Suzuki GSX-R1000 — Wikipedia, the free encyclopedia

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Suzuki GS 1000 E

Contents

History [ edit ]

2001 (K1, K2) [ edit ]

For 2001, Suzuki introduced a new GSX-R model that replaced the largest and most powerful model of the GSX-R series sport bike, the GSX-R1100, with the all new GSX-R1000. As the model name revealed, the engine’s cylinder displacement was roughly 1,000cc (61cuin), about 100cc smaller than its predecessor. The GSX-R1000 was not just an enlarged version of the GSX-R750. although it shared many features with its little brother.

The main frame is the same in both models, but the material used on the big brother was .5mm (0.020in) thicker. Suzuki claimed the torsional rigidity of the frame had increased 10% in comparison with the GSX-R750.

The GSX-R1000 engine was a redesigned GSX-R750 engine. The R1000 had a 1mm (0.039in) bigger bore and 13mm (0.51in) longer stroke, newly designed pistons with lower crown, and gear-driven counter balancer. The engine weighed 130lb (59kg) which was slightly heavier than the 750 engine but 31lb (14kg) lighter than the engine of the GSX1300R.

The performance of the engine is a peak of 160bhp (120kW) at 9,500rpm, as measured on the crank and 143hp (107kW), [ 2 ] when measured on the rear wheel with small variations between different instances of the same model. The redline is set at 12,000rpm. The maximum torque of the engine is 80ft·lbf (110N·m) at 8,000rpm.

Combined with a total (dry) weight of 374lb (170kg) this gives the GSX-R1000 a top speed of 179mph (288km/h), a 1/4mile time of 10.1 seconds at 141.7mph (228.0km/h), and a 0 to 100km/h (62mph) time of 3 seconds.

Using titanium for the exhaust down pipe (K1 model link pipe is black, K2 model link pipe is polished titanium) and the inside of the silencer, enabled the 1000s exhaust system to become 4lb (1.8kg) lighter than that of the 750. [ citation needed ] Titanium was also used in the front fork (titanium-nitride) to coat the stanchions. An exhaust tuning valve had been mounted inside the exhaust pipe. Using a servo the system dynamically adjusted the exhaust back pressure, according to engine speed, throttle position, and gear selection for increased torque, lower emissions, and decreased noise—the (stock) exhaust noise of the GSX-R1000 is notably lower than that of the GSX-R600.

With the 2001 model of the GSX-R1000, the 1998 Yamaha YZF-R1 was finally surpassed with the GSX-R being lighter and more powerful. [ 3 ]

The 2001 model carried over to 2002 with minimal changes. 2002 introduced i.a. modifications to the fuel pump, clutch, front axle, torque link, mirrors, and luggage hooks. The manual fast-idle was replaced with a computer operated implementation (the STV servo).

New colours, and new GSXR stickers.

2003 (K3, K4) [ edit ]

After the GSX-R1000 had been three years on the roads and race tracks, Suzuki put out a new version of the model in late September 2002. Suzuki engineers had been working on the three things that made a fast bike faster; weight, power and handling. The 2003 year’s GSX-R1000 was improved in all three counts.

It weighed less, had more power/torque and handled better.

The physical dimensions of the bike were almost identical with the previous year’s model. The seat height and the overall height were somewhat lower but the geometry of the bike was exactly the same as before. The already rigid aluminum alloy frame was newly designed and enforced with internal ribs.

The frame as well as the wheels were now coated black.

The front brakes were also new. Suzuki decided to drop the six-piston calipers. The new radially mounted four-piston calipers weigh 30grams less and grip smaller 300mm (12in) discs that save another 300g (0.66lb).

Though smaller, Suzuki claimed that the new brakes provide better stopping and turn-in performance.

The headlights of the 2003 year’s GSX-R1000 were mounted vertically to enable the ram-air intakes in the front to be placed 20mm (0.79in) nearer the bike’s center line. The new design was very much inspired by the look of the Hayabusa. The instruments were also redesigned.

The cylinder displacement of the engine remained the same 988cc (60.3cuin), but more power/torque and better throttle response had been achieved by adding four ventilation holes between the cylinders to equalize crankcase pressure beneath the pistons, moving the air intake nearer to the centerline and upgrading the engine management system from a 16-bit to a 32-bit ECU. The entire exhaust system was now made of titanium to save an additional 1.32lb (0.60kg) and the tail light was replaced with LEDs.

The 2003 model carried over to 2004 without any significant improvements.

2005 (K5, K6) [ edit ]

The 2005 model year GSX-R1000 had a redesigned engine and chassis. It had 4.4lb (2.0kg) lower weight than the previous model and the engine had an 11cc (0.67cuin) larger piston displacement. It had a totally new frame reducing the total length of the bike by 1.6in (41mm) but reducing its wheelbase only 0.02in (0.51mm).

There were new brakes with radial mounted calipers and 310mm (12in) discs at the front. The new titanium silencer (catalytic in Europe) was said to be designed to reduce turbulence to minimum.

The 2005 model has a tested wet weight of 444lb (201kg). [ 4 ] Power output is tested 162.1hp (120.9kW) at 11,500rpm and peak torque is 79.9ft·lbf (108.3N·m) at 8,500rpm. [ 4 ]

The 2005 model carried over to 2006 without any significant improvements.

2007 (K7, K8) [ edit ]

On September 22, 2006, Suzuki revealed a significantly updated GSX-R1000 for 2007 at the Paris motor show. The new bike gained 14lb (6.4kg) over the 2006 model which was due to its new exhaust system and new emissions regulations. To counter this weight increase, Suzuki claimed improved aerodynamics along with a faster revving engine and larger throttle body.

Although not a completely new model, the engine and chassis have been updated. It also featured three different engine mapping configurations, selectable via two buttons located on the right handlebar. One up, and one down arrow to cycle between Mode A (unrestricted), Mode B (reduced power until 50% throttle is applied), and Mode C (reduced power throughout the rpm regardless of throttle application).

It also received a hydraulic clutch.

The 2007 model carried over to 2008 without any significant improvements.

Suzuki GS 1000 E
Suzuki GS 1000 E
Suzuki GS 1000 E


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