Other small yet vital changes include the clutch switching from hydraulic back to cable operation for improved feel, as well as an increase in plate diameter (offset by one less plate), different friction material, and revisions to the back-torque limiter. The race-inspired trapezoidal radiator is 16.3mm thinner for less weight, and the new oil cooler now replicates the factory racing components, with a trapezoidal housing and different fin design that boasts a narrower profile along with much better heat dissipation. The twin muffler under-engine exhaust is retained, but the mufflers themselves are now made entirely of titanium, and the exhaust system as a whole dropping approximately 400 grams from last year; also returning is the SET exhaust valve, with the stainless steel under-engine chamber carrying the catalyzer to reduce emissions.
In order to make the new engine...
In order to make the new engine more compact, the new GSX-R engine (right) follows the trend of “stacking” the mainshafts, with the clutch driveshaft now running atop the countershaft.
The new GSX-R’s main frame...
The new GSX-R’s main frame is now made from five separate precision cast sections for rigidity balance and smooth appearance (the welds have been relocated to keep them out of sight). Generator and clutch cover are now one piece.
The oil cooler is now a works-type...
The oil cooler is now a works-type trapezoidal unit that offers a smaller aerodynamic profile along with much better heat dissipation qualities. The main coolant radiator is also 16.3mm thinner for less weight.
The all-new twin-spar aluminum frame is comprised of five precision cast sections for improved rigidity balance, as well as relocating the welding points to keep them out of sight for better appearance. As expected, the more compact engine allows the main frame section to be shorter and the swingarm made longer to increase traction and rear suspension performance. Wheelbase has been shortened by 10mm to 1405mm (55.3 inches), while the swingarm has been lengthened by 32mm yet weighs in 500 grams lighter; a more progressive rear suspension linkage helps counter the squatting tendencies under power of the longer swingarm.
Crucial unsprung weight has also been lost from the cast aluminum alloy wheels, with 180 grams dropped from the front wheel and 230 grams less in the rear. OEM-spec Bridgestone BT-016 rubber now graces the big GSX-R's hoops, offering superb traction and handling. New monoblock four-piston Tokico front brake calipers highlight the changes to the front brake system, with the 23-percent-stiffer cast aluminum units sporting a 10 percent greater master cylinder ratio for more responsive and progressive braking. The complete front brake system has dropped a total of 560 grams, with 30 grams each coming from the new design 310mm discs with aluminum floating pins. Even the rear brake system drops some 290 grams by using a more compact caliper with a piston diameter nearly 8mm smaller than before yet maintaining the same braking power.
New cast aluminum monoblock...
New cast aluminum monoblock Tokico calipers are a significant upgrade in performance over the old brakes, offering superior feel, feedback, power, and responsiveness while also weighing less.
The new aluminum alloy swingarm...
The new aluminum alloy swingarm is 32mm longer for improved rear suspension action, with the shock linkage now using a more progressive rate and extruded instead of forged aluminum components for less weight.
The electronically-controlled...
The electronically-controlled steering damper’s rates have been revised, with less damping at slower speeds and more damping at higher speeds. It also now has a hollow shaft that drops 45 grams.
On the suspension front, the big Suzuki gets the same Showa 43mm BPF (Big Piston Fork) as the '09 Kawasaki ZX-6R, albeit with a 39.6mm internal piston versus the Kawasaki's 37mm unit. As with the ZX-6R, the simpler construction of the BPF drops 720 grams compared with the conventional cartridge fork, and the rear suspension also underwent a weight loss program, with a smaller piston and thinner shaft contributing to a 300-gram weight loss for the rear shock, and the linkage is now made from extruded rather than forged aluminum.
Got Speed?
Suzuki introduced the new big GSX-R at the high-speed confines of Willow Springs International Raceway's nine-turn road course, which would quickly reveal whether the new model was lacking in top-end speed, as well as high-speed stability through the daunting 130-mph bumps of Turn Eight.
The new GSX-R may not look that much different from the saddle, but its narrower midsection and smaller overall feel are immediately noticeable. Seat height is the same at 31.9 inches, but feels lower due to the narrower seat that allows your legs more room to reach the ground. Clutch action is vastly improved with the cable-actuated version, offering much better feel and feedback.