{"id":21997,"date":"2016-10-06T16:14:51","date_gmt":"2016-10-06T09:14:51","guid":{"rendered":"http:\/\/thai.webike.net\/news\/?p=21997"},"modified":"2016-10-07T11:29:33","modified_gmt":"2016-10-07T04:29:33","slug":"gsx-r1000-r1000r","status":"publish","type":"post","link":"https:\/\/thai.webike.net\/news\/en\/gsx-r1000-r1000r.html","title":{"rendered":"What’s New? Suzuki GSX-R1000 and GSX-R1000R"},"content":{"rendered":"

There will be two versions: a standard GSX-R1000<\/a>, and a more sophisticated race-ready GSX-R1000R which boasts extra features like a two-way quickshifter, better Showa suspension, launch control and cornering ABS.<\/span><\/p>\n

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An IMU (Inertial Measurement Unit) in the Gixxers constantly monitors vehicle movement in <\/span>six directions along three axes: pitch, roll and yaw.<\/span><\/p>\n

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The new ride-by-wire GSX-R1000 engine has titanium valves and a more oversquare bore and stroke (76mm x 55.1mm) compared to the old model, as well as higher redline (now 14,5000rpm) and a higher compression ratio. The gearbox has also been completely redesigned, although Suzuki<\/a> gearboxes have always been silky smooth.<\/span><\/p>\n

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There’s also MotoGP-developed variable valve timing to <\/span>allow higher peak power without sacrificing low or mid-range oomph<\/span> \u2013 and one in which Suzuki says is far less complicated than setups from other manufacturers.<\/span><\/p>\n

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The IMU in both the GSX-R1000s is from Continental, while the engine also has 10 levels of traction control, as well as Suzuki’s low rpm assist and easy start technologies.<\/span><\/p>\n

Suzuki claims 199.27hp and 117.6Nm.<\/span><\/p>\n

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The GSX-R1000 uses Showa Big Piston Front forks, while the GSX-R1000R goes a step further with the latest race-developed <\/span>Showa Balance free Front forks and Balance Free Rear Cushion lite shock<\/span>. <\/span>The latter has high- and low-speed compression adjustment.<\/span><\/p>\n

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The new twin-spar aluminium perimeter frame is 20mm narrower at the widest point between the spars, and weighs 10 per cent less. It\u2019s constructed of four sections, welded together.<\/span><\/p>\n

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The frame is 60mm wider and stronger at the rear engine mounts, which claims to reduce vibration. The upper rear shock mount is moved back by 48mm and down by 20mm, making room for teams to install a modified fuel tank for longer-distance events.<\/span><\/p>\n

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The new bolt-on rear subframe<\/span> is now made of aluminium tubing, reducing weight by 38 per cent. A new aluminium swingarm is braced on both sides instead of on one, to improve weight and rigidity balance. It\u2019s also 25mm longer from the <\/span>pivot shaft to the rear-most axle position.<\/span><\/p>\n

The riding position \u2013 defined by the relative positioning of the footpegs, the seat and the handlebars \u2013 is unchanged. But Suzuki says it’s now easier for the rider to tuck in because the top of the fuel tank is 21mm lower.<\/span><\/p>\n

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Claimed kerb weight for the GSX-R1000 is 202kg, and 203kg for the GSX-R1000R. Both come standard with <\/span>anti-lock braking.<\/span><\/p>\n

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