Suzuki GSX-R Motorcycles » 1000 http://www.suzukigsxr.org Suzuki GSX-R Motorcycles blog with accessories for motorcycles and bikers, Suzuki news and national and international competitions, GSXR motorcycles datasheets Sat, 04 Feb 2012 16:02:00 +0000 en hourly 1 http://wordpress.org/?v=3.3.1 Technical information and official Suzuki GSXR 1000 2012 brochure http://www.suzukigsxr.org/2011/10/30/technical-information-and-official-suzuki-gsxr-1000-2012-brochure/ http://www.suzukigsxr.org/2011/10/30/technical-information-and-official-suzuki-gsxr-1000-2012-brochure/#comments Sun, 30 Oct 2011 11:34:06 +0000 Jose A. Guerrero http://www.suzukigsxr.org/?p=9774 I keep getting information and material to share with you all, in this case, technical information and catalog officer, both in English and in pdf format, the new bike 2012 Suzuki GSXR 1000 L2.

The technical information showing all the new changes developed in this Suzuki GSXR 1000 2012, offering all the technical data and if making a comparison with the previous model.

In the catalog for the Suzuki GSXR 1000 2012, explain a bit over these new changes and promote this bike for sale.

The difference between technical information and catalog, is that the former is usually supplied only to shops, dealers, mechanics and sales of the Suzuki brand. If the catalog is a file that is sent to customers and fans of the brand.

As always, I will bring them the exclusive and you can download from the following links:

2012 Suzuki GSXR 1000 L2 Brochure and Technical Information ]]> http://www.suzukigsxr.org/2011/10/30/technical-information-and-official-suzuki-gsxr-1000-2012-brochure/feed/ 0 New Suzuki GSX-R 1000 2012 ‘pure performance’ official video http://www.suzukigsxr.org/2011/10/30/new-suzuki-gsx-r-1000-2012-pure-performance-official-video/ http://www.suzukigsxr.org/2011/10/30/new-suzuki-gsx-r-1000-2012-pure-performance-official-video/#comments Sun, 30 Oct 2011 10:56:59 +0000 Jose A. Guerrero http://www.suzukigsxr.org/?p=9764 Gallery of pictures, wallpapers and now I bring the new bike 2012 Suzuki GSXR 1000 official video.

Since its introduction more than a decade ago, the Suzuki GSXR 1000 has been synonymous with the invitation to enter the track.

Recent advances in engine technology are significant potential to boost performance.

The chassis enhancements offer even greater control. In this video we show all the changes from previous version, the 1000 Suzuki GSXR 2011.

The new 1000 2012 Suzuki GSXR intended to be all up to the 1000 market without making major changes. We will have to wait for the next model to see if Suzuki finally launches a superbike at the height of the BMW, Aprilia, Kawasaki and Yamaha.

Official video 2012 Suzuki GSX-R 1000 L2 ]]> http://www.suzukigsxr.org/2011/10/30/new-suzuki-gsx-r-1000-2012-pure-performance-official-video/feed/ 0 Suzuki GSX-R 1000 2012 http://www.suzukigsxr.org/2011/10/30/suzuki-gsx-r-1000-2012/ http://www.suzukigsxr.org/2011/10/30/suzuki-gsx-r-1000-2012/#comments Sun, 30 Oct 2011 10:36:57 +0000 Jose A. Guerrero http://www.suzukigsxr.org/?p=9720 Faster evolution is a hallmark of the Suzuki GSX-R 1000’s engine. And 2012 brings another quick step ahead. Reaffirming the legendary motorcycle’s claim to the top are improved throttle response, increased power and acceleration at mid-range engine speeds, and better fuel economy. Refinements ranging from a new stainless steel 4-2-1 exhaust system to completely redesigned pistons. The chassis, suspension and braking systems have also been refined for enhanced performance resulting in a reduction in weight of over four pounds.

For 2012, the Suzuki GSX-R 1000 lets everyone know at a glance that it’s the latest generation of the championship-winning supersport bikes that have dominated racetracks around the world. It features new colors and a variety of new styling elements, including new sporty instruments, new black fork tubes and new red pinstripes on the wheels. Put it all together and the Suzuki GSX-R 1000 2012 offers incredible engine performance from idle to redline, smoother suspension performance, even more responsive handling and superior braking performance — exactly what you need to Own The Racetrack.

Suzuki GSX-R 1000 2012 Features

Engine Features
New 999cc four-cyclinder powerplant is modified to deliver extraordinary acceleration matched by maximum top-end performance of world-class racetrack performance.
Race-proven designs include high-quality titanium valves, forged pistons, shot-peened conrods and large intake and exhaust valves.
Pentagonal cut-outs in the sides of each cylinder bore have been enlarged and reshaped. The greater opening area makes the crankcase lighter. The shape of the ventilation holes – wider at the top, narrower at the bottom – matches the actual flow of the trapped air, reducing pumping losses due to internal crankcase air-pressure resistance to downward piston movement.
New 4-2-1 exhaust system is significantly lighter, contributing to improved agility and handling. It is also increased mid-range engine power output further improving acceleration out of the corners.
Suzuki Exhaust Tuning (SET) servo-controlled butterfly valve in the exhaust pipe helps to maximize torque throughout the rev range in diverse running conditions by optimizing the exhaust-system back-pressure in accordance with the engine speed, throttle position, and gear posistion.
Finite-Element-Method (FEM) and fatigue-analysis techniques honed in development of MotoGP racebike engines were applied in making the pistons 11% lighter while retaining the same reliable level of strength and durability. The performance advantages translate into quicker acceleration and improved fuel economy.
Crankcase is refined with larger pentagonal cut-outs in the sides of each cylinder bore. The shape of the ventilation holes reduces pumping losses due to internal crankcase air-pressure resistance to downward piston movement.
Advanced technology from MotoGP competition was applied in modifying the camshaft profile. Thinner material for the tappet skirts results in a weight saving of 2.5 grams per tappet, reducing inertial mass and allowing optimization of the valve lift curve.
Thinner material for the valves’ tappet skirts saves 2.5 grams per tappet, which reduces inertial mass and allows optimization of the valve lift curve.
An Engine Control Module (ECM) provides state-of-the-art engine management and has newly optimized settings to maximize the benefits of the new 4-2-1 exhaust system and other engine refinements.
Suzuki Ram Air-Direct (SRAD) air intakes are positioned close to the centerline of the fairing to provide optimum intake efficiency. The intake-duct openings feature a louvered design that heightens intake efficiency, while also contributing to weight reduction.
Suzuki Dual Throttle Valve (SDTV) system uses two butterfly valves (primary and secondary) in each throttle body barrel. As the rider opens and closes the primary valve, the ECM reads the throttle position, engine speed, and gear position and incrementally adjusts the secondary valve to maximize the intake-charge velocity. The result is a system that realizes the benefits of near-linear throttle response and torque output across the entire rpm range.
Suzuki Drive Mode Selector (S-DMS) system allows the rider to select one of three fuel injection and ignition system maps, adjusting power delivery to suit personal preference. The mode selection switch is mounted on the left handlebar and its two buttons can be easily operated by the thumb and index finger.
Suzuki Composite Electrochemical Material (SCEM) plated cylinders integrated into the upper crankcase helps reduce friction, improve heat transfer, increase durability and provide better ring seal.
Transmission Features
The back torque-limiting clutch incorporates the Suzuki Clutch Assist System (SCAS) for light clutch pull and optimum clutch performance. The back-torque limiter offers smoother downshifting, and thereby lets the rider take full advantage of engine output during deceleration.
Chassis Features
Twin-spar frame features an exceptionally short wheelbase and uses just five cast aluminum-alloy sections and an aluminum-alloy swingarm with just three castings.
The compact engine allows a longer swingarm and shorter overall wheelbase for improved racetrack performance.
The footpegs can be adjusted to any of three positions in a 14mm horizontal and vertical range. The rear brake pedal and master cylinder move with the right footpeg assembly, and the shift-lever linkage can be adjusted to accomodate changes in the position of the left footpeg.
Lightweight 43mm Showa Big Piston Front forks (BPF) are refined to match the GSX-R1000′s reduced weight. Their design offers more effective valving, with more controlled compression to deliver better feedback to the rider and enhance the rider’s ability to make line corrections while cornering.
The Showa rear shock works through an aluminum alloy lingage mounted on the swingarm and an extruded aluminum alloy link rod connected to the frame. The rear shock offers adjustable rebound damping, spring preload, and both high-speed and low-speed compression damping.
Electronically controlled steering damper contributes to handling stability and a more alert and agile feel by increasing the damping force at higher speeds and reducing it at lower speeds.
New front axle is 38.9 grams lighter, further reducing unsprung weight and thereby improves handling.
New 5mm front brake discs made of heat-resistant stainless steel work together with new top-of-the-line radial-mount Brembo monobloc calipers. The monobloc calipers are lighter and more rigid than conventional bolt-together calipers, giving better feedback to the rider. As a result, the calipers and discs are 130 grams lighter.
The rear disc brake works with a single piston Nissin caliper mounted above the swingarm. The caliper’s compact design contributes to a reduction of unsprung weight.
New front and rear tires have improved tread patterns and the front tire is 200 grams lighter, contributing to lower unsprung weight and sharper handling.
New high-grip leather seat features outstanding holding properties, providing the rider with a greater sense of stability when accelerating.

Suzuki GSX-R 1000 2012 Specifications

Chassis
Color Metallic Mat Black No.2/Glass Sparkle Black, Metallic Triton Blue/Glass Splash White
Brakes Front Disc brake, twin
Brakes Rear Disc brake
Curb Weight 203kg (448 lbs.)
Final Drive Chain, DID50VAZ, 114 links
Fuel Tank Capacity 17.5 L (4.6 US gal)
Ground Clearance 130mm (5.1 in.)
Ground Clearance 5.1
Overall Length 2045 mm (80.5 in.)
Overall Width 705 mm (27.8 in.)
Overall Width 27.8
Seat Height 810 mm (31.9 in.)
Suspension Front Inverted telescopic, coil spring, oil damped
Suspension Rear Link type, coil spring, oil damped
Tires Front 120/70ZR17 M/C (58W), tubeless
Tires Rear 190/50ZR17M/C (73W), tubeless
Transmission 6-speed constant mesh
Wheelbase 1405mm (55.3 in.)
Engine
Engine 999cc, 4-stroke, liquid-cooled, 4-cylinder, DOHC
Bore Stroke 74.5 mm x 57.3 mm
Compression Ratio 12.9 : 1
Fuel System Suzuki Fuel Injection
Ignition Electronic ignition (Transistorized)
Lubrication Wet sump
Starter Electric
2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 2012 Suzuki GSX-R 1000 L2 ]]> http://www.suzukigsxr.org/2011/10/30/suzuki-gsx-r-1000-2012/feed/ 0 Suzuki GSX-R 1000 2007 http://www.suzukigsxr.org/2011/01/24/suzuki-gsx-r-1000-2007/ http://www.suzukigsxr.org/2011/01/24/suzuki-gsx-r-1000-2007/#comments Mon, 24 Jan 2011 10:33:10 +0000 Jose A. Guerrero http://www.suzukigsxr.org/?p=9317 Suzuki GSX-R 1000 2007
The fourth generation of Suzuki’s flagship sport motorcycle, the Suzuki GSX-R 1000 2007, was unveiled at the Paris Motor Show on September 22, 2006. The new Suzuki GSX-R 1000 2007 was extensively revised and featured a host of new electronics, allowing the iconic machine to maintain its position as the most competitive motorcycle on the street or racetrack. The new motorcycle’s capabilities spoke for itself as Ben Spies won the 2007 AMA Superbike Championship aboard a Yoshimura Suzuki GSX-R 1000.

