While the last Suzuki GSX-R 1000 model didn’t just feature some new color schemes and that was it – as Suzuki’s liter class model turned into a more compact, lighter, as well as a more powerful package in 2009 – the 2010 one carries on being produced without any technical or visual changes apart from the new color schemes. Furthermore, the Japanese manufacturer offers a 25th anniversary limited edition model to celebrate the fact that the Gixxer has been around for a quarter of a century and this might just be enough to keep it on the buyer’s map in 2010.
Introduction
Let’s start with the mechanics. Since the bike’s last upgrade, the engine is 60mm shorter from front to rear. It features a bore of 74.5mm and a stroke of 57.3mm, resulting in 12.8:1 compression ratio (previously 12.5:1). Also, the retuned engine features larger titanium valves and forget pistons for greater durability. Fitted with a Drive Mode selector, which was relocated on the left handlebar, the Gixxer offers three power delivery maps.
Check out the exhaust system! The titanium cans have nice curves and apparently blend perfectly in with the bike’s 2010 design, but you shouldn’t be surprised when reading the critic’s opinion. At least they stand for a potent engine.
In what concerns the chassis, it is a must mentioning the Showa Big Piston Front Forks, which are a Kawasaki first and further accrue the handling capabilities of any super sports bike on which they are being introduced. To keep the pace with the advanced forks, the rear shock features rebound damping, a collar preload adjuster and high-speed, low-speed compression damping adjustment.
Although it doesn’t radically stand apart from the 2010 model year, the Suzuki GSX-R 1000 does look new thanks to the rethought color schemes and carries on writing those big pages of history. And when reaching a milestone, the celebration models are more than any fan could ever desire. Read on to see what sets the 25th anniversary model apart from the standard one.
Exterior
Not dramatically restyled, but enough to make a difference, this bike’s new body has evolved into a sleeker, more aerodynamic form which, until now, represents it at the adequate level.
Designed around the rider, it features a narrow seat and tank while overall, the side fairing and four-into-two exhaust system make it look massive. Now, that’s just an impression as the redesigned nose features a smaller headlight finding its place between two aggressively styled air scoops, which slim down the bike’s body.
While the gas tank, seat and rear end won’t make a difference, on the sides, the fairing gets new lines and different color arrangement even though, as you look at the Blue/White color scheme it reminds of the 2009 one. On the Black/Gold scheme, things evolve in a whole new way for Suzuki. In an attempt to amplify the effect of those nicely curved silencers, the Gixxer receives metal-like ornaments as new distinctive touches.
Suzuki show they know how to play with the bike just like a tuner would do, modifying it in such a discrete manner that it leaves people wondering what’s new about it as they don’t spot the differences from the first time. This is also the case of the 25th anniversary edition, which stands out thanks to the Metallic Mat Titanium Silver / Pearl Mirage white paintjob, special logo color, laser-processed pinstripe "25th Anniversary Edition" on rims of front and rear wheels, special graphic "25th Anniversary Edition" on both right and left side mufflers and a serial number plate on the yoke; even the ignition key with special GSX-R logo color. To me, it sounds enough to make the 1,000 limited edition units quite exclusive.
SPECIFICATIONS
Engine and Transmission
Engine: 999 cc, 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore Stroke: 74.5 mm x 57.3 mm
Compression Ratio: 12.8 : 1
Fuel System: Fuel Injection
Lubrication: Wet sump
Ignition: Electronic ignition (Transistorized)
Transmission: 6-speed, constant mesh
Final Drive: N/A
Chassis and Dimensions
Suspension Front: Inverted telescopic, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable
Suspension Rear: Link type, oil damped, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable
Brakes Front: Radial mount, 4-piston calipers, 310 mm disc, twin
Brakes Rear: 1-piston caliper, 220 mm disc
Tires Front: 120/70ZR17M/C (58W), tubeless
Tires Rear: 190/50ZR17M/C (73W), tubeless
Overall Length: 2045 mm (80.5 in.)
Overall Width: 710 mm (28.0 in.)
Overall Height: 1130 mm (44.5 in.)
Seat Height: 810 mm (31.9 in.)
Ground Clearance: N/A
Wheelbase: 1405mm (55.3 in.)
Curb Weight: 203kg (448 lbs.)
Fuel Tank Capacity: 17.5 L (4.6 US gal)
Features & Benefits
Key Features:
Engine - 999cc GSX-R1000 engine is a clean sheet design built to maximize combustion efficiency with more torque and power across the rpm range and enhanced throttle response and reduced exhaust emissions.
Fuel injection System - A powerful microprocessor in the ECM runs the advanced engine management system, starting with the latest versions of the SDTV downdraft double-barrel fuel injection system first introduced on the GSX-R1000.
