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Posted February 10, 2005
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New GSXR1000 aims to stay number 1
by Grant Parsons "The top performer." Those are the words that Suzuki officials are using to describe the all-new GSX-R1000, which was introduced to the world press this week at Eastern Creek Raceway on the outskirts of Sydney, Australia. Not content to rest on their laurels with the bike that propelled Aussie Mat Mladin to his precedent-shattering fifth AMA Superbike championship, Suzuki designers went back to the drawing board to add a host of improvements to their premier literbike. Here's the shorthand: 1,000cc motor in a 600cc package. Don't believe it? Consider the effort Suzuki put into shaving every molecule of fat it could find. The 2005 Gixxer is:
But we're getting ahead of things here. To back up, Suzuki engineers detailed the general design changes for the '05 model to the world's press, stressing that key areas designated for improvement were in "running performance," cornering prowess and braking performance. Running performance changes include the aforementioned shrinkage in size, but also include some significant tweaks to the engine. The biggest involve lightened pistons, lighter, titanium valves, a 1,000 rpm-higher redline made possible by those lighter bits, and closer gear ratios for better acceleration. In addition, a higher capacity radiator allows 13 percent more cooling for the same frontal area, and dual injectors have been optimized for better performance. Displacement has been upped, as has compression. The end result? A boost in horsepower, from a claimed 162 at 10,800 rpm, to 176 at 11,000 rpm. To improve cornering performance, Suzuki engineers shifted the mass of the machine toward the center, both side-to-side and fore-to-aft. In terms of stopping power, changes include radial-mounted brakes that squeeze larger discs up front, a radial-design master cylinder, and perhaps most impressive: a back-torque-limiting (or "slipper") clutch. The clutch controls engine braking when you're braking and downshifting and slowing hard for the next turn. It's Superbike racing technology trickling down to the bikes you can buy in the showroom.
The shortened muffler is tucked in tighter for ground clearance and improved mass centralization, in addition to aerodynamics. This muffler is not your basic round can. Among journalists gathered for the world intro, it drew mixed reviews, but to my eye seemed undeniably new and different. This is a piece that doesn't photograph well, so hold your opinions until you see it in person. As I write this, we've had one day on the track, with another coming tomorrow, so my time on the bike has been relatively short. But I can say that riding the new Gixxer is a treat. This is a bike that promotes confidence quickly, and one that responds like the top-flight weapon that it is. The very stout midrange made the lower one and upper two gears all but superfluous on the flowing Eastern Creek track. But perhaps the most amazing change to the machine involves the slipper clutch. The thing is incredibly smooth, making you feel like a GP hero every time you downshift on the brakes going into the corner. It's like all those years you spent learning to match throttle blips to downshifts were wasted. The sound of slamming down gears into a tight corner is addictive (and the new digital gear indicator makes it easy to see how many you banged down). The bike really does feel like a 600, but the power that comes on when you twist the throttle definitely says 1,000cc. First impression? An incredibly tight, well-thought-out package. Get the full review in an upcoming issue of American Motorcyclist. Related Stories © 2005, American Motorcyclist Association |
Stylingwise,
the new GSXR is sleeker and has a presence that is undeniably more
compact. The blinkers are particularly trick, with the front turn
signals integrated into the mirrors and rear turn signals that are
essentially part of the rear bodywork.