Chassis
The Suzuki GSX-R 1000 2007 is based on an all-new aluminum alloy twin-spar frame constructed from five separate castings to reduce weight. The aluminum rear swingarm was also redesigned, incorporating a brace for additional rigidity. Wind-tunnel designed fairings improve aerodynamics by reducing the machine’s front area. Dual stacked-style headlights are retained and are restyled into a rounder, aggressive shape. The Suzuki GSX-R 1000 2007 wheelbase was increased to 1415 mm, extended by 5 mm from the previous generation. The steering head was angled to 23.8-degrees, providing a trail of 3.8 inches. The new motorcycle weighs 14 pounds more than the 2006 model due to the additional equipment required to pass Euro-3 emissions standards, totaling a dry weight to 378 pounds.

Suspension
A set of 43mm inverted telescopic forks, utilizing upper fork tubes that widened to 58 mm just below the lower fork clamp for additional strength, are mounted on the front of the Suzuki GSX-R 1000 2007. Rebound and compression damping, as well as spring preload, are fully adjustable for both high and low-speed riding. The lower fork stanchions are coated with Suzuki’s Diamond Like Compound (DLC) to reduce friction. A new linkage allows the single rear shock absorber to pivot directly on the swingarm, improving traction. The shock absorber is fully-adjustable for both high and low-speed riding. An electronically-controlled steering damper, which automatically adjusts damping forces to compensate for changing road conditions, is integrated into the steering yoke.

Wheels and Brakes
The Suzuki GSX-R 1000 2007 is equipped with a pair of 17-inch cast aluminum wheels, fitted with a 120/70ZR17 radial tire on the front wheel and a 190/50ZR17 radial tire on the rear. A pair of 310mm steel rotors are mounted on the front wheel, using twelve carriers to reduce heat build up. The front rotors are also 5mm thinner to reduce unsprung weight. Radially-mounted calipers are mounted on each fork leg. The rear wheel is equipped with a single 220mm steel rotor and is actuated by a two-piston rear caliper mounted above the swingarm to reduce stress on the swingarm.

Motor
The Suzuki GSX-R 1000 2007 999cc liquid-cooled four-stroke motor received a thorough update for 2007. The use of forged aluminum alloy pistons, chrome-moly connecting rods and hollow camshafts improve the motor’s power, torque and acceleration. Reshaped intake and exhaust ports are enlarged by 8 percent and use larger titanium exhaust valves and re-tuned camshafts to increase exhaust flow. A revised Electronic Fuel Injection (EFI) system and Suzuki Dual Throttle Valve System (SDTV) improve throttle response and power. Exhaust gases are expelled through an under-engine exhaust chamber and a pair of titanium mufflers that utilize the Suzuki Exhaust Tuning (SET) system to fine-tune performance.

Transmission
Power is transferred to the ground through the Suzuki GSX-R 1000 2007 6-speed, wet sump transmission controlled by a self-adjusting hydraulic clutch lever on the left handlebar. A back-torque limiting slipper clutch reduces the engine braking effects during aggressive downshifts. A final drive is provided by a 110 link 530 pitch o-ring-type chain, turning a 17 tooth engine sprocket and a 42 tooth rear wheel sprocket.

Most important feature in the new Suzuki GSX-R 1000 2007 is the three different settings of engine management system with own engine map which can be selected instantly from a switch mounted on handlerbar. This feature will let the rider to choose from 3 different settings to adapt the engine behaviour to the conditions of the road: rainy, mixed and dry track conditions.

The new Suzuki GSX-R 1000 2007 come with a new engine, 999cc 4 cylinder, liquid cooled, nothing new up to here but wait and read to understand this is indeed a new better engine:

  • forged aluminium alloy pistons, hollow camshafts and a balancer shaft for less vibration
  • SDTV – Suzuki Dual Throttle Valve which provides a linear throttle response and more torque at low rpms.
  • Fuel injectors with 12 smaller holes instead of 4 larger holes for a finner spray of the fuel
  • Iridium spark plugs for a better combustion and longer service life
  • Adjustable, back-torque-limiting clutch for smoother downshifts
  • ISC – Idle Speed Control for better cold starting and reduced emissions
  • Larger radiator trapezoidal shape inspired from race bikes for a 10% better cooling
  • SAES -Suzuki Advanced Exhaust System – 2 head pipes coming to an under engine chamber and with two small aluminum/titanium mufflers which provides a lower center of gravity and better aerodynamics.

The chassis and bodywork:

  • better aerodynamic bodywork with a new aggressive style, reduced area in front and taller windscreen
  • new aluminum-alloy frame providing better rigidity balance
  • new alloy-aluminum swingarm for racing set-up
  • front forks and rear shock absorber adjustable for high/low speed damping and fully adjustable rebound damping and spring preload
  • electronically controlled steering damper with different behaviour depending on speed
  • adjustable rider footpegs intro 3 different positions
  • 310mm (12.2 inch) front brake discs with 12 floating mounts instead of 8 for better heat transfer
Suzuki GSX-R 1000 2007 Specifications

Colors:
Pearl Vigor Blue / Glass Splash White (CWH)
Marble Erakis Red / Metallic Mistic Silver (EDR)
Marble Daytona Yellow / Metallic Mistic Silver (EDS)
Candy Max Orange / Solid Black (ECE)
Solid Black / Metallic Mat Black No.2 (CRU)

Specifications:
Engine Type 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore x Stroke 73.4 mm x 59.0 mm
Displacement 999 cm3 (cc)
Compression Ratio 12.5 : 1
Carburetion Fuel injection
Oil Capacity (overhaul) 3.6L (1.0 US gal.)
Ignition Electronic ignition (Transistorized)
Starter System Electric
Lubrication System Wet sump
Transmission 6-speed constant mesh
Primary Drive Ratio 1.553 (73 / 47)
Final Drive Ratio 2.529 (43 / 17)
Frame Type Twin-spar (aluminum alloy)
Rake/Trail 23.8 degrees / 98 mm (3.9 in.)

Suspension
Front Inverted telescopic, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable
Rear Link type, oil damped, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable

Wheels
Front 17M/C x MT3.50, cast aluminium alloy
Rear 17M/C x MT6.00, cast aluminium alloy

Brakes
Front Radial mount, 4-piston calipers, 310 mm disc, twin
Rear 1-piston caliper, 220 mm disc

Tyres
Front 120/70ZR17M/C (58W), tubeless
Rear 190/50ZR17M/C (73W), tubeless

Fuel tank: 18.0 L (4.8 US gal.)
Overall length: 2,045 mm (80.5in.)
Overall width: 720 mm (28.3in.)
Overall height: 1,130 mm (44.5in.)
Wheelbase: 1,415 mm (55.7in.)
Seat height: 810 mm (31.9in.)
Dry weight: 172 kg (379lbs.)

PhotoGallery Suzuki GSX-R 1000 2007
Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 Suzuki GSXR 1000 2007 K7 ]]> http://www.suzukigsxr.org/2011/01/24/suzuki-gsx-r-1000-2007/feed/ 0 Suzuki GSX-R 1000 2011 http://www.suzukigsxr.org/2011/01/23/suzuki-gsx-r-1000-2011/ http://www.suzukigsxr.org/2011/01/23/suzuki-gsx-r-1000-2011/#comments Sun, 23 Jan 2011 19:00:03 +0000 Jose A. Guerrero http://www.suzukigsxr.org/?p=9310 The Suzuki GSX-R 1000 2011 is a motorcycle that has been fine-tuned and developed on racetracks and on asphalt around the world. It’s a machine that resolutely defines dominance, having won an incredible seven straight AMA Superbike Championships in a row. With its class-leading engine, chassis and suspension technology, there’s no question that the Suzuki GSX-R 1000 2011 is the undisputed superbike of our era.

New for 2011: The Suzuki GSX-R 1000 2011 is offered in a new Metallic Triton Blue/Glass Spash White finish with updated graphics as well as a Solid Black/Metallic Mat Titanium Silver.

The class-leading Suzuki GSX-R 1000 2011 is powered by a 999cc four-cylinder powerplant with a bore and stroke of 74.5mm x 57.3mm and a compression ratio of 12.8:1. This engine delivers enhanced throttle response across the entire RPM range and offers high potential for racetrack performance. The engine is built with high-quality titanium valves, forged pistons and shot-peened conrods.

The combustion chamber accommodates large intake and exhaust valves. Intake valve size is 31mm and exhaust valve size is 25mm.

The engine’s oversquare bore and stroke of 74.5mm x 57.3mm gives it specifically increased performance at high RPM.

The compact engine allowed Suzuki engineers to incorporate a shorter wheelbase design with a longer swingarm for improved racetrack performance.

Suzuki Composite Electrochemical Material (SCEM)-plated cylinders integrated into the upper crankcase helps reduce friction, improve heat transfer, increase durability and provides better ring seal.

The SDTV (Suzuki Dual Throttle Valve) Suzuki GSX-R 1000 2011 system uses two butterfly valves in each throttle body barrel, the primary valve controlled by the rider via the twist grip and the secondary valve controlled by the ECM.

Each throttle body feeds two cylinders and each throttle body barrel carries two ultra-fine-atomization, 12 hole injectors that produce a fine fuel mist for more complete combustion. This ultimately reduces fuel consumption and exhaust emissions. In addition, the Suzuki GSX-R 1000 2011 is outfitted with Iridium spark plugs, which produce a strong spark for efficient combustion.

A unique Suzuki Drive Mode Selector (S-DMS) system allow the rider to select one of three fuel injection and ignition system maps, adjusting power delivery to suit personal preference. Using a button on the left handlebar control module, the rider can instantaneously switch between the three available maps, which are designated A, B and C as displayed on the instrument panel.

A large, efficient radiator with a trapezoidal shape developed on factory team racebikes and a trapezoidal engine oil cooler both help reduce drag. The oil cooler’s trapezoidal shape (instead of the more conventional rectangular shape), allows the lower fairing to be narrower, which helps improve aerodynamics and reduce drag.

Suzuki Advanced Exhaust System (SAES) uses an under-engine chamber with low-slung, large-volume race-inspired titanium mufflers.