Frame - The compact twin spar frame welded together using five cast aluminum alloy sections including a steering head section, two main-spar/swingarm pivot plate sections and cross braces above and below the swingarm.
Steering Damper - Electronically controlled steering damper uses the ECM to monitor motorcycle speed and adjust damping force as needed.
Adjustable Footpegs - Footpegs remain three way adjustable in 14mm in a horizontal and vertical range.
Brake Caliper - Front brake calipers are more rigid despite each being 205 grams lighter than conventional bolt together calipers, reducing flex and improving feedback.
Showa Forks - Showa BPF (Big Piston Front) 43mm fork design eliminates the internal cartridge assembly inserted into each fork leg and instead uses a single 39.6mm upper piston riding against the inside wall of the inner fork tube.
The instrument cluster is centered around an analog tachometer framed by an elegant silver ring with an adjacent digital LCD speedometer.
The LED combination taillight and brake light is built into the rear of the tailsection, featuring a red, mirror lens, covering LED’s.
Swingarm - The aluminum alloy swingarm is constructed using just three castings and is arched to make room for the dual titanium mufflers to be tucked in tightly on each side.
The combustion chamber shape accommodates larger intake and exhaust valves. Intake valve size is 31mm and exhaust valve size is 25mm.
Unique Suzuki Drive Mode Selector (S-DMS) system allow the rider to select one of three fuel injection and ignition system maps, adjusting power delivery to suit personal preference.
Engine Features
999cc GSX-R1000 engine is a clean sheet design built to maximize combustion efficiency with more torque and power across the rpm range and enhanced throttle response and reduced exhaust emissions.
As a result the distance between the crankshaft and the transmission output shaft has been reduced by 59.6mm making the engine shorter front to rear.
The integrated clutch and starter motor cover is about 200 grams lighter than the two individual covers previously used.
An efficient oil cooler also has a trapezoidal shape instead of the more conventional rectangular shape, allowing the lower fairing to be narrower for improved aerodynamics.
A one piece die cast aluminum alloy rear subframe and tailsection support is lighter and seat height is unchanged at 810mm.
A powerful microprocessor in the ECM runs the advanced engine management system, starting with the latest versions of the SDTV downdraft double-barrel fuel injection system first introduced on the GSX-R1000.
A Suzuki Exhaust Tuning (SET) servo controlled butterfly valve built into the mid pipe helps maximize torque throughout the RPM range.
Each throttle body feeds two cylinders and each throttle body barrel carries two ultra-fine-atomization, 12 hole injectors. Each cylinders primary injector is aimed at a steep 30 degree angle down the intake port to improve fuel atomization and operates under all conditions.
An oversquare bore and stroke of 74.5mm x 57.3mm (from 73.4mm x 59.0mm) gives the engine better overall tuning potential, specifically increased performance at high rpm
Repositioning the transmission shafts also allowed the crankcase assembly to be simplified , now using two bolted-together (upper and lower) sections instead of three, eliminating 16 screws and helping to further reduce weight by about 670 grams.
Reshaped combustion chamber and aggressive cam profiles increases the compression ratio to 12.8:1 over previous GSX-R1000 models.
Spark plugs with finer, Iridium-alloy electrodes produce a stronger spark for better combustion
SRAD airbox design has been optimized for efficient air flow enabling maximum engine power at the mid to high RPM.
Suzuki engineers were also able to increase low-range and mid-range performance and broaden the torque curve by reshaping the combustion chamber, increasing the compression ratio to 12.8:1 (from 12.5:1) and developing new cam profiles for the latest version GSX-R.
The back torque limiting clutch incorporates the Suzuki Clutch Assist System (SCAS) for light clutch pull and optimum clutch performance.
The close ratio six speed transmission’s input and output shafts are triangulated with the crankshaft. The crankshaft is positioned more forward in the cases relative to the cylinder centerline, the transmission input shaft has been moved upwards and the transmission output shaft has been moved forward from the previous version GSX-R1000.
The clutch is directly operated by a cable instead of a hydraulic system, improving feel and feedback to the rider as well as reducing weight
The computer controlled Suzuki PAIR system injects fresh air from the airbox into the exhaust ports further reducing emissions by igniting unburned hydrocarbons.
The engine managements Idle Speed Control (ISC) improves cold starting, reduces cold start emissions and stabilizes engine idle under various conditions by automatically regulating the volume of fresh air fed into the throttle body circuits, based on coolant temperature.
The latest version of the Suzuki Advanced Exhaust System (SAES) incorporates staggered length titanium head pipes, a collector, a short mid pipe and a stainless steel under engine chamber that leads to two Moto GP inspired titanium mufflers.
