2003 Suzuki GSX-R1000 — Road Test & Review — Motorcyclist Online

7 Июн 2015 | Author: | Комментарии к записи 2003 Suzuki GSX-R1000 — Road Test & Review — Motorcyclist Online отключены
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2003 Suzuki GSX-R1000 Road Test

With new-generation GSX-R1000, Suzuki has rewritten the rules in the open-class motorcycle category. Cliche?

But all it takes is one ride to know the latest Big GSX-R represents a New World.

The scenario is intimidating, yet Totally exhausted after a day at Willow Springs International imagine you’ve been to model for these photographs. in Illustrious Motorcyclist Livery, you the GSX-R1000’s key. Is it really the intoxicatingly quick over-the-counter yet? Don’t be afraid,

Light it up. Blip the throttle—and the nastiest bursts of revvage side of a Formula 1 car say third-gear-highside in 16 languages.

Then, possessed by possesses him when the light good, lensman Kevin One More Pass Wing you to the top of Turn Four. All you have to a day of laps in the more rational, direction—is hammer the big GSX-R through Turn Three. Put Mr. Puck right there 89 or 90 for the Canon EOS-1DS and nobody hurt.

Never mind Wing’s improbable trajectory physical laws, and the fact the rear tire, which has dealing with 152 real-deal all day long, is as knackered as you are. could go wrong?

As it turns nothing.

Suzuki’s latest monster is the perfect fusion of and Lassie: apocalyptic muscle retrieves the morning paper teeth marks. Rider are remarkably humane, even for on the long side of six feet With a lot less GSX-R your knees than year, the new 1000 feels 600-sized in a blind taste

Suzuki says the bike 4.4 pounds in the off-season, but the Motorcyclist say our test bike weighs pounds more: 444 pounds, wet. For the record, that’s pounds heavier than a YZF-R1, five pounds than a Honda CBR954RR and a miracle to those of us still to forget the 571-pound GSX-R1100 of Such numbers are the only for other literbikes this all of which are standing pat, for ’03.

The old GSX-R1000 walloped everything in its in ’01 and ’02, and because the bike beats the ’02 nearly everywhere, the rest is deductive logic. Suzuki this year’s literbike before it ever began.

the thinner plastic bodywork and blue-and-white graphics (it’s available in silver), most between the Hayabusa-esque snout and LED was systematically enhanced to accomplish that. Once swallowed by situated to exploit high near the fairing centerline, air molecules enter slotted stacks in the 10.2-liter airbox, to squelch irregular intake Why?

More complete of fuel and air in the new double-barreled dual-stage bodies, which means peaks and valleys in the dyno Aside from being than last year’s four holes in the business end of injector produce more combustible shots of unleaded. that same end, angled at 60 degrees relative to respective throttle bodies improve full-throttle fuel by bouncing those shots off the throttle butterfly.

Suzuki’s (Suzuki Dual Throttle injection system is employed here. While your wrist controls each throttle butterfly, a servo-controlled butterfly manages the speed of air via instructions from the engine-control Mr. Module gets a new 32-bit bumping Read Only (ROM) from 96 to 256 Kb. It takes computing power to crunch the from the GSX-R’s eight EFI the ’01 model made due four.

Because it’s garbage-in/garbage-out in the data game, a more 22-pole signal generator—up the old eight-pole unit—reads rpm data to the computer. Meanwhile, downstream in the exhaust system, the CPU cues a SET valve (that’s Suzuki Tuning, as introduced on the ’01-spec between the collector and a new larger can, matching back to rpm, where the throttle is and gear you’re in. European come with exhaust up their bums.

The new software and parts are responsible for faster, efficient entrance and exit of They also account for of the ’03’s extra muscle. the 988cc four, existing architecture is status quo. A cylinder head angles ports at 46 degrees. Valve are ’01/’02-spec and arrayed at the same included angle.

An 80mm pitch—measured center to center the 73mm x 59mm cylinders and throttle bodies—keeps the cast-aluminum block narrow. Forged-aluminum wearing miniskirts set compression at The six-speed, semicassette gearbox lives in the bottom crankcase the same ratios as last

OK, so where did the quicker-revving ’03 eight extra ponies from? The aforementioned engine-control plus extensive intake and improvements, get most of the credit.

But more. Look beneath pistons and you’ll find 35mm holes: one between adjacent cylinder. Crankcase from descending pistons next door under a slug more quickly thereby cutting evil losses and letting the engine easier. Cam timing is ’01/’02-spec, but thin-wall camshafts spin up easily. Anything that the engine spin easier is horsepower.

That’s why, for the secondary balance shaft upstairs, close to the crankshaft, the ensuing drag—say windage to your friends—otherwise caused by up 3.8 quarts of oil.

Chassis enhancements are equally Extruded main spars in the new skeleton let the chassis boys wall thickness and rigidity more easily than the previous stamped-aluminum spars. stands at 55.5 inches, but geometry gets a taste 23.5 degrees of rake and of trail vs.