The back torque-limiting clutch incorporates the Suzuki Clutch Assist System (SCAS) for light clutch pull and optimum clutch performance. This cable-operated back-torque-limiting clutch makes for efficient clutch operation with superb feel.

The Suzuki GSX-R 1000 2011 is equipped with a compact twin-spar cradle frame made of five cast sections. The frame is paired with a one-piece die-cast rear subframe and an arched swingarm made of three castings.

Lightweight Showa Big Piston front Forks (BPF) 43mm fork design eliminates the internal cartridge assembly inserted into each fork leg and instead uses a single 39.6mm upper piston riding against the inside wall of the inner fork tube. This endurance-race-proven design offers more effective valving, with more controlled compression to deliver better feedback to the rider.

The Showa rear shock works through an aluminum alloy linkage mounted on the swingarm and an extruded aluminum alloy link rod connected to the frame. The rear shock offers adjustable rebound damping, spring preload, and both high-speed and low-speed compression damping.

Electronically controlled steering damper uses the ECM to monitor motorcycle speed and adjust damping force as needed.

The front brakes feature fully floating 310mm discs and rigid, lightweight race-proven monoblock forged radial-mount calipers.

The rear disc brake works with a single piston caliper mounted above the swingarm.

The edgy and clean Suzuki GSX-R 1000 2011 styling incorporates fairing and bodywork details aimed at reducing turbulence and drag.

Attention to rider comfort includes a carefully shaped seat and adjustable footpegs (the footpegs remain three-way adjustable – 14mm in a horizontal and vertical range). A tailsection cover is also included for solo rides or track days.

The capacity of sculpted fuel tank is 17.5 liters (4.6 US gal). Only the Californian spec. model has a 16.5 liters (4.4 US gal) fuel tank.

The Suzuki GSX-R 1000 2011 has distinctive multi-reflector headlight with vertically stacked high and low-beam halogen bulbs centered between position lights on each side. The front and rear turn signals feature clear lenses over amber bulbs.

Instruments include a silver-ringed analog tachometer with LCD speedometer. LCD readouts include odometer, dual trip meters, reserve trip meter, clock, coolant temperature/oil pressure warning indicator, gear position indicator, lap timer/stopwatch, S-DMS setting indicator and bar-graph indicating the instrument lighting level, or brightness.

Suzuki GSX-R 1000 2011 Specifications

Dimensions and dry mass
Overall length: 2.045 mm (80.5 in)
Overall width: 720 mm (28.3 in)
Overal height: 1.130 mm (44.5 in)
Wheelbase: 1.405 mm (55.3 in)
Ground clearance: 130 mm (5.1 in)
Seat height: 810 mm (31.9 in)
Curb mass: 205 kg (452 lbs)

Engine
Type: 4 stroke, liquid cooled, DOHC
Number of cylinders: 4
Bore: 74.5 mm (2.933 in)
Stroke: 57.3 mm (2.256 in)
Displacement: 999 cm3 (61.0 cu. in)
Compression ratio: 12.8:1
Fuel system: Fuel injection
Air cleaner: Paper element
Starter system: Electric
Lubrication system: Wet sump
Idle speed: 1 150 ± 100 r/min

Drive train
Clutch: Wet multi-plate type
Transmission: 6-speed constant mesh
Gearshift pattern: 1-down, 5-up
Primary reduction ratio: 1.617 (76/47)
Gear ratios:

  • Low: 2.562 (41/16)
  • 2nd: 2.052 (39/19)
  • 3rd: 1.714 (36/21)
  • 4th: 1.500 (36/24)
  • 5th: 1.360 (34/25)
  • Top: 1.269 (33/26)

Final reduction ratio: 2.470 (42/17)
Drive chain: DID 50 VAZ, 114 Links

Chassis
Frame type: Twin-spar (aluminum alloy)
Front fork stroke: 125 mm (4.9 in)
Rear wheel travel: 130 mm (5.3 in)
Steering angle: 27º (right & left)
Caster: 23º 50′
Rake/Trail: 23.8 degrees / 98 mm (3.86 in)
Turning radius: 3,4 m (11.2 ft)

Suspension

  • Front suspension: Inverted telescopic, coil spring, oil damped, spring preload fully adjustable, rebound and compression damping force fully adjustable
  • Rear suspension: Link type, coil spring, oil damped, spring preload fully adjustable, rebound and compression damping force 2-way fully adjustable

Wheels

  • Front: 17 M/C x MT3.50, cast aluminum-alloy
  • Rear: 17 M/C x MT6.00, cast aluminum-alloy

Brakes

  • Front: Radial mount, 4-piston calipers 310 mm disc, twin
  • Rear: 1-piston caliper, 220 mm disc

Tires

  • Front tire size: 120/70 ZR 17 M/C (58 W), tubeless
  • Rear tire size: 190/50 ZR 17 M/C (73 W), tubeless

Electrical
Ignition type: Electronic ignition (transistorized)
Ignition timing: 4º B.T.D.C. at 1 150 r/min
Spark plug: NGK CR9EIA-9 or DENSO IU27D
Battery: 12 V 36.0 kC (10 Ah)/10 HR
Generator: Three-phase A.C. generator
Main fuse: 30 A
Fuse: 30/10/10/15/10/10/15 A
Headlight: High 12 V 65 W (H9) + Low 12 V 55 W (H11)
Position light: 12 V 5 W
Brake light/Taillight: LED
License plate light: 12 V 5 W
Turn signal light: 12 V 21 W
Speedometer light: LED
Tachometer light: LED
Fuel level indicator light: LED
Turn signal indicator light: LED
Neutral indicator light: LED
High beam indicator light: LED
Oil pressure/Coolant temperature indicator light: LED
FI indicator light/Sd indicator light: LED
Engine RPM indicator light: LED
Inmobilizer indicator light: LED

Capacities
Fuel tank, including reserve:

  • 16.5 L (4.4/3.6 US/Imp gal)… E-33
  • 17.5 L (4.6/3.8 US/Imp gal)… Others

Engine oil:

  • oil change: 2.800 ml (3.0/2.5 US/Imp qt)
  • with filter change: 3.300 ml (3.5/3.0 US/Imp qt)
  • overhaul: 3.600 ml (3.8/3.2 US/Imp qt)

Coolant: 2.750 ml (2.8/2.4 US/Imp qt)

PhotoGallery Suzuki GSX-R 1000 2011
Suzuki GSXR 1000 2011 Suzuki GSXR 1000 2011 Suzuki GSXR 1000 2011 ]]> http://www.suzukigsxr.org/2011/01/23/suzuki-gsx-r-1000-2011/feed/ 0 Suzuki GSX-R 1000 2010 http://www.suzukigsxr.org/2011/01/23/suzuki-gsx-r-1000-2010/ http://www.suzukigsxr.org/2011/01/23/suzuki-gsx-r-1000-2010/#comments Sun, 23 Jan 2011 18:22:36 +0000 Jose A. Guerrero http://www.suzukigsxr.org/?p=9300 Suzuki GSX-R 1000 2010 is ready to own the racetrack or deliver an exhilarating ride on the road.

The latest Suzuki GSX-R 1000 2010 features significant upgrades across the board, including a completely re-designed engine and chassis, with major suspension, brake and bodywork developments.

The 999cc, four-cylinder, liquid-cooled, DOHC engine, featuring the Suzuki Dual Throttle Valve (SDTV) fuel-injection system, is lighter and shorter and delivers improved performance and throttle response throughout the entire rpm range, while also reducing emissions.

Developed on the racetrack, the new Suzuki is fitted with two large-volume, MotoGP-inspired titanium mufflers and a large and efficient trapezoidal-shaped radiator to reduce drag.

With a new layout, ratios in the six-speed transmission have been carefully selected for optimum racetrack performance, while the Suzuki GSX-R 1000 2010 is also fitted with a revised back-torque-limiting clutch offering improved lever feel and feedback.

The compact engine enabled engineers to create an all-new, more compact chassis, with a new twin-spar cradle frame, 10mm-shorter wheelbase and 33mm-longer swingarm, improving handling and acceleration on the racetrack.

Co-developed by Suzuki and Showa engineers and proven in the gruelling Suzuka 8 Hour, the Suzuki GSX-R 1000 2010 features a revolutionary Big Piston Frontfork (BPF) front suspension system.

If it sounds good on paper, the Suzuki GSX-R 1000 2010 feels even better on the road or track.

Ride it yourself and experience the sheer performance of the world’s most successful open-class racing machine.

Key Features:

Engine – 999cc GSX-R1000 engine is a clean sheet design built to maximize combustion efficiency with more torque and power across the rpm range and enhanced throttle response and reduced exhaust emissions.

Fuel injection System – A powerful microprocessor in the ECM runs the advanced engine management system, starting with the latest versions of the SDTV downdraft double-barrel fuel injection system first introduced on the Suzuki GSX-R 1000 2010.

Frame – The compact twin spar frame welded together using five cast aluminum alloy sections including a steering head section, two main-spar/swingarm pivot plate sections and cross braces above and below the swingarm.

Steering Damper – Electronically controlled steering damper uses the ECM to monitor motorcycle speed and adjust damping force as needed.

Adjustable Footpegs – Footpegs remain three way adjustable in 14mm in a horizontal and vertical range.

Brake Caliper – Front brake calipers are more rigid despite each being 205 grams lighter than conventional bolt together calipers, reducing flex and improving feedback.

Showa Forks – Showa BPF (Big Piston Front) 43mm fork design eliminates the internal cartridge assembly inserted into each fork leg and instead uses a single 39.6mm upper piston riding against the inside wall of the inner fork tube.

The instrument cluster is centered around an analog tachometer framed by an elegant silver ring with an adjacent digital LCD speedometer.

The LED combination taillight and brake light is built into the rear of the tailsection, featuring a red, mirror lens, covering LED’s.

Swingarm – The aluminum alloy swingarm is constructed using just three castings and is arched to make room for the dual titanium mufflers to be tucked in tightly on each side.

The combustion chamber shape accommodates larger intake and exhaust valves. Intake valve size is 31mm and exhaust valve size is 25mm.

Unique Suzuki Drive Mode Selector (S-DMS) system allow the rider to select one of three fuel injection and ignition system maps, adjusting power delivery to suit personal preference.

Engine Features

999cc Suzuki GSX-R 1000 2010 engine is a clean sheet design built to maximize combustion efficiency with more torque and power across the rpm range and enhanced throttle response and reduced exhaust emissions.

As a result the distance between the crankshaft and the transmission output shaft has been reduced by 59.6mm making the engine shorter front to rear.

The integrated clutch and starter motor cover is about 200 grams lighter than the two individual covers previously used.

An efficient oil cooler also has a trapezoidal shape instead of the more conventional rectangular shape, allowing the lower fairing to be narrower for improved aerodynamics.

A one piece die cast aluminum alloy rear subframe and tailsection support is lighter and seat height is unchanged at 810mm.