The engine is shorter front to rear allowing engineers to use a shorter wheelbase AND a longer swingarm for improved racetrack performance
The latest GSX-R1000 features an intake camshaft which is shorter and lighter and the cam angle sensor has been relocated from the left end of the intake cam to the center of the exhaust cam. This allows the cylinder head to be reshaped for reduced weight
The radiator and oil cooler allow for the use of narrower bodywork for reduced drag.
The combustion chamber shape accommodates larger intake and exhaust valves. Intake valve size is 31mm and exhaust valve size is 25mm.
The SDTV system uses two butterfly valves in each throttle body barrel, the primary valve controlled by the rider via the twist grip and the secondary valve controlled by the ECM.
The single counter balancer shaft is now smaller measuring 20mm in bearing diameter instead of 23mm for reduced mechanical losses
The steel alloy used to produce the single valve spring for each valve has been revised along with camshaft profiles.
The under engine chamber carries a catalyzer to help reduce hydrocarbon, carbon monoxide and nitrogen oxide emissions.
To help maintain intake efficiency and power output at high rpm the downdraft intake manifolds are now 138mm from 148mm on the previous GSX-R1000.
Unique Suzuki Drive Mode Selector (S-DMS) system allow the rider to select one of three fuel injection and ignition system maps, adjusting power delivery to suit personal preference.
Ventilation holes positioned underneath the bottom of the piston stroke in each cylinder bore allow air trapped underneath each descending piston to quickly escape to adjacent cylinders.
Chassis Features
The GSX-R1000 front brake system matches fully floating 310mm drilled discs with radial mount race proven mono-block forged aluminum alloy front brake calipers
The rear disc brake works with a single piston caliper mounted above the swingarm.
A programmable engine RPM indicator system incorporates four LED’s.
A speedometer display mode switch is mounted on the right handlebar control module and can be used to trigger the lap time counter.
The compact twin spar frame welded together using five cast aluminum alloy sections including a steering head section, two main-spar/swingarm pivot plate sections and cross braces above and below the swingarm.
Each BPF fork leg is also 720 grams lighter than the conventional fork tube it replaces.
Electronically controlled steering damper uses the ECM to monitor motorcycle speed and adjust damping force as needed.
Footpegs remain three way adjustable in 14mm in a horizontal and vertical range.
The overall dimensions allow the use of a swingarm that is 33mm longer, measuring 577mm from the center of the pivot shaft to the center of the rear axle in the standard position while still reducing the wheelbase by 10mm to 1405mm.
Front brake calipers are more rigid despite each being 205 grams lighter than conventional bolt together calipers, reducing flex and improving feedback.
Showa BPF (Big Piston Front) 43mm fork design eliminates the internal cartridge assembly inserted into each fork leg and instead uses a single 39.6mm upper piston riding against the inside wall of the inner fork tube.
Cast aluminum alloy wheels feature a more aggressive design and are also lighter.
SRAD intakes are larger and positioned closer to the centerline of the fairing nose, where air pressure is the highest.
The instrument cluster is centered around an analog tachometer framed by an elegant silver ring with an adjacent digital LCD speedometer.
The BPF design relocates the fork springs to the bottom of each fork leg, where they are completely submerged in oil, reducing fork oil foaming and contributing to more stable damping.
The larger piston and shims used in the BPF forks produce more effective valving, with more controlled compression delivering better feedback to the rider.
The multi-reflector headlight incorporates a bold look with vertically stacked high and low beam halogen bulbs centered between position lights on each side.
The LED combination taillight and brake light is built into the rear of the tailsection, featuring a red, mirror lens, covering LED’s.
The rear turn signals feature clear lenses over amber bulbs and the lenses are integrated into and wrap around the outside edges of the seat cowl.
The aluminum alloy swingarm is constructed using just three castings and is arched to make room for the dual titanium mufflers to be tucked in tightly on each side.
The compact GSX-R1000 engine allowed the design team to shorten up the mainframe reducing the distance between the steering head and the swingarm pivot while also reshaping the main spars to precisely fit the contours of the latest engine.
The sculpted fuel tank is lighter while retaining 17.5 liters of capacity.
The wind tunnel tested upper fairing is wider, providing better wind protection while also reducing turbulence and drag.
The radial pump front brake master cylinder measures 17mm for improved rider feedback and feel.
The rebound and compression valving adjustment screws are indented into the fork caps. Spring preload is adjusted at the bottom of the fork leg assembly.
The sharply creased fairing sides feature a layered look that improves the flow of cooling air through the radiator and away from the rider.
The Showa rear shock works through an aluminum alloy linkage mounted on the swingarm, with an extruded aluminum alloy link rods connected to the frame. The rear shock absorber is adjustable for rebound, high and low speed compression and spring preload
