The King of Sportsbikes
RRP on the road – From £13,945
THE KING OF SPORTBIKES
GSX-R1000, the most powerful, hardest accelerating, cleanest running GSX-R ever. It is also the lightest and most aerodynamic GSX-R1000.
Now, in its 6th-generation the GSX-R1000 is redefining what it means to be the top performer.
It embodies the life work and professional ambition of Suzuki engineers who are passionate about the GSX-R1000 and its place in motorcycle history. People who love riding and racing, enthusiasts determined to restore the GSX-R1000 to its proper title of The King of Sportbikes.
Available in the following colours
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 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 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.
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.
Featuring full LCD instrumentation.
The dash is brighter and easier to read, and incorporates S-DMS mode and Motion Track TCS level indicators as well as a fuel gauge and readouts showing instantaneous or average fuel consumption, ambient temperature, freeze indicator and service reminders.
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 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. The beauty of the SR-VVT system is in its compact simplicity, light weight, reliability and seamless operation.
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. 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’s advanced Motion Track TCS² allows the rider to select 10 different levels of traction control intervention, depending upon road or racetrack conditions as well as personal preference and experience. The TCS intervention can be changed while riding, as long as the throttle is closed. The Motion Track TCS continuously monitors front and rear wheel speed, throttle position, crankshaft position, gear position, and motorcycle motion, and quickly reduces engine power output when a loss of traction is detected or predicted.
Using the S-DMS switch on the left handlebar, the rider can select three different mapping and engine power delivery settings designed to match power delivery to various weather conditions or riding on different racetracks. The rider can change the power mode while riding, as long as the throttle is closed. Note, full power is available in all three modes. The S-DMS system works with the 10-level Motion Track TCS system, offering the rider a wide variety of power delivery and control choices.