In a world where outright horsepower and straight-line speed hold centre stage, this Japanese brand’s Superbikes have always been the epitome of a reputation for being the most practical superbikes in all of its class respectively. There is no doubt regarding the fact that Suzuki has one of the most expansive and versatile lineups of superbikes in the Indian market and has an advantage of being one of the first movers in the upper end of the Indian motorcycling scenario. They stormed into the field without any competition and had become a serious conscience for sportbikes in the country.
Of all that we have, the 2001 entry kid GSX-R1000 is regarded as one of the most usable supersport bikes on sale in the Indian two-wheeler market, which is tamable effectively by both the amateur as well as seasonal bikers.Launched to the world almost three decades ago, the GSX-R 1000 has humbled more than a million customers and has single-handedly transformed the open sportbike class constantly. People soon called it The King of Sportbikes. Then competition happened and it soon lost the throne to the other European and Japanese lords.
Suzuki has regularly managed to update the GSX-R1000 time and again with a series of minimal cosmetic and mechanical upgrades. For this 6th generation, however, the folks at Suzuki are determined to restore the GSX-R1000 to its throne and become the top performing motorcycle to the world to see. Built by engineers with years of experience and dominations in production-based Superbike, Superstock and Endurance races worldwide, and most importantly the WSBK MotoGP technology, the 2017 GSX-R 1000 is touted to become the most compact, the most aerodynamic and the best-handling GSX-R 1000 ever. Let’s have a look at this new King:
|2015 Suzuki GSX-R 1000||2017 Suzuki GSX-R 1000|
All the models of Suzuki GSX-R1000 produced till date have always been in the middle ground in terms of design – they may not have been as exotic as the European or the new Japanese mongers of litre class motorcycles, but that doesn’t mean they were monotonous machines. Same goes with the new Suzuki GSX-R1000 – it has a clinical design, which is equally desirable from the eyes of a motorcycling enthusiast. The bike gets new bodywork done, which might not make it the best dressed amongst the lot but it is all business here.
The Suzuki GSX-R1000 is one of the very few supersport motorcycles available in the market which continues to have a single headlamp setup at the front, which is flanked by big pilot lamps on its either upper corners. For the 2017 edition too gets the single file headlamp setup with both lower and upper beams getting LED treatments. The headlamp unit is also assisted with small ram air intakes on both of its sides, which has been one of the most reminiscent traits of all the GSX-Rs produced till date. The rear view mirrors mounted on the fairing lose the clear lens turn indicators, which goes onto the side body panels instead.
The wind tunnel designed bodywork made the SX-R1000 appear very edgy and focused when viewed from the sides, with the sharp full fairing, fuel tank and the rear side body panels completely redesigned to make the bike aerodynamically more efficient than any other GSX-R before. Doing so, they have narrowed the chassis and the body of the bike and also decreased the kerb weight to a good 10% compared to the previous generation. Starting from the lightweight and compact headlight units improving the bike’s aerodynamics from the word go.
The motorcycle gets a single exhaust on its right side, and the three spoke alloy wheels make ways for the new six spokes black alloys with fluorescent pin striping. The rear of the GSX-R1000 looks beautiful with the split LED tail lamps with the clear lens turn indicators on its either sides. The rear tail panels are also narrower than previously and much lighter too. While the GSX-R 1000 gets only LED Headlight, the 1000 R gets both LED Headlight and the LED positioning lights.
The instrument cluster on this GSX-R also gets a complete revamp and replaces the part analogue-digital to a fully digital LCD unit. With new rider aid technologies and electronics coming into play, the LCD looks pretty sophisticated, yet easy to read. It now gets S-DMS mode and Motion Track TCS level indicators as well as a fuel gauge and readouts showing rest of the tell-tale signage. On the handlebar, you get switches to operate the same and to select your levels of traction control settings and driving modes.
