Factory Outlet
J&S Store
J&S Motorcycle Megastore
Doncaster
Birmingham
New Malden
Northwich
Southampton
Aberdeen
Braintree
Bristol
Eltham
Farnborough
Glasgow
Hamilton
Hanger Lane
Ilford
Leeds
Leicester
Maidstone
Manchester
Newcastle
Nottingham
Oxford
Plymouth
Portsmouth
Preston
St Albans
Stockwell
Uckfield
Finedon

suzuki GSX R1000R

Back

New Engine with MotoGP Design

The new engine revs higher and makes more peak horsepower, while maintaining excellent low-to-mid-range power and drive. It is a compact and lightweight inline four, DOHC with chain cam drive and four titanium valves per cylinder set at narrow angles, with a more over-square bore/stroke ratio, a higher redline and a higher compression ratio. The new engine has a  bore and stroke of 76 mm x 55.1 mm with 999.8cc displacement. It uses a new valve train developed in MotoGP competition on the GSX-RR, using thinner-wall, hollow camshafts operating lighter, F1-style pivoting finger followers. The Suzuki Racing VVT (SR-VVT), Suzuki Exhaust Tuning-Alpha (SET-A), and Suzuki Top Feed Injector (S-TFI) systems combine to make the Broad Power System, increasing high-rpm performance without reducing low and mid-range performance. The result is strong, linear power and enhanced acceleration throughout the rpm range.

Suzuki Racing Variable Valve Timing (SR-VVT)

The Suzuki Racing VVT (SR-VVT), developed in MotoGP competition on the GSX-RR is unlike complicated systems used by other manufacturers, the SR-VVT system is simpler, more compact, and lighter. The system is built into the intake cam sprocket and an adjacent guide plate, using 12 steel balls positioned between slanted radial grooves in the intake cam sprocket and straight radial grooves in the guide plate attached directly to the camshaft. As centrifugal force moves the balls outward at high rpm, the offset grooves align, rotating the position of the cam sprocket on the camshaft and retarding intake cam timing, adding significantly to high-rpm power. The beauty of the SR-VVT system is in its compact simplicity, light weight, reliability and seamless operation. Centrifugal force is constantly produced when the engine is running, and is free in that it does not use power that could otherwise turn the rear wheel. For more than a decade, racers have not been able to feel when the system moved to change the valve timing. What they have been able to feel is a seamless, significant increase in high-rpm power, without sacrificing any low or mid-range. And the system is built into existing parts, takes up no extra room in the engine, with a minimal weight increase.

Suzuki Racing Finger Follower Valve Train

A new valve train developed in MotoGP competition. Each finger follower is 6 grams lighter than a conventional bucket tappet (10 grams vs. 16 grams), and because each follower pivots on a fixed shaft, its moving mass is just 3 grams. The lighter moving mass allows maximum engine rpm and valve lift to be increased while improving valve response and maintaining accurate valve control. Each finger follower in the GSX-R1000R is designed based on the actual followers used in the GSX-RR MotoGP race bike, including a DLC (Diamond-like Carbon) coating to increase durability.

Suzuki Exhaust Tuning-Alpha (SET-A)

The GSX-R1000R’s 4-into-2-into-1 thin-wall stainless-steel Suzuki Advanced Exhaust System (S-AES) is also designed to increase high-rpm horsepower without reducing mid-range and lower-rpm power. GSX-R1000 models have long used a servo-operated Suzuki Exhaust Tuning (SET) butterfly valve built into the mid-pipe to help maximise torque throughout the rpm range by optimising back pressure based on engine rpm, throttle position and gear position. But the GSX-R1000R’s exhaust system improves on that idea with the addition of new Suzuki Exhaust Tuning-Alpha (SET-A) butterfly valves . A header balance tube connects the head pipes for cylinders #1 and #4, and another header balance tube connects the head pipes for cylinders #2 and #3, a design feature that normally increases high-rpm power at the expense of mid-range and lower-rpm power. Suzuki engineers added a servo-operated SET-A butterfly valve in each header balance tube, which remains closed to enhance mid-range and low-rpm power, then opens at high rpm to add significant top-end power.

Suzuki Top Feed Injector (S-TFI)

 

The new throttle bodies are 19 mm shorter, simpler, lighter and more compact than the previous model’ s throttle bodies, with a larger bore (46 mm versus 44 mm). Each one has a single butterfly valve controlled by an advanced electronic engine management system, and each cylinder is fed by two ultra-fine-atomisation 10-hole injectors. One injector is mounted at a steep angle in the throttle body itself and operates any time the engine is running. A second showerhead injector—also known as a Top Feed Injector (TFI), is mounted in the top of the air cleaner box, directly over each throttle body’ s intake funnel (or velocity stack), and operates at higher rpm. The TFI showerhead injector delivers additional fuel in an improved spray pattern designed to enhance combustion efficiency, throttle response and top-end power.

Engine Type

4-stroke, 4-cylinder, liquid-cooled, DOHC

Displacement CC

999.0

Bore X Stroke

76.0mm x 55.1mm

Compression Ratio

13.2 : 1

Max Power Output

148.60kW @ 13200rpm (202.04ps)†

Max Torque

117.60N.m @ 10800rpm (86.70lb.ft)†

Fuel Tank Capacity

16 L

Starter

Electronic ignition

Transmission Type

6-speed constant mesh

Dimensions LxWxH

2075 mm x 710 mm x 1150 mm

Wheelbase

1410 mm

Seat Height

825 mm

Ground Clearance

130 mm

Kerb Weight

203 kg

Tyre Size Front

120/70ZR17M/C (58W) tubeless

Tyre Size Rear

190/55ZR17M/C (75W) tubeless

Brakes Type Front

Disc brake, twin

Brakes Type Rear

Disc brake

RRP

0.00