Suzuki GSX-R1000 First Ride — Motorcyclist Magazine

7 Апр 2015 | Author: | Комментарии к записи Suzuki GSX-R1000 First Ride — Motorcyclist Magazine отключены
Suzuki GSX 1200

One step forward, two steps

They say: “Faster brings another quick ahead.”

We say: “Enough time for a revolution!”

They “Faster evolution brings quick step ahead.” We “Enough evolution—it

Now in its 12th of production, Suzuki’s GSX-R1000 is the benchmark racing superbike. The Gixxer has won 37 national roadracing in the past decade, including consecutive AMA Superbike crowns 2003-’09. More than the AMA grid rides GSX-Rs, the model’s racing potential.

In the hierarchy, however, Suzuki has its dominance slowly erode increasingly sophisticated—and brutally from BMW, Kawasaki, and others. Is this year’s revision enough to restore the to the top of the superbike heap?

The engine and are almost unchanged and, Suzuki’s three-level S-DMS selector, there’s no high-tech There’s still no ABS option more significantly, no traction The vast majority of riders use traction control, Suzuki so instead of developing expensive to benefit a few, engineers focused on more accessible and improved handling to benefit

Those of us who have come to traction control as a legitimate enhancement might beg to differ, but Suzuki’s story and they’re with it.

The engine was optimized to midrange power and improve response. New pistons are 11 percent with reshaped crowns bump compression from to 12.9:1. Redesigned valve are 2.5 grams lighter, new cam profiles valve overlap duration to midrange torque and reshaped, cylinder vents reduce pressure.

Suzuki says peak is unchanged—expect around 160 bhp at the rear the midrange boost erases the old surrounding 7000 rpm, the other changes quicken response.

The chassis is an encore as well, except for a brake from Tokico to Brembo and lighter, thinner Sunstar made from a heat-resistant steel that prevents Going from two mufflers to one more than 4 lbs. and mass centralization for faster transitions, completing the changes to “new” model. It’s not on paper, but last year’s update showed that little changes can add up to big differences.

Speedway, a NASCAR superspeedway an infield road course in the swamplands south of The Magic hosted this test. showers and a constantly drying presented a good opportunity to the improved power delivery. from the saddle confirms is no longer any midrange slump, smooth, slightly urgent building well into revs. Power falls off the peak, however, and the rev-limiter is a bit

Better to sneak an upshift the long Turn 7 to avoid any upper-rev behavior at full-lean. A transmission facilitates quick, upshifts, and the slipper clutch as well on the way down.

Suzuki GSX 1200

Tall, gearing softens acceleration but it’s still easy—and spin the rear tire Homestead’s many second-gear Flawless throttle response the proven Suzuki Dual-Throttle (SDTV), with twin, 12-hole injectors and computer-controlled makes this a drama-free aided by the new and supremely predictable R10 DOT-race tires fitted for this test. Bridgestone’s S20, the new replacement for the old BT-016, is the fitment.

Ergonomics are unchanged, and in an age of ever-shrinking the GSX-R feels roomy. If over 6-feet tall, is your literbike. We remain with the Showa Big Piston which works even now that softer fork have been specified to small-bump compliance.

But even the fork shortened 7mm to increase weight bias, the big Gixxer feels somewhat sluggish to It could benefit from the front dropped even or perhaps more rear height. This might improve stability—there was some squatting and weaving during acceleration over bumpy exits, even after a few clicks of compression and rebound

The new Brembo brakes are noticeably than the old Tokicos, with stopping power, but the pad compound a sharp initial bite and the feel sometimes had us braking than we intended.

Lighter, and faster, this latest is the best GSX-R1000 yet. But in a category that has seen revolutions recently, evolution may not be Suzuki wants us to think of as the last hairy-chested, non-electronic but by modern standards, the Gixxer feel especially hairy.

to the nosebleed-fast BMW S1000RR or knifefighter-agile RSV4 and Ducati 1199 the once-mighty GSX-R1000 feels tame. At $13,799, it does tie (non-ABS) CBR1000RR as the least literbike on the market. You could that leaves money for gearing, toothier brake suspension adjustments and maybe aftermarket traction control to put it on par the class leaders.

The potential is certainly there—the racing success shows off the showroom floor, that isn’t quite realized.

Suzuki GSX 1200
Suzuki GSX 1200
Suzuki GSX 1200
Suzuki GSX 1200
Suzuki GSX 1200


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