Last year Suzuki dared to tease us with a “concept” model of the 2017 GSX-R1000 at the 2015 EICMA show, but today the company officially unveiled the bike at Intermot. This is big news for Suzuki fans as it has been a seven year wait since the last new GSX-R, and this bike is worth getting excited about, or shall we say bikes… Suzuki also announced the GSX-R1000R, which has additional track-focused features than the standard GSX-R.
Before getting too excited about the GSX-R1000R, let’s talk about the base elements of both the GSX-R1000 and GSX-R1000R. But if you really can’t wait, scroll down to the bottom to check it out!
Video: Suzuki introduces the new GSX-R1000R and details its technical features
At its core, the engineers totally redesigned the GSX-R engine with a goal of increasing top-end horsepower, without losing any low- to mid- range performance. They did so, claiming that horsepower increased from 189.9 to 199.27 in the Euro-spec form. The most noticeable new feature being the Suzuki Racing Variable Valve Timing (SR-VVT) system which was adopted from the manufacturer’s MotoGP efforts. The system uses a simple small device that is attached to the outside of the intake cam where centrifugal force pushes steel balls along grooves to rotate the sprocket and retard intake valve timing at a specific rpm, this results in additional power at high rpms.
More MotoGP-inspired technology comes in the form of a new valve train, which uses thinner-wall, hollow camshafts operating pivoting finger followers. The F1-style finger followers are lighter than the previous bucket tappet (10 grams vs. 16 grams per assembly) for a total reduction in weight of 96 grams. The result is a lighter moving mass, which in turn results in higher rpms and increased valve lift, response, and control.
Ride-by-wire throttle bodies are new to the GSX-R and are much more compact than the previous generations. They are 19mm shorter, but they do feature a bigger bore (46mm vs. 44mm). Each cylinder is fueled by two injectors, including one primary injector that continuously functions as the engine is running. A secondary injector, named the Top Feed Injector (TFI), only delivers fuel at high rpms to increase top-end power.
The engine is not only more powerful, but smaller as well. The engine shrunk in width by 6.6mm despite having a bigger cylinder bore, which was increased by 1.5mm from 74.5mm to 76.0mm. The stoke, however, was reduced by 2.2mm from 57.3mm to 55.1mm. Suzuki engineers also reduced the forward angle of the cylinders by four degrees which centralized the engine’s mass and allowed for it to be moved closer to the front wheel for more front end feedback.
Another exciting feature of the GSX-R’s powerplant is the new Suzuki Advanced Exhaust System (S-AES). The new system sees header balance tubes connect headpipes for cylinders one and four, and an additional balance tube connect the headpipes of cylinders number two and three. Added to the balance tubes Suzuki Exhaust Tuning-Alpha (SET-A) butterfly valves that remain closed in low rpms, then open during high rpms to reduce back pressure and increase volume for top-end performance.
Electronics It’s 2017 and competition between motorcycles is very much an electronic warfare, especially in the literbike class, and the new Suzuki isn’t short on ammo. The bike now features a three axis, six direction inertial measurement unit (IMU) and other various sensors that will send data to a 32-bit Electronic Control Module (ECM) that controls the new ten-level traction control system called Motion Track TCS. The ECM will analyze data from the IMU and sensors every four milliseconds (0.004s) to continuously adjust ignition timing and throttle valve position to reduce power when traction is lost.
Aside from traction control, the GSX-R also features the Suzuki Drive Mode Selector (S-DMS) in a three level format. The S-DMS settings adjust mapping and power delivery to suit different riding conditions, but they all allow for full power when the mapping accepts it. Both S-DMS and TCS settings can be adjusted on-the-fly as long as the throttle is closed.
The Suzuki Easy Start System is also given to the GSX-R to improve the engine start procedure. It is a one-touch process that keeps the engine turning until it fires, then adjusts idle-speed, which may be convenient in cold-weather starts.