Overall, the silhouette of the new Suzuki GSX-R1000 may not have changed drastically as compared to the model previously available to it, but take my word, it is a whole new motorcycle. It may seem that the previous model looked better than this 2017 edition when compared to the current crop of litre class motorcycles of the European brands and other Japanese ones. But according to Suzuki’s newfound philosophy of “Run. Turn. Stop.”, this motorcycle is distinctively designed and engineered to run better, turn better and stop better than any other peers in its class.
|Make Model||2017 Suzuki GSX-R 1000||Kawasaki Ninja ZX-10RR||Honda CBR1000RR SP|
To incorporate the model feature of “Run. Turn. Stop.”, the engineers had to completely redesign the engine to make it more compact and lighter, yet deliver class-leading power smoothly across all the power bands to either blast the motorcycle on the track or tame it on the stretched highways. The entire motorcycle had to be designed in conjecture with the engine’s dimensions, shape, packaging and positioning which was going to ultimately decide the overall performance of the new powerhouse.
The 4-stroke, 4-cylinder, liquid-cooled, DOHC motor retains the same 999.8 cc capacity, but that is where the resemblance ends with the previous generations. For 2017, the bike gets new bore and stroke along with new valve train developed in MotoGP and sheds weight wherever possible. Both intake and exhaust valves are made out of titanium thereby allowing higher rpm power. The engine belts out a 200 bhp @ 13200 rpm, and the peak torque it produced is 118 Nm @ 10800 rpm. The source of nightmares for its rivals. All this travels to the rear tyre through a close-ratio six-speed transmission.
The pistons on this engine are made out of forged aluminium having cutaway sides to reduce maximum weight and friction. They are coated with DLC to reduce friction, and the oil control ring gets chrome-nitride coating making it harder and smoother. The cylinder heads themselves are coated with SCEM (Suzuki Composite Electrochemical Material), reducing friction and improving heat transfer, durability and ring seal.
To ensure power is fed across all bandwidths, Suzuki’s Broad Power System was developed to have strong, linear power and enhanced acceleration throughout the rpm range. The first instrument of this is the Suzuki Racing Variable Valve Timing (SR-VVT) system developed in MotoGP that alters the camshaft intake timing to add power to the higher spectrum of rpm. The second chap is Suzuki Advanced Exhaust System (S-AES) that uses valves in the exhaust manifold to optimising back pressure in the connecting header pipe, thereby giving out optimum power across the rpm range. The third and the final instalment is the Suzuki Clutch Assist System (S-CAS) that is the slipper assist clutch for removing chatter during aggressive downshifts.
Apart from this, the engine gets Ride-By-Wire Throttle Bodies having larger bores and electronically operated valves and Top Feed Injector (TFI) showerhead to enhance combustion efficiency, throttle response and top-end power by optimising spray pattern design.
|Make Model||2017 Suzuki GSX-R 1000||Kawasaki Ninja ZX-10RR||Honda CBR1000RR SP|
|Bore/ Stroke mm||76/55.1||76/55||76/55|
|Output||200 bhp @ 13500 rpm||197 bhp||189 Bhp @ 13000 rpm|
|Torque||118 Nm @ 10000 rpm||113.5 Nm||116 Nm @ 11000 rpm|
|Type||4-stroke, liquid-cooled, 4-cylinder, DOHC||4-stroke, Inline 4 cylinder, DOHC, 4-valve, Liquid-cooled||Liquid-cooled 4-stroke 16-valve DOHC Inline-4|
|Clutch type||Wet- Multiplate with slipper assist||Wet- Multiplate with slipper assist||Wet- Multiplate with slipper assist|
|Transmission||6-speed with Bi-directional Quick-shift System||6-speed, return shift||6-speed with quick shifter and auto-blipper|
RIDE AND HANDLING
We have deciphered how it “Run.” better. Now let’s try to figure out how it “Turn. Stop” better. To start with, we already know that the chassis and the bodywork are compact and narrower than before. This is made possible by a narrow new twin-spar aluminium perimeter frame that has high torsional rigidity and minimises vibrations that improve cornering feel on the racetrack.
