Automotive Blog – Suzuki GSX-R 1000 2017 Special

Automotive Blog – Suzuki GSX-R 1000 2017 Special

GSX-R 1000 in the background. GSX-R 1000 R is over there. 2 New GSX-R from Suzuki which are mostly similar. Long the Suzuki fans had to wait.

But I think the new GSX-R is on spot made for the fans. The exact right amount of technology, the exact amount of power and and exactly the kind of looks as the fans hoped for and dreamed of. Let’s look at it in detail. You might’ve just seen it – if you weren’t distracted by the maiden – the GSX-R became more compact, narrow.

This is due to the new construction of the engine. He is narrower and fitted into the chassis with a steeper angle. This allowed for a more frontwards mounted engine. And the chassis geometry could be adjusted.

You have an even better feel for the front wheel. At the same time they mounted a longer swingarm and a longer wheelbase has been created. These are measurements that adumbrates one, the bike has more power, so through more pressure on the front wheel they create a better handling. Second, with the longer wheelbase they create more stability, with a longer swingarm more traction.

With the chassis geometry Suzuki seems to have taken the right measures. If you don’t just look at the girl and assume away the guise… Of the bike of course, not the girl! If you take away the fairings and look at the engine. What’s inside? Suzuki states 202 hp.

Perfect! It’s surely isn’t too little. Paper doesn’t blush. I think it’s the truth because the overall conditions how Suzuki constructed the hardware, look great. Suzuki constructed a new engine, the biggest revolutions are found in the cylinder head.

We have a engine speed-sturdy cylinder head with towing levers. This way valve timing became easier and they gained 1000 rpm more. This way a big chunk of peak performance is added. The Suzuki guys promised the power output in lower and middle ranges will be good as well.

They used some smaller tricks for that. For Example variable valve timing. With a very interesting system using centrifugal powered steel pellets. With very few moving parts and without additional weight they created a simple yet effective and stepless variable valve actuation, which grants a rich torque output in lower and middle ranges.

Additional to that, the intake ports aren’t variable but are aerodynamically constructed to change airflow depending on the current rpms. The complete airbox system has been reconstructed to gain more power but keep the old Suzuki perks, a nice pullthrough from the lower rpms. That’s the engine. Now the electronics.

I just had an interview with the big bosses from Suzuki, even the CEO himself. Only 2 journalists present and 1 was me, no idea how that happened. Basically they went for the complete electronics package. It only became possible because of Suzuki’s very successful and well done engagement in the MotoGP.

The GSX-R now posseses an IMU, which collects all the sensoric data for a further development of the TCS. And unlike many other companies Suzuki didn’t built on a BOSCH system but rather developed it directly on base of the MotoGP system because they already had a very good system which could be used for mass production. The hardware is bought in, the software of the TCS is self developed. Of course they use gyros, 3 axes, 6 directions.

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This is state-of-the-art on paper. Nothing cheap, the TCS is gonna work. What I find nicely done is the wide control range. The bike has 10 different modes of traction control.

That doesn’t mean it’s better than a system with only 8 modes. But it made it possible for Suzuki to adress many different customer groups and fields of use. There is modes 1-4, for hardcore racers. You need to know your stuff.

Than there is 5-7 or maybe 8 is the range for normal track day riders. And then are some modes for street or wet conditions. As a semi-pro you don’t need to engage the lowest level but rather can do some fine tuning in the lower ranges and adjust to your track conditions. I love it! Let’s look at some other details.

Here on the GSX-R 1000, without “R”, we have no shift assistant. It’s only fitted on the GSX-R 1000 R. There however we go full throttle, with up and down shifting and blipping function. Awesome, Suzuki did a great job.

And they have 2 different suspension systems. The familiar quality on the standard GSX-R1000 and top quality from Japan on the GSX-R 1000 R with the… I think it’s called BFF fork The ones that have reservoirs. And the swingarm looks huge as well.

I’d say it’s above the standard quality of Suzuki but you still could top it with aftermarket tuning. I still believe that the GSX-R 1000 R is notably quicker than a current GSX-R 1000 and that hobby track day riders are happy longer and start investing much later. What else is interesting? Generally speaking, Suzuki did a great job.  They didn’t take any chances and went for further development of their best virtues.

The engine with 202 hp, electronics from the MotoGP and many well taken steps. They didn’t risk implementing something completely radical like an engine as used in the MotoGP with its big bang concept. That would’ve meant to many challenges for a serial bike. They want to compete in long distance races again, where they have an incredible succes story.

And there they want to put their money on a traditional inline 4. And 202 hp and a nice torquey output state  it’s not a bad decision. Another topic where Suzuki stayed conventional – maybe the right decision for Suzuki fans because  they were more of purist till now – no electronic suspension is mounted in neither GSX-R. Other brands have electronic suspension in their top bikes, Suzuki has 2 different suspension to choose from but no electronic one.

