Unfortunately, all these improvements come at a price: The new GSX-R1000's claimed dry weight is 13 pounds heavier than its predecessor's. Suzuki engineers acknowledged after some prodding that the primary culprit for the added weight is the ever-tightening emissions regulation in Europe and the U.S. The larger and bulkier catalyzer necessary to adequately clean up the exhaust gases was largely responsible for the design of the underengine chamber exhaust system to house it (as well as the chamber's heavier stainless steel construction). The dual mufflers essential to maintain exhaust flow while keeping noise levels in check also added a few pounds.
So Does It All Work?
First impressions of the new GSX-R as we ran a few warm-up laps at Phillip Island were that the previous generation's aggressive but sane ergos remain, albeit with a very slight change to bar angle. Dash layout is basically identical to last year, save for the S-DMS display on the right side of the analog tachometer, and fairing protection and vibration levels remain the same, i.e., very good. We rode with the adjustable footpeg brackets (carried over from the latest GSX-R600/750) set in the highest position, which afforded excellent ground clearance without feeling too cramped.
Thankfully, despite the trend toward top-heavy powerbands as power outputs steadily grow, the GSX-R1000's trademark superb low-midrange acceleration has survived intact for the most part. Only a very slight weakness between 5000 and 8000 rpm compared with the previous-generation GSX-R is perceptible, and on the track it was basically a nonissue. As always, off-idle throttle response is smooth at any rpm, allowing early throttle application on corner exits, and overall acceleration response to throttle input is very linear throughout the powerband.
Once the rpm near the 9500 mark, however, the new GSX-R quickly begins to exhibit a stronger top-end pull than the previous version. While the old model was surely no slouch, the '07 Gixxer has a definite advantage on top end, accelerating harder and longer toward the indicated 13,750-rpm redline with a slightly better overrev capability that can negate an upshift if need be. Where the old GSX-R began to sign off a little past 12,000 rpm, the new version continues to pull strongly all the way past 13,000 rpm with ease.
And what of the S-DMS? The aforementioned subjective impressions were obviously made while running on the full-power A map. When we tried the B map for one session, we found-in the dry, good tire/pavement grip conditions we had at Phillip Island at least-that the softer engine response was actually a bit annoying. For our tastes, the engine response was softened up a little too much, and all it did was seemingly hurt the drive off corners, because grabbing more throttle didn't help offset the initial soft response. In different conditions-say, on the street with less grip and lower overall speeds-the softer response might be more help, and we'll reserve final judgment until we get a test unit in our hands here in the States.
The C map, which was originally stated as a "wet conditions" power mode, was basically useless at Phillip Island. While the B map still allows access to full power once past half throttle and a certain rpm, the C map is detuned all across the board, and in a major way. One Suzuki engineer stated that the C map drops overall power by up to 20 percent, which would equate to almost a GSX-R750, and that's what it felt like-well, a slow-revving, heavier GSX-R750, actually. I'm not so sure it would even be that much of an aid on a wet surface, either; if you wanted to push a button and say, "Voila! I've got a GSX-R750," you'd be better off with a real 750.