The riding positions can be altered with the adjustable footpeg positions, saddle and handlebars. The fuel tank is now narrower and shorter which helps the rider to tuck in much further and shift directions with much ease for the enhanced confidence while riding it flat out. On the overall, the bike weighs 10% lesser than previously helping the rider to twitch at the corners and eat the apexes in full control.
Boasting of having a powerful combination of acceleration, cornering, and braking doesn’t come cheap. This GSX-R 1000 gets the top of the line equipment in terms of suspension and braking units. Out front, the GSX-R 1000 gets Showa BPF (Big Piston Front) forks. BPF forks feature adjustable rebound damping, compression damping and spring preload. At the rear, Showa rear shock works with a progressive linkage and adjustable rebound damping. If you think this was high-tech, check out what the 1000 R gets.
A step ahead, it gets the Showa Showa BFF (Balance free Front) at the front and the Showa BFRC lite (Balance Free Rear Cushion lite) shock at the rear, developed for MotoGP. Both improve cornering traction by delivering smoother, more controlled travel and doing a better job of dealing with pavement imperfections. Also, gives the rider the ability to drive sooner and accelerate out of corners harder.
When it comes to the braking units, there is no compromise here even. Twin steel 320mm Brembo discs at the front are mounted on radial-mount, monoblock front brake callipers each having four 32 mm pistons and work with a radial-pump. The rear unit uses a Nissin single-piston calliper and a 220 mm disc. The Motion Track Brake System works alongside the ABS module and the IMU (Inertial Measurement Unit) to optimise brake pressure when the motorcycle is leaning.
Apart from the mighty engine to lurch this monster ahead quickly, this motorcycle has a huge gambit in terms of the electronics package it carries. Starting with the MotoGP developed 6 axis IMU that controls the 32-bit dual processor ECM (Engine Control Module), it controls the throttle body and fuel injection based on various rider inputs and engine conditions to produce more linear throttle response along with more power, more torque and reduced emissions across the rev range.
Apart from this, the GSX-R 1000 boasts of the Suzuki Drive Mode Selector (S-DMS) for the rider to choose his driving modes, 10 level Motion Track TCS (Traction Control System), Low RPM Assist while riding in city speeds, one-touch Suzuki Easy Start System which improves cold starting. However, the GSX-R 1000 R gets a few more bits to enhance the riding conditions. They include Launch Control and Bi-Directional Quick Shift System that allows the rider to upshift and downshift without using the clutch or the throttle.
|Make Model||2017 Suzuki GSX-R 1000||Kawasaki Ninja ZX-10RR||Honda CBR1000RR SP|
|Suspension / Front||SHOWA BPF, Inverted telescopic, coil spring, oil damped||43mm inverted Balance Free Fork, adjustable stepless rebound and compression damping, spring preload adjustability||Telescopic inverted fork with an inner tube diameter of 43mm, and an NIX30 Smart-EC (OHLINS) Front Fork with preload, compression and rebound adjustments|
|Suspension / Rear||SHOWA rear shock, Link type, coil spring, oil damped||Horizontal back-link with Balance Free gas-charged shock, stepless, dual-range (low-/high-speed) compression damping, stepless rebound damping, fully adjustable spring preload||Unit Pro-Link with gas-charged TTX36 Smart-EC (Öhlins) damper featuring preload and compression and rebound damping adjustment|
|Brakes / Front||Dual 320mm Brembo, Disc, Brembo 4-piston, Disc, twin ABS||Intelligent Braking (KIBS), Brembo dual semi-floating 330mm discs with dual radial mounted monobloc 4-piston callipers||Brembo dual semi-floating 330mm discs with dual radial mounted monobloc 4-piston callipers, Gyro-Assisted ABS|
|Brakes / Rear||220mm disc Nissin, 1-piston, Disc single and ABS||KIBS-controlled, single 220mm disc with aluminium single-piston calliper||220mm dual piston Gyro-Assisted ABS|
|Tyres / Front||120/70ZR17M/C (58W)||120/70 ZR17||120/70ZR17 58W|
|Tyres / Rear||190/55ZR17M/C (73W)||190/55 ZR17||190/50ZR17 73W|
The GSX-R1000 will be available for ? 19 lakh (ex-showroom), and you get it in Metallic Triton Blue and Metallic Mat Black colour. This is a good ? 3 lakh more than the previous edition. Well, no complaints there looking at the amount of work Suzuki has gone into making this the King of Superbikes.