A powerful microprocessor in the ECM runs the advanced engine management system, starting with the latest versions of the SDTV downdraft double-barrel fuel injection system first introduced on the Suzuki GSX-R 1000 2010.

A Suzuki Exhaust Tuning (SET) servo controlled butterfly valve built into the mid pipe helps maximize torque throughout the RPM range.

Each throttle body feeds two cylinders and each throttle body barrel carries two ultra-fine-atomization, 12 hole injectors. Each cylinders primary injector is aimed at a steep 30 degree angle down the intake port to improve fuel atomization and operates under all conditions.

An oversquare bore and stroke of 74.5mm x 57.3mm (from 73.4mm x 59.0mm) gives the engine better overall tuning potential, specifically increased performance at high rpm

Repositioning the transmission shafts also allowed the crankcase assembly to be simplified , now using two bolted-together (upper and lower) sections instead of three, eliminating 16 screws and helping to further reduce weight by about 670 grams.

Reshaped combustion chamber and aggressive cam profiles increases the compression ratio to 12.8:1 over previous Suzuki GSX-R 1000 models.

Spark plugs with finer, Iridium-alloy electrodes produce a stronger spark for better combustion

SRAD airbox design has been optimized for efficient air flow enabling maximum engine power at the mid to high RPM.

Suzuki engineers were also able to increase low-range and mid-range performance and broaden the torque curve by reshaping the combustion chamber, increasing the compression ratio to 12.8:1 (from 12.5:1) and developing new cam profiles for the latest version GSX-R.

The back torque limiting clutch incorporates the Suzuki Clutch Assist System (SCAS) for light clutch pull and optimum clutch performance.

The close ratio six speed transmission’s input and output shafts are triangulated with the crankshaft. The crankshaft is positioned more forward in the cases relative to the cylinder centerline, the transmission input shaft has been moved upwards and the transmission output shaft has been moved forward from the previous version Suzuki GSX-R 1000 2008.

The clutch is directly operated by a cable instead of a hydraulic system, improving feel and feedback to the rider as well as reducing weight

The computer controlled Suzuki PAIR system injects fresh air from the airbox into the exhaust ports further reducing emissions by igniting unburned hydrocarbons.

The engine managements Idle Speed Control (ISC) improves cold starting, reduces cold start emissions and stabilizes engine idle under various conditions by automatically regulating the volume of fresh air fed into the throttle body circuits, based on coolant temperature.

The latest version of the Suzuki Advanced Exhaust System (SAES) incorporates staggered length titanium head pipes, a collector, a short mid pipe and a stainless steel under engine chamber that leads to two Moto GP inspired titanium mufflers.

The engine is shorter front to rear allowing engineers to use a shorter wheelbase AND a longer swingarm for improved racetrack performance

The latest Suzuki GSX-R 1000 2010 features an intake camshaft which is shorter and lighter and the cam angle sensor has been relocated from the left end of the intake cam to the center of the exhaust cam. This allows the cylinder head to be reshaped for reduced weight

The radiator and oil cooler allow for the use of narrower bodywork for reduced drag.

The combustion chamber shape accommodates larger intake and exhaust valves. Intake valve size is 31mm and exhaust valve size is 25mm.

The SDTV system uses two butterfly valves in each throttle body barrel, the primary valve controlled by the rider via the twist grip and the secondary valve controlled by the ECM.

The single counter balancer shaft is now smaller measuring 20mm in bearing diameter instead of 23mm for reduced mechanical losses

The steel alloy used to produce the single valve spring for each valve has been revised along with camshaft profiles.

The under engine chamber carries a catalyzer to help reduce hydrocarbon, carbon monoxide and nitrogen oxide emissions.

To help maintain intake efficiency and power output at high rpm the downdraft intake manifolds are now 138mm from 148mm on the previous Suzuki GSX-R 1000 2008.

Unique Suzuki Drive Mode Selector (S-DMS) system allow the rider to select one of three fuel injection and ignition system maps, adjusting power delivery to suit personal preference.

Ventilation holes positioned underneath the bottom of the piston stroke in each cylinder bore allow air trapped underneath each descending piston to quickly escape to adjacent cylinders.

Chassis Features

The Suzuki GSX-R 1000 2010 front brake system matches fully floating 310mm drilled discs with radial mount race proven mono-block forged aluminum alloy front brake calipers

The rear disc brake works with a single piston caliper mounted above the swingarm.

A programmable engine RPM indicator system incorporates four LED’s.

A speedometer display mode switch is mounted on the right handlebar control module and can be used to trigger the lap time counter.

The compact twin spar frame welded together using five cast aluminum alloy sections including a steering head section, two main-spar/swingarm pivot plate sections and cross braces above and below the swingarm.

Each BPF fork leg is also 720 grams lighter than the conventional fork tube it replaces.

Electronically controlled steering damper uses the ECM to monitor motorcycle speed and adjust damping force as needed.

Footpegs remain three way adjustable in 14mm in a horizontal and vertical range.

The overall dimensions allow the use of a swingarm that is 33mm longer, measuring 577mm from the center of the pivot shaft to the center of the rear axle in the standard position while still reducing the wheelbase by 10mm to 1405mm.

Front brake calipers are more rigid despite each being 205 grams lighter than conventional bolt together calipers, reducing flex and improving feedback.

Showa BPF (Big Piston Front) 43mm fork design eliminates the internal cartridge assembly inserted into each fork leg and instead uses a single 39.6mm upper piston riding against the inside wall of the inner fork tube.

Cast aluminum alloy wheels feature a more aggressive design and are also lighter.

SRAD intakes are larger and positioned closer to the centerline of the fairing nose, where air pressure is the highest.

The instrument cluster is centered around an analog tachometer framed by an elegant silver ring with an adjacent digital LCD speedometer.

The BPF design relocates the fork springs to the bottom of each fork leg, where they are completely submerged in oil, reducing fork oil foaming and contributing to more stable damping.

The larger piston and shims used in the BPF forks produce more effective valving, with more controlled compression delivering better feedback to the rider.

The multi-reflector headlight incorporates a bold look with vertically stacked high and low beam halogen bulbs centered between position lights on each side.

The LED combination taillight and brake light is built into the rear of the tailsection, featuring a red, mirror lens, covering LED’s.

The rear turn signals feature clear lenses over amber bulbs and the lenses are integrated into and wrap around the outside edges of the seat cowl.

The aluminum alloy swingarm is constructed using just three castings and is arched to make room for the dual titanium mufflers to be tucked in tightly on each side.

The compact Suzuki GSX-R 1000 2010 engine allowed the design team to shorten up the mainframe reducing the distance between the steering head and the swingarm pivot while also reshaping the main spars to precisely fit the contours of the latest engine.

The sculpted fuel tank is lighter while retaining 17.5 liters of capacity.

The wind tunnel tested upper fairing is wider, providing better wind protection while also reducing turbulence and drag.

The radial pump front brake master cylinder measures 17mm for improved rider feedback and feel.

The rebound and compression valving adjustment screws are indented into the fork caps. Spring preload is adjusted at the bottom of the fork leg assembly.

The sharply creased fairing sides feature a layered look that improves the flow of cooling air through the radiator and away from the rider.

The Showa rear shock works through an aluminum alloy linkage mounted on the swingarm, with an extruded aluminum alloy link rods connected to the frame. The rear shock absorber is adjustable for rebound, high and low speed compression and spring preload.

Suzuki GSX-R 1000 2010 Specifications

Dimensions and dry mass
Overall length: 2.045 mm (80.5 in)
Overall width: 720 mm (28.3 in)
Overal height: 1.130 mm (44.5 in)
Wheelbase: 1.405 mm (55.3 in)
Ground clearance: 130 mm (5.1 in)
Seat height: 810 mm (31.9 in)
Curb mass: 205 kg (452 lbs)

Engine
Type: 4 stroke, liquid cooled, DOHC
Number of cylinders: 4
Bore: 74.5 mm (2.933 in)
Stroke: 57.3 mm (2.256 in)
Displacement: 999 cm3 (61.0 cu. in)
Compression ratio: 12.8:1
Fuel system: Fuel injection
Air cleaner: Paper element
Starter system: Electric
Lubrication system: Wet sump
Idle speed: 1 150 ± 100 r/min

Drive train
Clutch: Wet multi-plate type
Transmission: 6-speed constant mesh
Gearshift pattern: 1-down, 5-up
Primary reduction ratio: 1.617 (76/47)
Gear ratios:

  • Low: 2.562 (41/16)
  • 2nd: 2.052 (39/19)
  • 3rd: 1.714 (36/21)
  • 4th: 1.500 (36/24)
  • 5th: 1.360 (34/25)
  • Top: 1.269 (33/26)

Final reduction ratio: 2.470 (42/17)
Drive chain: DID 50 VAZ, 114 Links

Chassis
Frame type: Twin-spar (aluminum alloy)
Front fork stroke: 125 mm (4.9 in)
Rear wheel travel: 130 mm (5.3 in)
Steering angle: 27º (right & left)
Caster: 23º 50′
Rake/Trail: 23.8 degrees / 98 mm (3.86 in)
Turning radius: 3,4 m (11.2 ft)

Suspension

  • Front suspension: Inverted telescopic, coil spring, oil damped, spring preload fully adjustable, rebound and compression damping force fully adjustable
  • Rear suspension: Link type, coil spring, oil damped, spring preload fully adjustable, rebound and compression damping force 2-way fully adjustable

Wheels

  • Front: 17 M/C x MT3.50, cast aluminum-alloy
  • Rear: 17 M/C x MT6.00, cast aluminum-alloy

Brakes

  • Front: Radial mount, 4-piston calipers 310 mm disc, twin
  • Rear: 1-piston caliper, 220 mm disc

Tires

  • Front tire size: 120/70 ZR 17 M/C (58 W), tubeless
  • Rear tire size: 190/50 ZR 17 M/C (73 W), tubeless

Electrical
Ignition type: Electronic ignition (transistorized)
Ignition timing: 4º B.T.D.C. at 1 150 r/min
Spark plug: NGK CR9EIA-9 or DENSO IU27D
Battery: 12 V 36.0 kC (10 Ah)/10 HR
Generator: Three-phase A.C. generator
Main fuse: 30 A
Fuse: 30/10/10/15/10/10/15 A
Headlight: High 12 V 65 W (H9) + Low 12 V 55 W (H11)
Position light: 12 V 5 W
Brake light/Taillight: LED
License plate light: 12 V 5 W
Turn signal light: 12 V 21 W
Speedometer light: LED
Tachometer light: LED
Fuel level indicator light: LED
Turn signal indicator light: LED
Neutral indicator light: LED
High beam indicator light: LED
Oil pressure/Coolant temperature indicator light: LED
FI indicator light/Sd indicator light: LED
Engine RPM indicator light: LED
Inmobilizer indicator light: LED

Capacities
Fuel tank, including reserve:

  • 16.5 L (4.4/3.6 US/Imp gal)… E-33
  • 17.5 L (4.6/3.8 US/Imp gal)… Others

Engine oil:

  • oil change: 2.800 ml (3.0/2.5 US/Imp qt)
  • with filter change: 3.300 ml (3.5/3.0 US/Imp qt)
  • overhaul: 3.600 ml (3.8/3.2 US/Imp qt)

Coolant: 2.750 ml (2.8/2.4 US/Imp qt)

PhotoGallery Suzuki GSX-R 1000 2010
Suzuki GSXR 1000 2010 Suzuki GSXR 1000 2010 Suzuki GSXR 1000 2010 Suzuki GSXR 1000 2010 ]]> http://www.suzukigsxr.org/2011/01/23/suzuki-gsx-r-1000-2010/feed/ 0 Suzuki GSX-R 1000 2010 25th Anniversary Edition http://www.suzukigsxr.org/2010/07/11/suzuki-gsx-r-1000-2010-25th-anniversary-edition/ http://www.suzukigsxr.org/2010/07/11/suzuki-gsx-r-1000-2010-25th-anniversary-edition/#comments Sun, 11 Jul 2010 09:45:28 +0000 Jose A. Guerrero http://www.suzukigsxr.org/?p=9256 Suzuki GSX-R 1000 2010 25th Anniversary Edition: Looking Back, Looking Ahead
A special limited edition commemorating the 25th anniversary of the Suzuki GSX-R motorcycle series. A Suzuki GSX-R 1000 2010 25th Anniversary Edition adorned with a distinctive body and frame color design, special graphics on its fairing, mufflers, wheel rims and ignition key, and a serial number plate. Join us in the quarter century celebration of the Suzuki GSX-R motorcycle series. The legend continues.

