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Suzuki’s latest Gixxer 1000 headlines with a revised engine and chassis refinements for 2009. The new GSX-R1000 is keen to retain its superbike crown.
Borrowing heavily from Suzuki’s SBK and MotoGP experience, the 2009 GSX-R1000 is powered by a newfangled 999cc, four-cylinder engine.
Smart design, more compact engine
Featuring revised engine architecture, the new motor is 59mm shorter. In terms of engine architecture, it’s even more aggressively oversquare than before, with bore and stroke dimensions of 74.5x57.3mm versus the previous bike’s 73.4x59mm.
To cope with the raised compression ratio (up from 12.5:1 to 12.8:1) the Gixxer thousand breathes through larger titanium vales and larger intake ports – the latter obviously paving the way for liberal racing modification later on.
Engine internals (pistons and conrods) have been coated with Suzuki’s proprietary composite electrochemical material (SCEM), which reduces friction and improves heat transfer. Engine lubrication is the stuff of genius too, with the new system pumping oil through the centre of the crankshaft, directly to the conrod journals.
Fuelling the new engine are 12-hole injectors which produce an optimal, fine fuel mist for efficient combustion. Disconcertingly, it powers up to a peak of 136kW, with the 116Nm of rotational almost an afterthought.
Considering the latest GSX-R1000 weighs only 167kg, performance should be epic – as expected.
New engine much more compact, enabling Suzuki to chop the wheelbase by 10mm. Gorgeous dual titanium exhaust ends a welcome addition for 2009.
Digital drive?
Although it may be an affront to purist riders, Suzuki’s Drive Mode Selector is the digital dynamic parameter set of the future, and on the new GSX-R1000 it’s controlled by a toggle switch located under the rider’s left thumb.
It features three levels of mapping and throttle response (A-B-C), with ‘A’ providing the rawest power delivery, ‘B’ softening throttle response by nearly half when necessary and ‘C’ choking back power through the entire engine speed range.
Managing engine airflow is Suzuki’s fabled SRAD forced air induction system, subtlety revised for 2009, whilst the titanium exhaust plumbing is MotoGP inspired.
Called Suzuki Advanced Exhaust System (SAES), it uses an under-engine chamber and low-slung, large-volume titanium mufflers with butterfly valves to manage backpressure for optimal performance.
Old-school clutch, new-school suspension
A major running change on this year’s bike is the binning of last year’s hydraulic clutch in favour of a traditional cable-actuated system. Suzuki says the new clutch is lighter, and should provide more linear feedback and feel for riders.
Taming the new Gixxer’s fearsome performance potential is a resized twin-spar frame.
Wheelbase is 10mm shorter, whilst the more compact engine has allowed the all-new swingarm to be lengthened by 33mm, greatly improving traction geometry for powering out of corners.
Front suspension brings Showa's Suzuka eight-hour proven technology to a litre superbike for the first time.
Up front Showa's formidable Big Piston Fork debuts on a production 1 000cc superbike, and provides an awesome level of adjustability.
Employing a much larger main piston, instead of a traditional cartridge system operating a smaller piston found in most contemporary sportbike’s front suspension, a reduction of damping pressure thanks to increased piston surface area is possible. The result? Improved high speed ride quality and less dive under severe braking.
Beyond the dynamic improvements, the styling of Suzuki’s superbike heir-apparent is now more rakish, with the fairing in particular, sporting a more angular appearance yet managing to reduce drag.
Local buyers have option on three colour schemes - metallic triton blue/glass splash white, solid black/metallic matt black No.2 and glass splash white/metallic mystic silver. The GSX-R1000 retails for R155 650.
Borrowing heavily from Suzuki’s SBK and MotoGP experience, the 2009 GSX-R1000 is powered by a newfangled 999cc, four-cylinder engine.
Smart design, more compact engine
Featuring revised engine architecture, the new motor is 59mm shorter. In terms of engine architecture, it’s even more aggressively oversquare than before, with bore and stroke dimensions of 74.5x57.3mm versus the previous bike’s 73.4x59mm.
To cope with the raised compression ratio (up from 12.5:1 to 12.8:1) the Gixxer thousand breathes through larger titanium vales and larger intake ports – the latter obviously paving the way for liberal racing modification later on.
Engine internals (pistons and conrods) have been coated with Suzuki’s proprietary composite electrochemical material (SCEM), which reduces friction and improves heat transfer. Engine lubrication is the stuff of genius too, with the new system pumping oil through the centre of the crankshaft, directly to the conrod journals.
Fuelling the new engine are 12-hole injectors which produce an optimal, fine fuel mist for efficient combustion. Disconcertingly, it powers up to a peak of 136kW, with the 116Nm of rotational almost an afterthought.
Considering the latest GSX-R1000 weighs only 167kg, performance should be epic – as expected.
New engine much more compact, enabling Suzuki to chop the wheelbase by 10mm. Gorgeous dual titanium exhaust ends a welcome addition for 2009.
Digital drive?
Although it may be an affront to purist riders, Suzuki’s Drive Mode Selector is the digital dynamic parameter set of the future, and on the new GSX-R1000 it’s controlled by a toggle switch located under the rider’s left thumb.
It features three levels of mapping and throttle response (A-B-C), with ‘A’ providing the rawest power delivery, ‘B’ softening throttle response by nearly half when necessary and ‘C’ choking back power through the entire engine speed range.
Managing engine airflow is Suzuki’s fabled SRAD forced air induction system, subtlety revised for 2009, whilst the titanium exhaust plumbing is MotoGP inspired.
Called Suzuki Advanced Exhaust System (SAES), it uses an under-engine chamber and low-slung, large-volume titanium mufflers with butterfly valves to manage backpressure for optimal performance.
Old-school clutch, new-school suspension
A major running change on this year’s bike is the binning of last year’s hydraulic clutch in favour of a traditional cable-actuated system. Suzuki says the new clutch is lighter, and should provide more linear feedback and feel for riders.
Taming the new Gixxer’s fearsome performance potential is a resized twin-spar frame.
Wheelbase is 10mm shorter, whilst the more compact engine has allowed the all-new swingarm to be lengthened by 33mm, greatly improving traction geometry for powering out of corners.
Front suspension brings Showa's Suzuka eight-hour proven technology to a litre superbike for the first time.
Up front Showa's formidable Big Piston Fork debuts on a production 1 000cc superbike, and provides an awesome level of adjustability.
Employing a much larger main piston, instead of a traditional cartridge system operating a smaller piston found in most contemporary sportbike’s front suspension, a reduction of damping pressure thanks to increased piston surface area is possible. The result? Improved high speed ride quality and less dive under severe braking.
Beyond the dynamic improvements, the styling of Suzuki’s superbike heir-apparent is now more rakish, with the fairing in particular, sporting a more angular appearance yet managing to reduce drag.
Local buyers have option on three colour schemes - metallic triton blue/glass splash white, solid black/metallic matt black No.2 and glass splash white/metallic mystic silver. The GSX-R1000 retails for R155 650.
