother downshifts, plus new rack and pinion operating system provides more positive clutch feel

Closer transmission gear ratios for improved acceleration, plus redesigned shift forks for smoother shifting

Larger trapezoidal-shaped radiator improves cooling capacity 17% without increasing frontal area, plus new compact cooling fan design further improves efficiency - system includes high-capacity radiator-type oil cooler

New Suzuki Advanced Exhaust System (SAES) - all titanium system designed and positioned to keep mass low and close to the centerline of the machine, plus decrease drag and increase cornering bank angle

Suzuki Exhaust Tuning System (SET) regulates exhaust pressure waves to suit running conditions and maintain optimum engine torque

ECM-controlled PAIR (Pulsed-AIR) system - operation based on throttle position and engine rpm to reduce HC, CO and NOx emissions

New-design generator is more compact and supplies power to a lighter and shorter maintenance-free battery - ECM is also narrower and shorter for weight reduction

New Chassis
More compact overall chassis dimensions including shorter reach from seat to handlebars, lower footpegs, shorter/narrower fuel tank, 20mm lower seat height - all designed for improved rider comfort and mobility

New wind-tunnel-developed bodywork with reshaped vertical headlights, repositioned ram-air ducts, plus turn signals integrated with mirrors and tail-section - reduces frontal area by 4% and drag by 5%

Bright 55/65W headlight and reshaped taillight with new clear external lens

Redesigned instrument cluster features an analog tach with rpm indicator, digital speedometer and new gear indicator - also includes LCD odometer-tripmeters, coolant temp., clock and EFI diagnostics

All-new lightweight aluminum frame with combination cast and extruded spar construction for precisely calculated rigidity - frame design concentrates engine mass more toward the center of the machine for improved handling

Braced aluminum swingarm is lighter weight with improved rigidity - right side arm is shaped to tuck in the exhaust for improved cornering clearance

Fully adjustable 43mm inverted fork features Diamond Like Carbon (DLC) coated stanchion tubes to reduce friction and improve response - includes cross-mounted steering damper

Fully adjustable piggy-back shock absorber with more linear rate linkage system for improved suspension response and feedback

Radial-mount four-piston front brake calipers with larger 310mm rotors and new radial-mount master cylinder for improved lever feel and feedback

Bridgestone radial tires mounted on new cast aluminum wheels featuring redesigned, thinner spokes with optimized wall thickness to reduce unsprung weight