Suzuki GSX-R 1000 2010 25th Anniversary Edition Special Features

  • Special color : Metallic Mat Titanium Silver / Pearl Mirage white (JCU).
  • Special logo color.
  • Laser-processed pinstripe “25th Anniversary Edition” on rims of front and rear wheels.
  • Special graphic “25th Anniversary Edition” on both right and left side mufflers.
  • Serial number plate on the yoke (Limited production : 1,000 units).
  • Ignition key with special Suzuki GSX-R logo color.

Suzuki GSX-R 1000 2010 25th Anniversary Edition Features

  • 999cm3 4-cylinder powerplant, designed lighter and 59.7mm shorter from front to rear, brings enhanced throttle response across the entire rpm range and high potential for racetrack performance.
  • The new compact engine enabled 10mm shorter wheelbase and 32mm longer swingarm to improve racetrack performance.
  • New, more over-square bore x stroke of 74.5mm x 57.3mm (changed from 73.4mm x 59.0mm) gives the engine better overall tuning potential.  The compression ratio is now 12.8:1, changed from 12.5:1.
  • The engine employs enlarged titanium valves in diameter, forged pistons, shot-peened conrods and Suzuki Composite Electrochemical Material (SCEM)-plated cylinders integrated into the crankcase, reducing friction and improving heat transfer, durability and ring seal.
  • 12-hole fuel injectors produce a finer fuel mist for more complete combustion, reducing fuel consumption and exhaust emissions.
  • Suzuki Drive Mode Selector (S-DMS) offers push-button selection of three performance settings to suit riding conditions and personal tastes.  Now the switch is relocated on the left handlebar control module.
  • Iridium spark plugs produce a stronger spark for better combustion.
  • Large, efficient radiator with a trapezoidal shape developed on factory team racebikes and a trapezoidal engine oil cooler both help reduce drag.
  • Cable-operated back-torque-limiting clutch makes for efficient clutch operation with superb feel.
  • Unique Suzuki Advanced Exhaust System (SAES) uses an under-engine chamber and low-slung, large-volume MotoGP inspired titanium mufflers.
  • Twin-spar cradle frame made of five cast sections, mated with an arched swingarm made of three castings and one-piece die-cast rear subframe.
  • Big Piston Frontforks (BPF) with an endurance-race-proven design deliver superb feedback and responsive, stable operation, and are lightweight.
  • Rear shock absorber features adjustable rebound damping, spring preload, and both high-speed and low-speed compression damping.
  • Front brakes with fully floating 310mm discs and rigid, lightweight race-proven monoblock aluminum casting alloy radial-mount calipers.
  • The edgy and clean Suzuki GSX-R 1000 2010 styling incorporates fairing and bodywork details aimed at reducing turbulence and drag.
  • Attention to rider comfort includes a carefully shaped seat and adjustable footpegs.  Tailsection cover included for solo rides or track days.
  • Sculpted fuel tank is lighter, while capacity remains 17.5 liters (4.6 US gal).
  • New look multi-reflector headlight with vertically stacked high and low-beam halogen bulbs centered between position lights on each side.
  • For Europe, the position lights each have layered lenses with blue coloring on the inside lens for an even sportier look.
  • Front and rear turn signals feature clear lenses over amber bulbs.
  • Instruments include a silver-ringed analog tachometer with LCD speedometer.  LCD readouts include odometer, dual trip meters, reserve trip meter, clock, coolant temperature/oil pressure warning indicator, gear position indicator, lap timer/stopwatch, S-DMS setting indicator and bar-graph indicating the instrument lighting level, or brightness.
Suzuki GSX-R 1000 2010 25th Anniversary Edition Especifications

Dimensions and dry mass
Overall length: 2.045 mm (80.5 in)
Overall width: 720 mm (28.3 in)
Overal height: 1.130 mm (44.5 in)
Wheelbase: 1.405 mm (55.3 in)
Ground clearance: 130 mm (5.1 in)
Seat height: 810 mm (31.9 in)
Curb mass: 205 kg (452 lbs)

Engine
Type: 4 stroke, liquid cooled, DOHC
Number of cylinders: 4
Bore: 74.5 mm (2.933 in)
Stroke: 57.3 mm (2.256 in)
Displacement: 999 cm3 (61.0 cu. in)
Compression ratio: 12.8:1
Fuel system: Fuel injection
Air cleaner: Paper element
Starter system: Electric
Lubrication system: Wet sump
Idle speed: 1 150 ±  100 r/min

Drive train
Clutch: Wet multi-plate type
Transmission: 6-speed constant mesh
Gearshift pattern: 1-down, 5-up
Primary reduction ratio: 1.617 (76/47)
Gear ratios:

  • Low: 2.562 (41/16)
  • 2nd: 2.052 (39/19)
  • 3rd: 1.714 (36/21)
  • 4th: 1.500 (36/24)
  • 5th: 1.360 (34/25)
  • Top: 1.269 (33/26)

Final reduction ratio: 2.470 (42/17)
Drive chain: DID 50 VAZ, 114 Links

Chassis
Frame type: Twin-spar (aluminum alloy)
Front fork stroke: 125 mm (4.9 in)
Rear wheel travel: 130 mm (5.3 in)
Steering angle: 27º (right & left)
Caster: 23º 50′
Rake/Trail: 23.8 degrees / 98 mm (3.86 in)
Turning radius: 3,4 m (11.2 ft)

Suspension

  • Front suspension: Inverted telescopic, coil spring, oil damped, spring preload fully adjustable, rebound and compression damping force fully adjustable
  • Rear suspension: Link type, coil spring, oil damped, spring preload fully adjustable, rebound and compression damping force 2-way fully adjustable

Wheels

  • Front: 17 M/C x MT3.50, cast aluminum-alloy
  • Rear: 17 M/C x MT6.00, cast aluminum-alloy

Brakes

  • Front: Radial mount, 4-piston calipers 310 mm disc, twin
  • Rear: 1-piston caliper, 220 mm disc

Tires

  • Front tire size: 120/70 ZR 17 M/C (58 W), tubeless
  • Rear tire size: 190/50 ZR 17 M/C (73 W), tubeless

Electrical
Ignition type: Electronic ignition (transistorized)
Ignition timing: 4º B.T.D.C. at 1 150 r/min
Spark plug: NGK CR9EIA-9 or DENSO IU27D
Battery: 12 V 36.0 kC (10 Ah)/10 HR
Generator: Three-phase A.C. generator
Main fuse: 30 A
Fuse: 30/10/10/15/10/10/15 A
Headlight: High 12 V 65 W (H9) + Low 12 V 55 W (H11)
Position light: 12 V 5 W
Brake light/Taillight: LED
License plate light: 12 V 5 W
Turn signal light: 12 V 21 W
Speedometer light: LED
Tachometer light: LED
Fuel level indicator light: LED
Turn signal indicator light: LED
Neutral indicator light: LED
High beam indicator light: LED
Oil pressure/Coolant temperature indicator light: LED
FI indicator light/Sd indicator light: LED
Engine RPM indicator light: LED
Inmobilizer indicator light: LED

Capacities
Fuel tank, including reserve:

  • 16.5 L (4.4/3.6 US/Imp gal)… E-33
  • 17.5 L (4.6/3.8 US/Imp gal)… Others

Engine oil:

  • oil change: 2.800 ml (3.0/2.5 US/Imp qt)
  • with filter change: 3.300 ml (3.5/3.0 US/Imp qt)
  • overhaul: 3.600 ml (3.8/3.2 US/Imp qt)

Coolant: 2.750 ml (2.8/2.4 US/Imp qt)

PhotoGallery Suzuki GSX-R 1000 2010 25th Anniversary Edition
Suzuki GSX-R 1000 2010 25th anniversary edition Suzuki GSX-R 1000 2010 25th anniversary edition Suzuki GSX-R 1000 2010 25th anniversary edition Suzuki GSX-R 1000 2010 25th anniversary edition Suzuki GSX-R 1000 2010 25th anniversary edition Suzuki GSX-R 1000 2010 25th anniversary edition Suzuki GSX-R 1000 2010 25th anniversary edition ]]> http://www.suzukigsxr.org/2010/07/11/suzuki-gsx-r-1000-2010-25th-anniversary-edition/feed/ 2 Suzuki GSX-R History http://www.suzukigsxr.org/2010/04/29/suzuki-gsx-r-history/ http://www.suzukigsxr.org/2010/04/29/suzuki-gsx-r-history/#comments Thu, 29 Apr 2010 10:02:15 +0000 Jose A. Guerrero http://www.suzukigsxr.org/?p=9217 A legendary motorcycle is born
The illustrious history of the series begins with Suzuki’s concept for first-generation Suzuki GSX-R 750 in March 1985: Born on the circuit, returning to the circuit. The Suzuki GSX-R 750 was designed to challenge global championships while fulfilling the sporting aspirations of non-professional riders.

Hiroshi Fujiwara, who was in charge of the basic layout of this first model, vividly recalls the excitement of his team at the beginning of the project. “This pure Supersport model was our first 750cc bike featuring an aluminum frame of unprecedented light weight and superb torsional rigidity. We had no real competitors in the market, other than factory racing machines.”

The oil-cooled 4-stroke, 4-cylinder engine of the Suzuki GSX-R 750 delivered more than 100PS – far more power than any previous 750cc motorcycle. The exceptionally low dry weight of 179kg (395 lbs.) was equivalent to that of a 400cc-class model. Isamu Okamoto, engineer of engine design recalls: “We knew that reaching our goal of the world’s best power-to-weight ratio required to realize overpowering performance would be an enormous challenge.”

