Suzy Goes Sharper
Although a long time coming, both the GSX-R1000 and its R version from Suzuki highly impressed us when we rode them for the first time at the Kari Motor Speedway in Coimbatore
Following the launch of the 2017 gSX-R1000,
Suzuki invited us to the Kari Motor Speedway in Coimbatore for a first ride. As I walked into the pits, two spanking new black and blue GSX-R1000s were waiting for us.
The first thing that struck me was how these motorcycles have shrunk in size. The standard GSX-R was the black bike and the blue was the R version. Both looked stunning but the blue was the better looking of the two with golden remote reservoirs on the front forks.
Once Suzuki released the GSX-R’s specification along with vital statistics showing a maximum output of 202 PS — an increase of 17 PS — and a slightly reduced kerb weight figure of just over 200 kg, along with the all-important addition of ride-bywire throttle control plus an Inertial Measurement Unit with its associated potential for traction control, cornering ABS, and other electronic trickery.
That extra horsepower comes from a new engine with shorter-stroke dimensions and some clever touches of its own, notably the MotoGP-inspired SR-VVT, or Suzuki Racing Variable Valve Timing. This equips the intake cam sprocket with a device containing a dozen steel balls, which are located in slanted grooves and move under centrifugal force at high revs, rotating the sprocket and retarding the timing to boost top-end performance.
Other engine mods include a higher compression ratio, new valve operating system (finger followers instead of bucket tappets), and removal of the balancer shaft. There’s a reworked SRAD ram-air system, with larger ducts allowed by the slimmer LED headlight, and a new intake system with innovative two-part velocity stacks for the outer two cylinders.
The new exhaust features Suzuki Exhaust Tuning-Alpha: rev-dependent valves in the pipes connecting downpipes of cylinders one and four, and two and three. Both models also get 10-way adjustable traction control plus three riding modes, all giving
You have to applaud Suzuki for their effort with this bike, that’s for sure. It’s been a long time coming but they’ve given it their best shot
full power with different rates of throttle response. The GSX-R1000R also comes with the two-way quick-shifter.
From the fairly tall saddle the view was of a new LCD display, clip-on bars and a cut-away top triple clamp holding broad, gold coloured Showa fork-tops. The motor fired up with a single jab at the starter button, and the bike pulled away easily with the help of Suzuki’s Low RPM Assist, which adds revs if necessary as you let out the clutch, whose action is light thanks to the new Suzuki Clutch Assist System.
The all-new frame, whose aluminium main spars are now pressings in MotoGP fashion, also comes with cut-down side supports. The frame is 20 millimetres narrower and 10 per cent lighter as a result and holds the engine six degrees more steeply, which allows it to be closer to the front wheel, moving the centre of gravity forward to aid front-end feel.
Steering geometry is slightly steeper, while the rear sub-frame is lighter and a more extensively braced aluminium swingarm contributes to a 15-mm longer wheelbase for improved stability. Suspension is by Showa, in the R-model’s case an upmarket blend of Balance Free Front forks, complete with fancy remote reservoirs and lightweight Balance Free Rear Cushion lite rear shock. (The standard model has Big Piston Forks and a more conventional rear unit.)
The bikes were brand-new and their tyres were not even scrubbed. I decided to ride the standard bike as I had to take it easy for a few laps to scrub the tyres before upping the pace, and that suited me just fine as this was the first time I was riding on this racetrack.
It was during the second session on the R version that I started pushing the bike
and I realised the difference between the two bikes. The R feels more nimble, agile, and much sharper than the standard GSX-R.
Exiting the slippery last corner in second all hell was let loose as I unleashed the 202 PS of peak power; first the traction control stopped the rear from spinning up and, when it hooked up, the front end went light and the steering head shook its head before settling down. At the end of the start-finish straight the digital speedometer flashed 240 km/h before I hit the anchors and shifted down, using the power shifter, and trail braking past the first apex into first gear before flicking it right, late apexing the second right, immediately flicking to the left and powering out, up to second and straight line the next corner and braked hard before turning left, not using the full width of the track on the exit to get the correct line for the next corner which is a right-hander. It is important that you get a good drive out of this corner as I shifted up to third before braking hard and shifting back to first, entering the slowest left-right combination of corners on the track. From here up to the startfinish straight the newly laid tarmac is very lumpy and it is very difficult to put down a decent amount of power.
Then it was flick up a gear, climb back across the bike and tip into the next lefthander, with the GSX-R’s fairly roomy size helping to make it notably agile with my above-average Indian body on board. Its fairing is slightly narrower but the tank is lower, giving more space to crouch behind the screen. More importantly, the seat-tofootrest distance seemed relatively generous, so I hardly ever experienced the familiar struggle to get my boots set on the pegs in time for a fast-approaching bend, or to hook another gear while exiting a turn.
For track use I’ve a feeling that the GSX-R’s roominess might be as crucial as its power and weight figures to my enjoyment and pace, though shorter riders might have a very different take. The leg-room would also be welcome on the road, though there you’d be more likely to appreciate the Low RPM Assist function, or the lightaction slip-assist clutch.
You have to applaud Suzuki for their effort with this bike, that’s for sure. It’s been a long time coming but they’ve given it their best shot: from the innovative Variable Valve Timing to details such as the more aerodynamic mirrors and flat-topped fairing mount bolts, and the front brake lever with its race bike-like slot to prevent high-speed activation by the wind. Maybe, the styling remains a bit familiar and uninspiring but that seems to matter less when the bike itself is so dramatically improved.
The GSX-R1000R also has LED position lights above its fairing’s air intakes, a lighter top triple clamp, lightweight lithium-ion battery, and a launch control function that allows efficient racetrack starts with the throttle held open. More usefully, it incorporates the quick-shifter.
Whether the GSX-R1000R ends up being quicker than its rivals in the 200-PS club of motorcycling remains to be seen, but it surely won’t be far off and should make a fine road bike too. Importantly, it has that distinctive family character very much in place.