Suzuki GSX-R 1000

Recently named Sport Rider Magazine's 2001 "Bike of the Year", the GSX-R1000 has proven itself to be the class leader in open-class sportbike performance. For 2002 the GSX-R1000 now features two new paint schemes, including a stunning new red and black combination, new bolt-on bungee hooks, and a sharp new polished stainless steel exhaust. Building on the impressive and award-winning technology of the GSX-R750, the GSX-R1000 combines a powerful 988cc 4-stroke, 4-cylinder liquid-cooled motor, strong and lightweight chassis all wrapped in an aerodynamic and aggressively designed package.

The GSX-R1000's 988cc 4-stroke, 4-cylinder, 16-valve liquid-cooled engine is similar to the GSX-R750, but with an increase in bore and stroke. The GSX-R1000 crankcase, crank journals and clutch are wider to accommodate the larger displacement. The engine also features wider transmission gears, an oil cooler system and a compact counterbalancer mounted ahead of the crankshaft. Suzuki's Dual Throttle Valve System (SDTV) fuel injection system assures the rider smooth and precise throttle control thanks to the step-motor control mounted directly to the throttle bodies.

The GSX-R1000's unique 4-into-2-into-1 exhaust system features titanium, stainless steel and aluminum construction to reduce weight and the digitally-controlled Suzuki Exhaust Tuning (SET) system. The SET system utilizes a servo motor-controlled butterfly valve which closes in low RPM situations creating increased back pressure and low end torque while also reducing exhaust noise. As RPM increases the valve progressively opens to reduce back pressure and increase mid-to-high range power.

The chassis of the GSX-R1000 is built to the same basic design of the GSX-R750, but balanced to match the increased engine size, weight and power delivery. The aluminum alloy twin-spar frame is 0.5 mm thicker for increased strength with two engine mounts on each spar in comparison to the 750 with two on the left and one on the right. Rake angle and trail remain unchanged from the 750, as well as the handlebar, footpeg and seating position. A fully adjustable 43 mm inverted KYB fork with titanium nitride coated stanchion tubes handle suspension duties up front, accompanied by a fully adjustable aluminum-bodied shock absorber at the rear. Front brake calipers are staggered-diameter six-piston units combined with lightweight 17-inch wheels, and radial tires front and rear. Aerodynamic bodywork with ram air inlets along with a one-piece headlight design and compact digital instrument cluster complete the GSX-R1000.

The guys at the UK's SuperBike magazine recently took Suzuki's new GSX-R 1000, Honda's CBR 929 Fireblade, Yamaha's R1 and Kawasaki's ZX-9R to the Almeria circuit in Spain followed by some road miles around Europe to see how they perform in the real world.

SuperBike magazine have kindly allowed us to reproduce some of the test, which featured in their March issue. Go buy the magazine for the full story and lots of silly photos.

They scored each area of the bikes by percentage.

ZX-9R, 4^th - "There is no doubt the ZX-9R is out of its depth in these waters. It is a big, heavy, comfortable sportsbike that is more at home being a high speed cruiser rather than a cutting-edge weapon. It does everything well but does not blow the skirt up like the others can. Kawasaki have been well and truly left behind in the hyper-sports stakes; they no longer have anything to bring to the party, which is a great shame. If race development is anything to go by, one could be forgiven for thinking they have simply given up."

R1, 3^rd - "I feel guilty awarding the oh-so-sexy R1 the bronze medal. It's still stunning to look at and can boast the smoothest, creamiest motor in the business. But it bothers me that no two R1s ever feel the same. Some feel faster than others, some have suspect gearboxes, and some handle dreadfully. The R1 loses out on high speed stability, particularly on bumpy B-roads where the front end wriggles and twitches while the Honda or Suzuki would digest lumps and bumps with ease. Time has come for Yamaha to up their game."

Fireblade, 2^nd - "I feel that the Blade is as good a package as the Suzuki, but clearly with a 60cc and major performance deficit. The handling is sharp, it will easily out-brake its rivals and has by far the best riding position. Does the Blade really need a one-litre motor to be a better bike? I think not. It is a finely balanced machine in every respect, certainly the easiest to get on and ride hard straight away. In fact, I'd wager that 90% of trackday riders would put their fastest laps on the Honda rather than the R1 or GSX-R. Let down by dull styling - should look more special."

GSX-R 1000, 1^st - "I don't think any of us were fully prepared for the Grade-A kicking that the Suzuki was about to administer to its rivals. But Suzuki have gone and given us a devastating package of weight, power and handling that slaughters the opposition. It doesn't just beat the R1 in every department, it utterly murders it. This bike is closer to perfection than any four-cylinder bike yet made, with improvements only (arguably) necessary in the braking department. The GSX-R is the new boss by a mile. And that is bloody impressive."

The overall conclusion was called the 'Final Analysis' - We have summarized that here:

"Let's try to sit quietly back and put things into perspective. "The new GSX-R 1000 is quite clearly the absolute winner of this 1000cc Mega test. 

"It is the fastest, it is the best-handling, it looks stunning and has simply moved the whole game on another 20%, which is all good and natural. "But it doesn't just win.

"The GSX-R is as civil as it is stupidly fast, and it doesn't intimidate or make you feel stupid as a rider. Just makes you feel bloody fast. Never thought that I would ride a Japanese production bike that made an R1 feel crude and underpowered, but that's what the GSX-R 1000 does. Second place is a tough one to call. The R1 has the engine, and the Fireblade has the chassis. The R1 has styling and sex appeal, the Fireblade has incredible brakes and fuel injection. The R1 will tankslap if provoked, the Fireblade will not.

"The Fireblade was faster in a straight line and over the quarter mile than the R1, it was quicker at the track and on the road.

"The Blade is a big-mileage expert, however. It won our Sportsbike of the Year 2000 test for that very reason - the R1 is only good for Sunday blasts by comparison.

"How good a bike looks is every bit as important as how good it goes, and the R1 looks the part. It also has another 60cc and considerable midrange power advantage over the Honda, but the suspension is second-rate after the Fireblade's excellent Showa set-up, and the way the Honda turns and deals with bumps makes the Yamaha look bloody stupid.

"Which leaves us with the ZX-9R languishing in last place. Something very serious is going on at Kawasaki - we haven't seen a stoating model from them for years now.

"The GSX-R 1000 has arrived. Welcome to the next level."

Source: UK Superbike