Finally, the same Low RPM Assist feature that comes on the 2017 SV650 is now standard on the GSX-R1000 and 1000R as well. The system simply automatically increases rpms when stopped or during slow riding to facilitate pulling away from a stoplight or riding in heavy traffic.
Chassis The 2017 GSX-R1000 also receives a completely revamped chassis to achieve the goal of being the most nimble GSX-R yet. To start, the frame is claimed to be 10 percent lighter than the current generation frame, and is 20 percent narrower than the current GSX-R frame at its widest point. The GSX-R has also been given a new swing arm that is 40mm longer and comes with “optimized rigidity” to improve racetrack handling. Overall, the non-ABS GSX-R1000 is claimed to be 441lbs, which is seven less than the previous generation bike, and the GSX-R1000R is expected to come in at 445lbs.
Suspension on the standard GSX-R comes as Showa Big Piston Forks (BPF) and a Showa shock that works in conjunction with a new progressive linkage to become more responsive and increase traction. However, both the fork and shock have seemed to simply transfer over from the previous GSX-R.
Brembo Monoblock radial-mount brake calipers have been trusted to stop the new Suzuki, and they should have no problem. The calipers will now clamp to 320mm Brembo discs, instead of the previous 310mm Sunstar discs. Both the GSX-R 1000 and GSX-R1000R will be available with ABS.
Other notable changes include a gas tank that sits 21mm lower than the current generation tank, a new subframe that is 1kg lighter, and a new electronically controlled steering damper.
Suzuki announced US list price for the GSX-R1000 as $14,599, with the GSX-R1000 ABS going for $14,999. The GSX-R1000 will be available in April in Metallic Triton Blue, Pearl Mira Red and Metallic Matte Black No. 2/Glass Sparkle Black, while the GSX-R1000 ABS will be available in Pearl Mira Red and Metallic Matte Black No. 2/Glass Sparkle Black.
The GSX-R 1000R With racetrack performance in mind, engineers threw a list of additional features at the GSX-R1000R to set it apart from its brother and in hopes chase down the other manufacturer’s recently updated literbikes.
Showa’s Balance Free Fork (BFF) technology outfits the front of the GSX-R1000R, as it does on the Kawasaki ZX-10R (and if we may add, we love this fork on the Kawasaki). Similarly, the rear suspension is a Showa Balance Free Rear Cushion (BFRC) lite shock absorber. Both the Showa fork and shock work by equalizing oil pressure above and below the solid piston to improve performance and feel.
Another perk of stepping up to the 1000R is the additional race-inspired electronics package. Launch Control is equipped as is a bi-directional quick shifter. When activated, Launch Control engages a special map that allows riders to hold the throttle wide open on the start line, but it sets the engine at an ideal rpm for a race launch. However, once the clutch lever is released, throttle opening is controlled instead of rpm to stay at ideal torque.
The bi-directional quickshifter, as the name suggests, works for both up and downshifts. When upshifting, the electronics interrupt power delivery for only a handful of milliseconds to ensure a crisp shift. Downshifting, on the other hand, the system opens the throttle valves just enough to ensure that the rpms and engine speed match perfectly with the next lowest gear.
A lightweight triple clamp and battery have also been given to the GSX-R 1000R.
The 2017 GSX-R1000R will be available in May in Metallic Triton Blue MotoGP motif and a Glass Sparkle Black finish that features Suzuki racing heritage striping and color-coordinated suspension components with an MSRP of $16,999.
So when are the bikes coming?
As previously stated, the new 2017 GSX-R1000 and GSX-R1000 ABS models will be available in dealerships in April, while the GSX-R1000R will be coming a month later.
Truth be told, we can’t wait to swing a leg over the GSX-R1000 and especially the 1000R. It caught us off guard that Suzuki, which is usually a somewhat conservative company, decided to release a more track-specific model but kudos to them… This bike looks like what the GSX-R fans have been waiting for!