I find this ok. Suzuki stated they focussed on perfect traction, they created a nice chassis and think they can manage without electronics. Ok, it’s a nice positioning in the market. This grants an attractive price tag.

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I don’t want to lean out of the window too much as it might be adjusted. But rumors say it won’t be as cruel as with the other litre bikes. I let my eyes wander over the beauty – the bike. But I guess I mentioned everything…

The display jumps to the eye. No TFT display but a full LCD display. A decision I understand. Not as sexy but easier to read and cheaper.

In some details Suzuki chose a pragmatic solution but the overall package will be great. I can make sure of that in some months, beginning of February and then I will ride the bike and report to you. Ladies and Gents, I got a real sensation next to me! A man that already rode the GSX-R 1000 and GSX-R 1000 R and I know for sure that he is  dead honest. He will report nothing but the blank truth about theses bikes.

Jrgen Plaschke, welcome to 1000PS TV. Jrgen, the first question that Suzuki fans might have is – we have a bike with 202 hp with a completely new cylinder head. Now, Suzuki always made points with their fat torque in middle ranges and it’s nice pullthrough out of corners. Is it gone? J(rgen): I think that what everybody knows or what we were famous for, our strength in lower and middle range, what always was the character of our engines we still have that in this bike.

And we added 25 hp on top. That’s a tremendous engineering accomplishment! Saying we still have our strength and character in the middle plus peak power on top. N: I have to add, Jrgen is not from marketing, he is a testrider. So the chances of him stating the truth are quite high.

[J: I don’t want to sell you anything.] From the test rides you surely made some experiences with the TCS. It’s deriving from the MotoGP. Now I’d like to know, how far can you go with it? To what level it’s the right product and  at which level it’s not anymore? J: Ok, we have 10 different modes, so a very wide range. If I’d say the experienced road rider should start with 5 or 6, than that’s a good base for good road conditions.

But I have many options to go down or up. I could choose 9 in rain, or 10. Than it regulates quite early. And I have big reserves.

At 2 or 3, on the race track, it becomes very interesting, minimal interference by the system. N: Do you think that race teams that ride on a national level will use this system or  something else? J: In my opinion this system is absolutely suitable for racing. Not a gimmick for streets, it really works well. What also is very good is the transparency, the feedback you’ll get from the system.

It gives a feeling of security. N: The test rider of Suzuki. He seems to be very excited for the bike, just as we are. Last question.

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Now the chassis geometry has been changed a lot, engine angle is steeper, longer wheelbase etc. If you are an old GSX-R fan, how do have to adjust, how radically different is it? J: Yes, I liked the old model and I like the new one as well. But nothing stayed the same, everything is completely new. Especially the suspension, not just the engine.

The suspension is a completely new direction. All I can say is “sharp”. It’s very accurate, rides where you look, sharp but very easy. “Sharp”! N: Good, but what’s with stability? The bike rides 300 kph, how did you manage? J: It fits.

It’s a perfect compromise, stable enough but lots of handling. N: Fine, we will examine this in February. I guess Phillip… J: We will examine this together.

I’m looking forward to meeting you again Nils. N: Next to me is Gerald Steinmann. We have to watch out, he is from Marketing. Not a test rider.

But I know Gerald for a while now, he is a honest guy as well. You won’t sputter too much. No, Gerald, this year is special one. A tremendous appearance from Suzuki in the MotoGP.

A staggering success story in the Endurance World Championship. And now on top the GSX-R 1000. I think Suzuki made more than a comeback in the sports market?! G(erald): Here we got the results that is quite important to us. If we say we are active in racing competition we do it with reasoning, to have a technology transfer from racing to, as we call it, mass production.

To the bikes you and I can buy. That’s the foremost reason we are racing. But we can also say – what is presented here is the result of all the activities we have, from the endurance championships and the MotoGP. In my own words I’d say the classic qualities of Suzuki GSX-R – built quality, perseverance, reliability – on a top level, when the engine really gets punished, we have proven in the Endurance Championship.

And that’s where the engineers get the data they need. If we talk MotoGP – we’re really lucky we got podest finish in England with Maverick – that is future development. It’s innovation and up-to-date technology. Which then is extracted from the MotoGP.

If we combine this we get our best match and balance. Classic GSX-R traits with utd-technology. And I’m really sure and hoping that all of you experience that  the bike is very very well-made. N: To us, the most important question – the price tag you won’t tell us as you said – when can I take a look, a lick, stare and share, get up and under the bike at the dealers? G: Look, lick and climb, I hope it all goes as planned, when the snow is gone in Germany and that should be end of March, beginning of April.

The bike should’ve arrived by then. N: We’re looking forward to that and to when I ride it in February. Gerald, best of luck with the bike. G: Thanks!.

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