The Suzuki GSX-R 750 was a natural sensation among motorcycle enthusiasts and the press at a time when the capacity limit for Formula One and endurance racing had just been dropped from 1,000cc to 750cc. Suzuki’s new 750 performed admirably in the AMA Superbike Championship and FIM World Endurance Championship and quickly became the racebike of choice among private riders worldwide, thanks to durability and affordability.

1985 Suzuki GSX-R750F
The Suzuki GSX-R 750 was the World’s first race-bred production four-stroke sportsbike. Featuring a 100bhp motor with an Endurance-style chassis and an aerodynamic full-fairing complete with Endurance-aping twin-headlights. Dry weight was a featherweight 179 kilos and the bike ran on 18-inch wheels. This bike sired the current generation of race-replica sportsbikes we see on the road today.

When American rider Kevin Schwantz rode the Suzuki GSX-R 750 into second place at the 1986 AMA Daytona 200, his name became synonymous with the machine. Schwantz’s unique riding style on the Suzuki  GSX-R750 demonstrated an incredible man-machine interface that quickly engendered a legend. Victories in AMA Championship and the Le Mans and Bol d’Or 24-hour endurance events soon followed, to anchor the beginning of Suzuki GSX-R 750′s winning history.

1987 Suzuki GSX-R 750 H
In came newer, lighter front forks with NEAS (New Electrically Activated Suspension) from the previous year’s ,RR’ version, along with wider rear rims.

1988 Suzuki GSX-R 750 J
The first major model re-design incorporated changes to engine and chassis. The double cradle frame was beefed-up, the engine featured a short-stroke design and now pumped out around 112bhp although weight had crept up to 195 kilos. Gaping holes around the smoother, more aerodynamic fairing fed the SCAI Ð Suzuki Condensed Air Intake, which fed cool air to the carburettor intake for maximum efficiency.

1990 Suzuki GSX-R 750 L
Using the ‘RR’s long-stroke motor, the L also had new pistons, combustion chamber design and 38mm Slingshot carbs. Inverted or ,upside-down’ front forks debuted on this model, as did the signature remote reservoir shock. A wider rear wheel rim also carried fatter tyres. Power was now up to 114bhp with weight around the 193 kilo mark.

1991 Suzuki GSX-R 750 M
Another major aesthetic change came with the M, featuring a new fairing with twin tail lights and an aerodynamic headlight cover behind which the trademark twin Endurance headlights sat. Power was the same at 114bhp with weight around 208 kilos.

The champion grows up
Following several model changes in the early years to raise performance and stay in the lead, Suzuki changed the engine of the 1992 Suzuki GSX-R 750 from oil-cooled to liquid-cooled and adopted a more rigid frame with a large, pentagonal cross-section. Hiroshi Iio, chief engineer of the GSX-R series, reveals a secret episode. “We development team members shared a clear goal to realize higher performance, lighter weight and more compactness that facilitated agreement on technical matters,” Iio recollects, “But aesthetic matters such as engine’s appearance did cause some arguments. For example, we asked Japan’s Air Self-Defense Force to show us various aircraft power units as inspiration for the fin shape on our ’92 Suzuki  GSX-R750.”

1992 Suzuki GSX-R 750 WN
The WN featured an all-new liquid-cooled motor for the first time in the Suzuki GSX-R 750 family. Liquid-cooling enabled Suzuki to get more power from the 750cc motor and keep that power consistent under all temperatures. The WN featured a new computer-designed frame and pressed aluminium swing-arm. Power was now up to 116bhp with dry weight at 208 kilos.

1995 Suzuki GSX-R 750 S
This was the final model to use the traditional Suzuki GSX-R double cradle frame, which had been seen on GSX-Rs for a decade. Cosmetic changes included the looks of the SPR, including the ally water pump, six piston calipers, swingarm and magnesium engine parts. Other changes were a silver finish on the forks, instead of the previous model’s blue.

For the 1996 model, engine designer Masahiro Nishikawa strove to figure out the most desirable characteristics for a new-generation Supersport. “I frequently visited major superbike championship circuits to collect on-the-spot information,” he says. “The answer was an entirely new engine with three-piece crankcases and a side camchain.” Combined with the all-new twin-spar frame inspired by the Grand Prix race bikes, this version achieved 19kg weight reduction from its predecessor.

1996 Suzuki GSX-R 750 T
All-change. This model astonished journalists and Suzuki GSX-R fans alike. With a beam-frame for the first time, an all-new motor pumping out 122bhp, it was known universally as the SRAD thanks to its Suzuki Ram Air Direct system which force-fed cold air into the airbox. The bike also shared the same dimensions as Kevin Schwantz’s 1993 500cc GP winning RGV. It was a winner from the start. Weight was down back to 179 kilos – the same weight as the original bike but with almost 25% more power…

The highly evolved Suzuki GSX-R7 50 adopted the catch phrase ‘The most advanced Suzuki GSX-R ever’ in 2000. That model’s totally redesigned engine featured a new electronic fuel injection system with dual throttle valves – a rider controlled throttle valve and an electronically controlled valve – that enabled optimal fuel injection for greater torque and power, as well as higher combustion efficiency with lower emissions. The new main frame was lighter, with a longer swing arm than the previous model. Together, the innovations offered 2000 Suzuki GSX-R 750 riders overpowering performance approaching that of a one-liter model.

Yukihiro Takasaki has been dedicated to development of the electronic fuel-injection systems in all Suzuki  GSX-R series models since 1999. “As a private race team mechanic I had a close contact with Suzuki GSX-R 750 when I joined Suzuki two decades ago,” says Takasaki, “so I was eager to take charge of Suzuki  GSX-R development. Our team was thrilled to complete a new fuel-injection control system that helped to exceed performance of carburetor-equipped competitors. I’m happy to say that Suzuki’s fuel-injection technologies are still leading the industry today.”

The unrelenting mision of excellence continues
The Suzuki GSX-R has steadily expanded the lineup for the last 20 years. In the year following the 750′s debut, Suzuki launched another Suzuki GSX-R with a 1,052cc engine boasting a maximum of 130PS at 9,500rpm with a dry weight of only 197kg (434 lbs.). Like the 750, the Suzuki GSX-R 1100 ruled the racetracks and the roads until 1998.

For riders who want the Suzuki GSX-R experience in a middleweight machine, Suzuki introduced the Suzuki GSX-R 600 in 1997. Kunio Arase, project leader for this new member of the Suzuki GSX-R family, says he started development with a mission: “The mission shared by every engineer for succeeding models of the legendary Suzuki GSX-R line has been to surpass the performance of any existing model in its class. We determined to achieve the fastest top speed and starting acceleration, yet the production model had to be transformable to a winning circuit racer with minimal modification. Indeed, the first Suzuki GSX-R 600 realized a top speed faster than that of the Suzuki GSX-R 750 two years earlier, taking the World Supersport Championship for two consecutive years.”

1997 Suzuki GSX-R 600 V through to Y
A 599cc machine aping it’s bigger brother the Suzuki GSX-R 750. Power was a shade under 100bhp and the bike was instantly competitive in British and World Supersports series. The chassis comprised of an aluminium beam frame, right-way-up forks, an adjustable monoshock at the back and four-pot Tokico brakes. Weight was just 174 kilos. Mild updates during the life of the bike saw power increase to around 110bhp, but styling remain the same.

1998 Suzuki GSX-R 750 W
With the ’97 bike only receiving colour changes, the 1998 machine featured one very important addition: electronic fuel injection. The system used large 46mm throttle bodies and a two-stage system measuring water and intake temperatures, environmental and intake air pressures as well as throttle position and engine RPM to ensure optimal fuelling in all regimes.

2000 Suzuki GSX-R 750 Y – K1-K3
The Y was the lightest, most powerful Suzuki GSX-R 750 ever. With around 125bhp hauling just 166 kilos around, the bike was the leader of the 750 class, but was also able to take on the 600s and 1000cc sports machines. The chassis had the same 1400mm wheelbase, but with a longer swingarm and lightened frame. A new look came from a complete aesthetic re-design. The model was so successful that it remained unchanged until 2004.

In 2001 the youngest member of the family was born, the Suzuki GSX-R 1000. Thrilling all riders and garnering one racetrack victory after another, the 1000 has become the flagship of the Suzuki GSX-R line with its phenomenal potential. This year, the third-generation of the Suzuki GSX-R 1000 is going to the market with an even bigger displacement engine to deliver more power, torque and acceleration, as well as a totally redesigned body with less weight and higher aerodynamics.

2001 Suzuki GSX-R 1000
Came into the class with a boom and swept to the top of the litre-class of sportsbikes. The K1 was an all-new 988cc, 180mph, 150bhp missile. Looks were derived heavily from the successful 750Y, as was the frame and chassis – although the frame was made from 0.5mm thicker aluminium to handle the extra power. To keep weight down to just 170 kilos, extensive use was made of titanium.

2001 Suzuki GSX-R 600 K1-K3
First major update saw the bodywork mimic that of the 750Y, although still the best way to tell them apart was the lack of upside-down forks on the 600. Fuel-injection came in for the first time on a Suzuki 600 and power was up to around 115bhp with weight just 163 kilos. Special edition models included a Telefonica MoviStar replica and a version of the Alstare Corona machine, which in SRAD form had won the 1998 and 1999 World Supersport.

2003 Suzuki GSX-R 1000 K3
Major changes saw more power – 160bhp, more torque, much-improved radial Tokico brakes and an updated chassis, as well as new aesthetics which gave the Suzuki GSX-R 1000 a slimmed-down look. Weight was also now down by two kilos on the previous model. Two limited-editions were produced: a Mat Mladin replica in the USA and a KZ model in Europe, which featured black bodywork and gold wheels.

2004 Suzuki GSX-R 750 K4
Sharing the chassis with the Suzuki GSX-R 600, the K4 750 has a new motor with lightweight pistons, increased compression ratio, new cams, titanium valves and a new cylinder head, adding up to a real-world 130bhp. Weight is down to 163 kilos thanks to a new frame, which is 15mm narrower than before. Four-pot Tokicos are awesome, while the narrow bodywork shares the overall look of the 2004 Suzuki GSX-R 600.

2004 Suzuki GSX-R 600 K4
This machine took Suzuki back to the top of the 600 class. In came a new motor pumping out around 120bhp and a dry weight of just 161 kilos. The bike had narrower dimensions, bodywork identical to the Suzuki GSX-R 750 K4 and upside-down front forks for the first time. A special-edition model in 2005 marked 20 years of the Suzuki GSX-R range with a limited run of machines in corporate Suzuki blues modeled on the first scheme on the original Suzuki GSX-R 750. It also included a black-finished exhaust end-can and a blue coloured chain.