24.0 degrees and in ’02. Slinky new bodywork the ’03 bike an inch and nearly a half-inch taller. aggressive spring and damping as well as friction-reducing tricks in new Kayaba fork and matching shock tame the old GSX-R’s rough-road behavior.

More on later. Take another Lose that 1000 tag on the and it could pass for a GSX-R600 30 feet away. at least the engine fires.

Even … cold—maybe 40 degrees on a sub-Arctic southern California compact new starter takes a second or two to light this fire. The deliciously lumpy, idle—imagine 15,000 fuming in a titanium oil drum—settles down as as a coolant-temp sensor tells a on the throttle body to inform the throttle valve it’s OK. The is much tidier and more than last year.

A white-faced tach flanks a LCD speedo. Immediately underneath, the new light—adjustable in 500-rpm increments 5000 to 12,000 rpm—is a touch. It’s just too low to see and largely unnecessary anyway.

us. You’ll know when time for another gear—or underwear.

After getting for a few blocks, you’ll find the GSX-R to be the most comfortable of the liter-class super-sports. Pegs are high, but tolerably so even for our 35-inch inseam. Wide, placed bars throw less weight onto and wrists than a Honda or Yamaha YZF-R1. Less slope in the wide, well-shaped helps on that count.

Although it still manages to 4.8 gallons of unleaded, the resculpted tank makes a narrower, segue to the seat than Comfortably compact rider and light, accurate low-speed intensify the illusion: This can’t be a literbike. Then you cop a of throttle.

It doesn’t matter if you in your Kawasaki ZX-12R for first-generation GSX-R1000. Unless Aaron Yates, pay attention. happens next can make you your tongue and/or a discharge a variety of precious fluids. Moving too quickly to be anything mechanical, the tach swings stage right something from a video Current quick-revving cliches keep up.

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By 7000 rpm, be pointed in the desired direction, by 7200 revs you’re Heretofore, this sort of rip came with an assortment of character traits: maybe a flat spot, or a highside-triggering hit somewhere in the rev range like an mine. Not here. Provided a working brain connected to right wrist, command and electronics release all that in a perfectly linear stream.

is as good as it gets, boys and There’s enough accessible grunt to make us wonder we liked about twins in the place. Despite sounding a slightly domesticated F-1 refugee, the never feels like working hard.

Things to get serious to the right of 5000 but the 1000 does its business so that most of those two-second … movies are usually part of going just never happen.

your next chilled beverage to Suzuki’s chassis for that. Racier steering makes a rough, tricky bend such as Willow’s Five mostly anxietyfree. The Bridgestone radials are fine on the but sign off early at the track, something stickier—such as the excellent Diablo Corsas we mounted—a move. Beyond that, the big is accurate, neutral and always a little better than is on it. Push on the bar.

Shift some extra to the outside peg. Your are faithfully executed. No more, no This one ignores the same bumps in Turn Eight made the old GSX-R1000 nervous. The praise for the transmission comes the fact that it’s not in anybody’s notes.

You never about the six-speed. It just

Part of the calmer cornering comes from firmer at both ends. Fork are 10 percent stiffer, but damping are up 20-70 percent, followed by a 15 stiffer shock spring and percent more damping. thing is, it’s every bit as as the old bike.

The key to this contradiction is the Diamond-Like Carbon coating on the tubes, plus new low-friction internals. The net result sticks to its cornering trajectory like monorail—but way faster. Resident Barry Burke’s only was a slightly vague feel cornering above 120 mph (something DOT race tires would cure).

Beyond that, the left him with precious to complain about. Quad-pad radial calipers and 300mm deliver more braking and lever feedback than the old versions paired with rotors. Burke’s only there was a slightly mushier than he’d like.

clearance isn’t a problem: We nicked a footpeg, even at the

The GSX-R’s manners are every bit as on public roads. Aside a small off-idle stumble, the is a perfect gentleman around Clutch pull is light, is plenty smooth and there’s no in the driveline. Freeway expansion are dealt with as readily as ripples.

When you factor in decent protection and ergonomics benevolent to allow an hour or (maybe) two of saddle time, a nice set of saddlebags sounds like a reasonable idea. Control unlawful urges and the GSX-R put 160 miles between fuel If you can sell the idea to your other, $10,499 is a spectacularly way to cut personal transportation costs.

make sure they see this magazine because the bottom line: We’ve the fact that this is far and the best open-class super-sport of any other year for that And it may be more than that. comparison testing in the Editorial Memory during extended has concluded the new GSX-R1000 may be the best sportbike ever built—regardless of number of cylinders, sticker or country of origin.

Because too much fun to be had proving that with real motorcycles on roads and racetracks, empirically judgements will have to until a later issue. it job security.

Meanwhile? Mortgage the Liquidate your Hot Wheels Get a paper route. If this is the most means are officially Do what you must.

Bike Suzuki Diamand
Bike Suzuki Diamand
Bike Suzuki Diamand


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