2001 (K1, K2)
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 1,000 cc (61 cu in), about 100 cc 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 .5 mm (0.020 in) 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 1 mm
(0.039 in) bigger bore and 13 mm (0.51 in) longer stroke, newly
designed pistons with lower crown, and gear-driven counter balancer. The engine
weighed 130 lb (59 kg) which was slightly heavier than the 750 engine
but 31 lb (14 kg) lighter than the engine of the GSX1300R. The performance of the engine is
a peak of 160 bhp (120 kW) at 9,500 rpm, as measured on the
crank and 143 hp (107 kW), when
measured on the rear wheel with small variations between different instances of
the same model. The redline is set at 12,000 rpm. The maximum torque of
the engine is 80 ft·lbf (110 N·m) at 8,000 rpm. Combined with a
total (dry) weight of 374 lb (170 kg) this gives the GSX-R1000 a top
speed of 179 mph (288 km/h), a 1/4 mile time of 10.1 seconds at
141.7 mph (228.0 km/h), and a 0 to 100 km/h (62 mph) 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 4 lb (1.8 kg) lighter than that of the 750.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.
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)
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 30 grams less and grip
smaller 300 mm (12 in) discs that save another 300 g
(0.66 lb). 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 20 mm (0.79 in) 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 988 cc
(60.3 cu in), 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 1.32 lb (0.60 kg) and the tail light was replaced with
LEDs.
The
2003 model carried over to 2004 without any significant improvements.
2005 (K5, K6)
The
2005 model year GSX-R1000 had a redesigned engine and chassis. It had
4.4 lb (2.0 kg) lower weight than the previous model and the engine
had an 11 cc (0.67 cu in) larger piston displacement. It had a
totally new frame reducing the total length of the bike by 1.6 in
(41 mm) but reducing its wheelbase only 0.02 in (0.51 mm). There
were new brakes with radial mounted calipers and 310 mm (12 in) discs
at the front. The new catalytic titanium silencer was said to be designed to
reduce turbulence to minimum.
The
2005 model has a tested wet weight of 444 lb (201 kg). Power
output is tested 162.1 hp (120.9 kW) at 11,500 rpm and peak
torque is 79.9 ft·lbf (108.3 N·m) at 8,500 rpm.
The
2005 model carried over to 2006 without any significant improvements.
2007 (K7, K8)
On
September 22, 2006, Suzuki revealed a significantly updated GSX-R1000 for 2007
at the Paris motor show. The new bike gained 14 lb (6.4 kg) 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 to
increase power to 168 hp (125 kW) @ 11,500 rpm. 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.
All
specifications are manufacturer claimed and estimated.
|
2001–2002
|
2003–2004
|
2005–2006
|
2007–2008
|
2009–2011
|
Engine
|
988 cc
(60.3 cu in), 4-stroke, four-cylinder, liquid-cooled, DOHC
16-valve, TSCC
|
998.6 cc
(60.94 cu in), 4-stroke, four-cylinder, liquid-cooled, DOHC,
16-valve, TSCC
|
999 cc
(61.0 cu in), 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve,
TSCC
|
Bore Stroke:
|
73.0 mm
(2.87 in) x 59.0 mm (2.32 in)
|
73.0 mm
(2.87 in) x 59.0 mm (2.32 in)
|
73.4 mm
(2.89 in) x 59.0 mm (2.32 in)
|
74.5 mm
(2.93 in) x 57.3 mm (2.26 in)
|
Compression Ratio:
|
12.0:1
|
12.0:1
|
12.5:1
|
12.8:1
|
Power (crank)
|
160 hp
(120 kW) @ 10,800 rpm
|
162 hp
(121 kW) @ 10,800 rpm
|
178 hp
(133 kW) @ 11,000 rpm
|
185 hp
(138 kW) @ 12,000 rpm
|
191 hp
(142 kW) @ 12,000 rpm
|
Fuel System:
|
Fuel
Injection
|
Lubrication:
|
Wet
Sump
|
Ignition:
|
Digital/transistorized
|
Transmission:
|
6-speed,
constant mesh
|
6-speed,
constant mesh, Back-torque limiting clutch
|
Final Drive:
|
#530
chain(110 links) 17T / 42T
|
|
Overall Length:
|
2,045 mm
(80.5 in)
|
2,070 mm
(81 in)
|
2,030 mm
(80 in)
|
2,045 mm
(80.5 in)
|
Overall Width:
|
715 mm
(28.1 in)
|
715 mm
(28.1 in)
|
710 mm
(28 in)
|
720 mm
(28 in)
|
710 mm
(28 in)
|
Overall Height:
|
1,135 mm
(44.7 in)
|
1,145 mm
(45.1 in)
|
1,130 mm
(44 in)
|
|
Seat Height:
|
830 mm
(33 in)
|
820 mm
(32 in)
|
810 mm
(32 in)
|
Ground Clearance:
|
130 mm
(5.1 in)
|
125 mm
(4.9 in)
|
120 mm
(4.7 in)
|
|
Wheelbase:
|
1,410 mm
(56 in)
|
1,405 mm
(55.3 in)
|
1,415 mm
(55.7 in)
|
1,405 mm
(55.3 in)
|
Dry Weight:
|
374 lb
(170 kg)
|
370.4 lb
(168.0 kg)
|
365 lb
(166 kg)
|
379 lb
(172 kg)
|
|
Wet Weight:
|
|
|
|
446 lb
(202 kg)
|
448 lb
(203 kg)
|
Suspension Front:
|
Kayaba
43 mm (1.7 in) Inverted telescopic, coil spring, oil damped, spring
pre-load fully adjustable, rebound compression damping force adjustable.
|
Kayaba
43 mm (1.7 in) Inverted telescopic forks with DLC coating, spring
preload, rebound and compression adjustment
|
Inverted
telescopic, coil spring, fully adjustable spring preload, compression and
rebound damping
|
Inverted
telescopic, coil spring, fully adjustable spring preload, high & low
speed compression and rebound damping
|
Showa
Inverted telescopic, coil spring, fully adjustable spring preload, high &
low speed compression and rebound damping/New electronically controlled
steering damper uses a solenoid valve to move a tapered needle reducing or
increasing oil flow to adjust damping force.
|
Suspension Rear:
|
Link
type, gas/oil damped, coil spring, spring pre-load fully adjustable, rebound
damping force and compression damping force adjustable
|
Link
type, coil spring, oil damped, adjustable spring preload, compression and
rebound damping
|
Link-type,
gas/oil-damped, fully adjustable spring preload, compression and rebound
damping
|
Link-type,
gas/oil-damped, fully adjustable spring preload, high & low speed
compression and rebound damping
|
Brakes Front:
|
Twin
semi floating stainless discs 320 mm (13 in) and Tokico 6 piston
calipers
|
Twin
300 mm (12 in) semi floating stainless discs and Tokico 4 piston
radial mounted calipers
|
Dual
hydraulic disc
|
Brakes Rear:
|
Single
disc 220 mm (8.7 in) and Tokico dual piston caliper
|
Single
220 mm (8.7 in) disc and a dual piston caliper
|
Single
hydraulic disc
|
Tires Front:
|
120/70-ZR-17
|
Tires Rear:
|
190/50-ZR-17
|
Fuel Tank Capacity:
|
18 L
(4.0 imp gal; 4.8 US gal)
|