Hiroshi Iio, the engine designer of early-1990s Suzuki GSX-R 750s, is now working as the chief engineer on the 2005 Suzuki GSX-R 1000. “Every GSX-R in history has been created to become the best and strongest sportbike of its time,” he recalls. “Of course, the latest Suzuki GSX-R 1000 brings the original Suzuki GSX-R concept to an even higher level. The 1000 is the most nimble, powerful and lightweight one-liter model yet, as well as an especially rider-friendly bike. I wanted to achieve a charming machine that give every rider exceptional joy of ownership. The chief styling designer and I collaborated to create functional yet attractive styling worthy of a new-generation sportbike.”

The 20th anniversary of the glorious Suzuki GSX-R in 2005 is a time for Suzuki to celebrate, while mapping out even further advances of Suzuki’s superb industry-leading motorcycles. The legend continues…

2005 Suzuki GSX-R 1000 K5
Another significant leap forward. New aesthetics hid major updates to the engine and chassis. The engine was now 11cc up to 998.6cc while weight was further cut to 166 kilos. Aerodynamic refinements saw the physical size reduced still further, while the 1000cc bike received a short, stubby end-can, which kept the mass central to the bike, improving handling. A limited-edition Suzuki GSX-R 1000 “Phantom” was available at the end of 2006 in grey/silver and with a Yoshimura Tri-oval slip-on for no extra cost.

2006 Suzuki GSX-R 750 K6
A major styling update sees the 750K6 receive the looks of the Suzuki GSX-R 1000, but with motor changes to hike power to 150bhp. The motor now barks through a stubby, low-slung silencer. Weight is now down to 163 kilos thanks to a re-designed frame and chassis.

2007 Suzuki GSX-R 1000 K7
Another landmark motorcycle from Suzuki. The most powerful Suzuki GSX-R ever… The K7 features more power and the engine control management system makes it possible to switch between three performance settings to match riding conditions. Internally, the engine is re-designed and features twin low-slung exhausts for better weight distribution as well as a developed chassis featuring adjustable pegs for the track-day addicts amongst you. Overall weight is 172 kilos.

2009 Suzuki GSX-R 1000 K9
Still the most powerful Suzuki GSX-R ever at 182bhp – the K9 benefits from Big Piston Forks, slipper clutch and Suzuki’s Drive Mode Selector. Showa suspension replaces Kayaba. Winner of the 2009 British Superstock Championship.

Suzuki GSXR motorcycles history ]]> http://www.suzukigsxr.org/2010/04/29/suzuki-gsx-r-history/feed/ 0 Suzuki GSX-R 1000 K8 http://www.suzukigsxr.org/2009/07/05/suzuki-gsx-r-1000-k8/ http://www.suzukigsxr.org/2009/07/05/suzuki-gsx-r-1000-k8/#comments Sun, 05 Jul 2009 18:56:01 +0000 Jose A. Guerrero http://www.suzukigsxr.org/?p=131 To the team of Suzuki engineers responsible for the Suzuki GSX-R 1000 2008, Own The Racetrack is not just a slogan, it is a way of life. It is a life dedicated to making the most successful open-class motorcycle in the history of production-based racing even better. By applying the latest technology and the most recent hard-fought racing experience. And keeping the Suzuki GSX-R 1000 2008 well ahead of the would-be competition.

The Key is the motorcycles’ ability to do precisely what the rider wants, when the rider wants, how the rider wants. Accelerate. Brake. Corner. Repeat. Make it easier for the rider, and the results will show. With better lap times on the racetrack, and more fun on the road. It is called Total Performance. It is what makes the Suzuki GSX-R 1000 2008 the Top Performer. And it is why Suzuki riders Own The Racetrack.

Engine Features

  • 48mm ventilation holes between cylinders reduce pumping losses
  • 999cc 4-stroke, 4-cylinder, liquid-cooled engine for increased power, torque and acceleration with forged aluminum alloy pistons, chrome-moly shotpeened connecting rods, hollow camshafts, and a secondary balancer shaft for reduced vibration
  • Back-torque limiting clutch allows smooth downshifts, plus a rack and pinion operating system provides a positive clutch feel
  • Compact fuel injection system features the Suzuki Dual Throttle Valve System (SDTV) – with twelve smaller holes for maximum fuel delivery and steeper angle for secondary injectors
  • High volume Suzuki Advanced Exhaust System (SAES) with equal length head pipes feeding a unique under engine chamber leading to two compact aluminum/titanium mufflers on each side
  • Idle Speed Control (ISC) system for improved cold starting, consistent idle quality and reduced emissions
  • Radiator utilizes a trapezoidal shape seen on works race bikes. The oil pump is larger for increased capacity and performance.
  • S-DMS (Suzuki-Drive Mode Selector) system allows the rider to choose from three engine settings to match track conditions with a handlebar mounted switch
  • Self adjusting hydraulic clutch uses and minimzes changes in clutch feel over a long race
  • The mid-pipe includes a Suzuki Exhaust Tuning (SET) system for maximum torque throughout the rpm range and an oxygen sensor used by the engine management system and combined with the under-engine catalyzer for reduced emissions

Chassis Features

  • 310mm front brake discs are attached to the carrier with 10 floating mounts instead of 8 for improved heat transfer away from the disc
  • Adjustable rider footpegs can be moved into three different positions to suit rider preferences
  • Aluminum alloy twin-spar frame is built using five castings for lightweight, unmatched handling and performance, increased production precision, and reduced weight.
  • An easy-to-read instrument cluster includes a step motor controlled analog tachometer, digital LCD speedometer, dual tripmeters, clock, convenient gear position sensor, rpm indicator light and a new LCD S-DMS mode indicator displaying which performance setting has been selected by the rider
  • Bridgestone radial tires mounted on cast aluminum wheels featuring thin spoke design with optimized wall thickness to reduce unsprung weight
  • Close-ratio six-speed transmission with an adjustable back torque limiter for smoother downshifts.
  • Die-cast aluminum-alloy swingarm is more rigid and features an innovative new link system which pivots on the swingarm itself for increased traction and reduced side loads.
  • DLC coated 43mm forks and rear shock feature high and low speed compression damping along with adjustable rebound and preload settings
  • Electronically controlled steering damper uses a solenoid valve to move a tapered needle reducing or increasing oil flow to adjust damping force.
  • Forks feature larger 56mm outer tubes below the triple clamp for increased rigidity.
  • Rear disc works with a single piston caliper and is mounted above the swingarm for reduced braking effect on the rear suspension
  • Vertically stacked headlight features a compact projector bulb and when combined with the sleek bodywork and tailsection offer maximum rider mobility and unmatched styling
  • Wind tunnel developed bodywork features an aggressive style, reduced frontal area and a tall windscreen for optimum aerodynamic performance
Suzuki GSX-R 1000 2008 Specifications

Chassis:
Brakes Front    Disc brake, twin
Brakes Rear    Disc brake
Color    Blue/White, Black/Gold, White/Silver
Dry Weight    172 kg (379 lbs)
Final Drive    D.I.D 530, 112 links
Fuel Tank Capacity    17.5 L (4.6/3.8 US/Imp gal)
Ground Clearance    130 mm (5.1 in)
Overall Length    2045 mm (80.5 in)
Overall Width    720 mm (28.3 in)
Seat Height    810 mm (31.9 in)
Suspension Front    Inverted telescopic, coil spring, oil damped
Suspension Rear    Link type, coil spring, oil damped
Tires Front    120/70ZR17M/C (58W), tubeless
Tires Rear    190/50ZR17M/C (73W), tubeless
Transmission    6-speed constant mesh
Wheelbase    1415 mm (55.7 in)

Engine:
Bore Stroke    73.4 x 59.0mm
Compression Ratio    12.5 : 1
Engine    4-stroke, liquid-cooled, DOHC
Fuel System    Fuel injection
Ignition    Electronic ignition (Transistorized)
Lubrication    Wet sump
Starter    Electric

PhotoGallery Suzuki GSX-R 1000 2008
2008 Suzuki GSX-R 1000 K8 2008 Suzuki GSX-R 1000 K8 2008 Suzuki GSX-R 1000 K8 2008 Suzuki GSX-R 1000 K8 ]]> http://www.suzukigsxr.org/2009/07/05/suzuki-gsx-r-1000-k8/feed/ 3 Suzuki GSX-R 1000 K9 http://www.suzukigsxr.org/2009/06/28/suzuki-gsx-r-1000-k9/ http://www.suzukigsxr.org/2009/06/28/suzuki-gsx-r-1000-k9/#comments Sun, 28 Jun 2009 16:46:43 +0000 Jose A. Guerrero http://www.suzukigsxr.org/?p=31 Suzuki GSX-R 1000 2009
As the newly crowned AMA Superbike Championship series winner — for an incredible sixth straight year — the Suzuki GSX-R 1000 is the undisputed dominant superbike of our era. For 2009, it’s making history in another way: it’s totally redesigned for even greater racetrack performance.

All-new Suzuki GSX-R 1000 2009. With a more powerful, cleaner-running engine. A more nimble chassis and more responsive suspension. In a more compact and lighter package.  Wrapped with an edgy new look. All delivering a renewed invitation for riders worldwide: Suzuki GSX-R 1000 2009 Own The Racetrack.

