New Engine with MotoGP Design
The new engine revs higher and makes more peak horsepower, while maintaining excellent low-to-mid-range power and drive. It is a compact and lightweight inline four, DOHC with chain cam drive and four titanium valves per cylinder set at narrow angles, with a more over-square bore/stroke ratio, a higher redline and a higher compression ratio. The new engine has a bore and stroke of 76 mm x 55.1 mm with 999.8cc displacement. It uses a new valve train developed in MotoGP competition on the GSX-RR, using thinner-wall, hollow camshafts operating lighter, F1-style pivoting finger followers. The Suzuki Racing VVT (SR-VVT), Suzuki Exhaust Tuning-Alpha (SET-A), and Suzuki Top Feed Injector (S-TFI) systems combine to make the Broad Power System, increasing high-rpm performance without reducing low and mid-range performance. The result is strong, linear power and enhanced acceleration throughout the rpm range.
Suzuki Racing Variable Valve Timing (SR-VVT)
The Suzuki Racing VVT (SR-VVT), developed in MotoGP competition on the GSX-RR is unlike complicated systems used by other manufacturers, the SR-VVT system is simpler, more compact, and lighter. The system is built into the intake cam sprocket and an adjacent guide plate, using 12 steel balls positioned between slanted radial grooves in the intake cam sprocket and straight radial grooves in the guide plate attached directly to the camshaft. As centrifugal force moves the balls outward at high rpm, the offset grooves align, rotating the position of the cam sprocket on the camshaft and retarding intake cam timing, adding significantly to high-rpm power. The beauty of the SR-VVT system is in its compact simplicity, light weight, reliability and seamless operation. Centrifugal force is constantly produced when the engine is running, and is free in that it does not use power that could otherwise turn the rear wheel. For more than a decade, racers have not been able to feel when the system moved to change the valve timing. What they have been able to feel is a seamless, significant increase in high-rpm power, without sacrificing any low or mid-range. And the system is built into existing parts, takes up no extra room in the engine, with a minimal weight increase.
Suzuki Racing Finger Follower Valve Train
A new valve train developed in MotoGP competition. Each finger follower is 6 grams lighter than a conventional bucket tappet (10 grams vs. 16 grams), and because each follower pivots on a fixed shaft, its moving mass is just 3 grams. The lighter moving mass allows maximum engine rpm and valve lift to be increased while improving valve response and maintaining accurate valve control. Each finger follower in the GSX-R1000 is designed based on the actual followers used in the GSX-RR MotoGP race bike, including a DLC (Diamond-like Carbon) coating to increase durability.
Suzuki Exhaust Tuning-Alpha (SET-A)
The GSX-R1000’s 4-into-2-into-1 thin-wall stainless-steel Suzuki Advanced Exhaust System (S-AES) is also designed to increase high-rpm horsepower without reducing mid-range and lower-rpm power. GSX-R1000 models have long used a servo-operated Suzuki Exhaust Tuning (SET) butterfly valve built into the mid-pipe to help maximise torque throughout the rpm range by optimising back pressure based on engine rpm, throttle position and gear position. But the GSX-R1000’s exhaust system improves on that idea with the addition of new Suzuki Exhaust Tuning-Alpha (SET-A) butterfly valves . A header balance tube connects the head pipes for cylinders #1 and #4, and another header balance tube connects the head pipes for cylinders #2 and #3, a design feature that normally increases high-rpm power at the expense of mid-range and lower-rpm power. Suzuki engineers added a servo-operated SET-A butterfly valve in each header balance tube, which remains closed to enhance mid-range and low-rpm power, then opens at high rpm to add significant top-end power.
Suzuki Top Feed Injector (S-TFI)
The new throttle bodies are 19 mm shorter, simpler, lighter and more compact than the previous model’ s throttle bodies, with a larger bore (46 mm versus 44 mm). Each one has a single butterfly valve controlled by an advanced electronic engine management system, and each cylinder is fed by two ultra-fine-atomisation 10-hole injectors. One injector is mounted at a steep angle in the throttle body itself and operates any time the engine is running. A second showerhead injector—also known as a Top Feed Injector (TFI), is mounted in the top of the air cleaner box, directly over each throttle body’ s intake funnel (or velocity stack), and operates at higher rpm. The TFI showerhead injector delivers additional fuel in an improved spray pattern designed to enhance combustion efficiency, throttle response and top-end power.
An All New Chassis
The new GSX-R1000’s chassis is more compact and narrower. Suzuki engineers designed a new twin-spar aluminium perimeter frame that’s 20 mm narrower at the widest point between the spars and weighs 10% less. It’s constructed of four sections, welded together. Two main spar sections are built up using inner castings and outer stampings to optimise torsional rigidity. The new bolt-on rear subframe is now made of square aluminium tubing, reducing weight by 38%. A new aluminium swingarm is braced on both sides instead of on one, to improve weight and rigidity balance. It’s also 25 mm longer from the pivot shaft to the rear-most axle position, improving cornering feel on the racetrack. It’s now easier for the rider to tuck in because the top of the fuel tank is 21 mm lower, and there’s more room for a helmet chin bar when the rider is fully tucked in. The fuel tank is narrower and sleeker, making it easier for the rider to move from side to side and quickly change direction on a racetrack. The tank is also easier for the rider to grip with their knees while entering hard-braking corners on the racetrack, and the shape of the tank flows seamlessly into the seat and tail section.
Showa Big Piston Forks and Rear Shock
The GSX-R1000’s Showa BPF (Big Piston Front) forks out-perform the suspension fitted to the standard models sold by competitors. The design eliminates the internal cartridge assembly used in conventional forks and instead uses a larger piston riding against the inside wall of the inner fork tube itself. The design responds well to small bumps with more effective compression damping, especially during hard braking on the racetrack. BPF forks feature adjustable rebound damping, compression damping and spring preload. The Showa rear shock works with a progressive linkage and rebound damping and both high-speed and low-speed compression damping are adjustable, as are spring preload and rear ride height.
New Brembo Discs and Calipers
New Brembo stainless steel brake discs are 10 mm larger in diameter, measuring 320 mm. Each disc features a new hybrid mounting system using a 50/50 combination of 5 conventional spring loaded floating pin mounts and 5 Brembo T-drive floating mounts. The Brembo T-drive floating mounts are lighter yet have more contact area between the disc and inner carrier, requiring fewer mounts (10) than conventional mounts alone (12), minimising the weight gain from the larger discs. But T-drive mounts can also produce an audible rattle in certain conditions. Conventional spring-loaded pin mounts are slightly heavier and produce a smaller contact area, but are quieter. Using a combination of T-drive and pin mounts reduces rattle as well as requiring fewer mounting points. The GSX-R1000’s Brembo radial-mount, monobloc front brake calipers each have four 32 mm pistons and work with a radial-pump, 19 mm master cylinder. The rear brake system uses a single-piston caliper and a 220 mm disc. The end of the front brake lever is slotted to reduce the chance that wind pressure will induce brake drag at high speed.
New Wheels and Tyres
New light weight, 6 spoke cast aluminium wheels contribute to nimble handling and sporty appearance. Bridgestone BATTLAX RACING STREET RS10 radial tyres have earned a good reputation worldwide for producing consistent performance and durability across a wide range of ambient conditions. The new GSX-R1000 comes with a 120/70ZR17M/C (58W) front tyre. A larger, 190/55ZR17M/C (75W) rear tyre replaces the existing model’s 190/50ZR17M/C (73W) rear tyre and is designed to work with the increase in horsepower and torque.