Suzuki GSX-R 1000 2009 New Engine

  • All-New Suzuki GSX-R 1000 2009 is a clean sheet design built to maximize combustion efficiency with more torque and power across the rpm range and enhanced throttle response and reduced exhaust emissions.
  • As a result the distance between the crankshaft and the transmission output shaft has been reduced by 59.6mm making the engine shorter front to rear.
  • A new integrated clutch and starter motor cover is about 200 grams lighter than the two individual covers previously used.
  • A new more efficient oil cooler also has a trapezoidal shape instead of the more conventional rectangular shape, allowing the lower fairing to be narrower for improved aerodynamics.
  • A powerful microprocessor in the ECM runs the advanced engine management system, starting with the latest versions of the latest versions of the SDTV (Suzuki Dual Throttle Valve) downdraft double-barrel fuel injection system first introduced on the Suzuki GSX-R 1000 2009.
  • A Suzuki Exhaust Tuning (SET) servo controlled butterfly valve built into the mid pipe helps maximize torque throughout the RPM range.
  • Each throttle body feeds two cylinders and each throttle body barrel carries two ultra-fine-atomization, 12 hole injectors. Each cylinders primary injector is aimed at a steep 30 degree angle down the intake port to improve fuel atomization and operates under all conditions.
  • New more oversquare bore and stroke of 74.5mm x 57.3mm (from 73.4mm x 59.0mm) gives the engine better overall tuning potential, specifically increased performance at high rpm
  • Repositioning the transmission shafts also allowed the crankcase assembly to be simplified , now using two bolted-together (upper and lower) sections instead of three, eliminating 16 screws and helping to further reduce weight by about 670 grams.
  • Reshaped combustion chamber and new cam profiles increases the compression ratio to 12.8:1
  • Spark plugs with finer, Iridium-alloy electrodes produce a stronger spark for better combustion
  • SRAD (Suzuki Ram Air Direct) airbox is also new and lighter.
  • Suzuki engineers were also able to increase low-range and mid-range performance and broaden the torque curve by reshaping the combustion chamber, increasing the compression ratio to 12.8:1 (from 12.5:1) and developing new cam profiles.
  • The back torque limiting clutch incorporates the Suzuki Clutch Assist System (SCAS) for light clutch pull and optimum clutch performance.
  • The close ratio six speed transmission’s input and output shafts are now triangulated with the crankshaft. The crankshaft is positioned more forward in the cases relative to the cylinder centerline, the transmission input shaft has been moved upwards and the transmission output shaft has been moved forward
  • The clutch is now directly operated by a cable instead of a hydraulic system, improving feel and feedback to the rider as well as reducing weight
  • The computer controlled Suzuki PAIR system injects fresh air from the airbox into the exhaust ports further reducing emissions by igniting unburned hydrocarbons.
  • The engine managements Idle Speed Control (ISC) improves cold starting, reduces cold start emissions and stabilizes engine idle under various conditions by automatically regulating the volume of fresh air fed into the throttle body circuits, based on coolant temperature.
  • The latest version of the Suzuki Advanced Exhaust System (SAES) incorporates staggered length titanium head pipes, a collector, a short mid pipe and a stainless steel under engine chamber that leads to two Moto GP inspired titanium mufflers.
  • The new engine is shorter front to rear allowing engineers to use a shorter wheelbase AND a longer swingarm for improved racetrack performance
  • The new intake camshaft is shorter and lighter and the cam angle sensor has been relocated from the left end of the intake cam to the center of the exhaust cam, allowing the cylinder head to be reshaped for reduced weight
  • The radiator and new oil cooler also allow for the use of narrower bodywork for reduced drag.
  • The revised combustion chamber shape also accommodates new larger intake and exhaust valves. Intake valve size is increase from 30mm to 31mm and exhaust valve size is increased from 24mm to 25mm.
  • The SDTV (Suzuki Dual Throttle Valve) system uses two butterfly valves in each throttle body barrel, the primary valve controlled by the rider via the twist grip and the secondary valve controlled by the ECM.
  • The single counter balancer shaft is now smaller measuring 20mm in bearing diameter instead of 23mm for reduced mechanical losses
  • The steel alloy used to produce the single valve spring for each valve has been revised along with camshaft profiles.
  • The under engine chamber carries a catalyzer to help reduce hydrocarbon, carbon monoxide and nitrogen oxide emissions.
  • To help maintain intake efficiency and power output at high rpm the downdraft intake manifolds are now 10mm shorter (138mm from 148mm).
  • Unique Suzuki Drive Mode Selector (S-DMS) system allow the rider to select one of three fuel injection and ignition system maps, adjusting power delivery to suit personal preference.  Using a button now located on the left handlebar control module, the rider can instantaneously switch between the three available maps, which are designated A, B and C as displayed on the instrument panel.
  • Ventilation holes positioned underneath the bottom of the piston stroke in each cylinder bore allow air trapped underneath each descending piston to quickly escape to adjacent cylinders.

Suzuki GSX-R 1000 2009 New Chassis

  • A new one piece die cast aluminum alloy rear subframe and tailsection support is now lighter and seat height is unchanged at 810mm (31.9 in)
  • A new programmable engine RPM indicator system incorporates four LED?s.
  • A new speedometer display mode switch is now mounted on the right handlebar control module and can be used to trigger the lap time counter.
  • All new more compact twin spar frame welded together using five cast aluminum alloy sections including a steering head section, two main-spar/swingarm pivot plate sections and cross braces above and below the swingarm.
  • Each BPF (Big Piston Front) fork leg is also 720 grams lighter than the conventional fork tube it replaces.
  • Electronically controlled steering damper uses the ECM to monitor motorcycle speed and adjust damping force as needed.
  • Footpegs remain three way adjustable 14mm in a horizontal and vertical range.
  • New dimensions allow the use of a swingarm that is now 33mm longer, measuring 577mm from the center of the pivot shaft to the center of the rear axle in the standard position while still reducing the wheelbase by 10mm to 1405mm.
  • New front brake calipers are more rigid despite each being 205 grams lighter than conventional bolt together calipers, reducing flex and improving feedback.
  • New Showa BPF (Big Piston Front) 43mm fork design eliminates the internal cartridge assembly inserted into each fork leg and instead uses a single 39.6mm upper piston riding against the inside wall of the inner fork tube.
  • Newly designed cast aluminum alloy wheels feature a more aggressive design and are also lighter.
  • Re-designed SRAD (Suzuki Ram Air Direct) intakes are larger and positioned closer to the centerline of the fairing nose, where air pressure is the highest.
  • The all new instrument cluster is centered around an analog tachometer framed by an elegant silver ring with an adjacent digital LCD speedometer.
  • The BPF (Big Piston Front) design relocates the fork springs to the bottom of each fork leg, where they are completely submerged in oil, reducing fork oil foaming and contributing to more stable damping.
  • The larger piston and shims used in the BPF (Big Piston Front) forks produce more effective valving, with more controlled compression delivering better feedback to the rider.
  • The multi-reflector headlight incorporates a new look with vertically stacked high and low beam halogen bulbs centered between position lights on each side.
  • The LED combination taillight and brake light is built into the rear of the tailsection, featuring a red, mirror lens, covering LED’s.
  • The rear turn signals feature clear lenses over amber bulbs and the lenses are integrated into and wrap around the outside edges of the seat cowl.
  • The new aluminum alloy swingarm is constructed using just three castings and is arched to make room for the dual titanium mufflers to be tucked in tightly on each side.
  • The new Suzuki GSX-R 1000 2009 front brake system matches fully floating 310mm drilled discs with radial mount race proven mono-block forged aluminum alloy front brake calipers
  • The new more compact Suzuki GSX-R 1000 2009 engine allowed the design team to shorten up the mainframe reducing the distance between the steering head and the swingarm pivot while also reshaping the main spars to precisely fit the contours of the new engine.
  • The new sculpted fuel tank is lighter while retaining 17.5 liters (4.6 US gal) of capacity.
  • The new wind tunnel tested upper fairing is wider, providing better wind protection while also reducing turbulence and drag.
  • The radial pump front brake master cylinder now measures 17mm (from 19mm) for improved rider feedback and feel.
  • The rear disc brake works with a single piston caliper mounted above the swingarm.
  • The rebound and compression valving adjustment screws are indented into the fork caps. Spring preload is adjusted at the bottom of the fork leg assembly.
  • The sharply creased fairing sides feature a layered look that improves the flow of cooling air through the radiator and away from the rider.
  • The Showa rear shock works through an aluminum alloy linkage mounted on the swingarm, with an extruded aluminum alloy link rods connected to the frame. The rear shock absorber is adjustable for rebound, high and low speed compression and spring preload.

Suzuki GSX-R 1000 2009 Especifications

Dimensions and dry mass
Overall length: 2.045 mm (80.5 in)
Overall width: 720 mm (28.3 in)
Overal height: 1.130 mm (44.5 in)
Wheelbase: 1.405 mm (55.3 in)
Ground clearance: 130 mm (5.1 in)
Seat height: 810 mm (31.9 in)
Curb mass: 205 kg (452 lbs)

Engine
Type: 4 stroke, liquid cooled, DOHC
Number of cylinders: 4
Bore: 74.5 mm (2.933 in)
Stroke: 57.3 mm (2.256 in)
Displacement: 999 cm3 (61.0 cu. in)
Compression ratio: 12.8:1
Fuel system: Fuel injection
Air cleaner: Paper element
Starter system: Electric
Lubrication system: Wet sump
Idle speed: 1 150 ±  100 r/min

Drive train
Clutch: Wet multi-plate type
Transmission: 6-speed constant mesh
Gearshift pattern: 1-down, 5-up
Primary reduction ratio: 1.617 (76/47)
Gear ratios:

  • Low: 2.562 (41/16)
  • 2nd: 2.052 (39/19)
  • 3rd: 1.714 (36/21)
  • 4th: 1.500 (36/24)
  • 5th: 1.360 (34/25)
  • Top: 1.269 (33/26)

Final reduction ratio: 2.470 (42/17)
Drive chain: DID 50 VAZ, 114 Links

Chassis
Frame type: Twin-spar (aluminum alloy)
Front fork stroke: 125 mm (4.9 in)
Rear wheel travel: 130 mm (5.3 in)
Steering angle: 27º (right & left)
Caster: 23º 50′
Rake/Trail: 23.8 degrees / 98 mm (3.86 in)
Turning radius: 3,4 m (11.2 ft)

Suspension

  • Front suspension: Inverted telescopic, coil spring, oil damped, spring preload fully adjustable, rebound and compression damping force fully adjustable
  • Rear suspension: Link type, coil spring, oil damped, spring preload fully adjustable, rebound and compression damping force 2-way fully adjustable

Wheels

  • Front: 17 M/C x MT3.50, cast aluminum-alloy
  • Rear: 17 M/C x MT6.00, cast aluminum-alloy

Brakes

  • Front: Radial mount, 4-piston calipers 310 mm disc, twin
  • Rear: 1-piston caliper, 220 mm disc

Tires

  • Front tire size: 120/70 ZR 17 M/C (58 W), tubeless
  • Rear tire size: 190/50 ZR 17 M/C (73 W), tubeless

Electrical
Ignition type: Electronic ignition (transistorized)
Ignition timing: 4º B.T.D.C. at 1 150 r/min
Spark plug: NGK CR9EIA-9 or DENSO IU27D
Battery: 12 V 36.0 kC (10 Ah)/10 HR
Generator: Three-phase A.C. generator
Main fuse: 30 A
Fuse: 30/10/10/15/10/10/15 A
Headlight: High 12 V 65 W (H9) + Low 12 V 55 W (H11)
Position light: 12 V 5 W
Brake light/Taillight: LED
License plate light: 12 V 5 W
Turn signal light: 12 V 21 W
Speedometer light: LED
Tachometer light: LED
Fuel level indicator light: LED
Turn signal indicator light: LED
Neutral indicator light: LED
High beam indicator light: LED
Oil pressure/Coolant temperature indicator light: LED
FI indicator light/Sd indicator light: LED
Engine RPM indicator light: LED
Inmobilizer indicator light: LED

Capacities
Fuel tank, including reserve:

  • 16.5 L (4.4/3.6 US/Imp gal)… E-33
  • 17.5 L (4.6/3.8 US/Imp gal)… Others

Engine oil:

  • oil change 2.800 ml (3.0/2.5 US/Imp qt)
  • with filter change 3.300 ml (3.5/3.0 US/Imp qt)
  • overhaul 3.600 ml (3.8/3.2 US/Imp qt)

Coolant: 2.750 ml (2.8/2.4 US/Imp qt)

Suzuki GSX-R 1000 2009Video

Image Gallery Suzuki GSXR 1000 2009

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