The GSX-R1000 R, on the other hand, is a limited-production model and will come for ? 22 lakh (ex-showroom) and will be available in Metallic Triton Blue and Glass Sparkle Black colour option. We knew that Suzuki had just the GSX-R1000 (ABS) version on sale in India. We will have to find out if they will get the GSX-R1000 R version or no.
This superbike gets serious competition from brothers from other mothers. Both Japanese makers are making a killing in the litre-class segment, and each one of them has some neat trick up their sleeve to call themselves as the King.
Towards the end of 2016, Kawasaki surprised everyone with the much-awaited upgrade to its litre class supersport, the Ninja ZX-10RR. The motorcycle, which has always remained as one of the one of the most user-friendly and equally precise-to-use supersport in the world, received a thorough upgrade in each aspect, be its design, performance, mechanicals and set of electronics.
Apart from a minor cosmetic change which Kawasaki has carried out for the Ninja ZX-10RR, the basic powertrain of the motorcycle too has undergone a couple of small changes as well. On the new Ninja ZX-10RR, the overall engine and gearbox combination has been carried forward – the engine is the same four stroke, liquid cooled, inline four, 998cc engine, which pumps out 197bhp of power and 113.5 Nm of torque. With the help of ram air input, the power can be bumped up to 204bhp as well.
On the new Ninja ZX-10RR, the new revised frame and suspension combination of 43mm fully adjustable balance free telescopic forks at the front and a horizontal back-link with balance free gas charged mono shock at the rear has been lifted off from the standard Ninja ZX-10R. The brakes are same as well – dual 330mm Brembo discs at the front and a single 220mm disc at the rear.
As expected, the new Ninja ZX-10RR gets the same list of electronic aids as that of the Ninja ZX-10R, which includes ABS, Kawasaki Launch Control (KLCS), Kawasaki Intelligent Braking (KIBS), Kawasaki Sport Traction Control (S-KTRC), Kawasaki Engine Braking Control (KEBC) and Kawasaki Quickshifter (KQS). All of which work efficiently in making the riding as well as braking experience a bit more engaging in the part of the rider. All this could be yours for a price tag ranging from ?17.5 lakh to ? 19 lakhs.
Honda made everyone sweat when they launched the CBR900RR in 1992 having huge power numbers and weighing lesser than the closest competitor. For the Fireblade’s 25th anniversary, Honda has gone big with the updated engine, chassis, electronic suspension and a whole bunch of rider aids package all combined with the hefty weight loss giving the rivals a run for their money.
This updated model from Honda is said to be an evolution rather than a revolution because close to 70 percent of the parts that make up this bike is completely new as opposed to the previous models. Although the overall geometry of the new blade remains similar to the previous model, the fairings have been thinned down by reducing the material around few areas while exposing the motor surfaces.
Honda has continued its weight loss program with the engine as well by overhauling the motor for the 2017 CBR. The in-line four pot uses, for the first time, a throttle by wire control helping the power gain to 185-190bhp (11bhp more) while the red line now goes all the way up to 13000rpm from the previous 12250rpmwith peak torque of 81.79ftlb @ 10,500rpm. The compression ratio is up to 13.0:0 from 12.3:1. The power to weight ratio has increased by 14 percent. The new slip-assist clutch system makes use of the quick shifter for those clutchless upshifts and electronically assisted downshifts with auto-blipper.
The CBR1000RR is one of the few bikes that don’t go wrong in the handling department. They have always been touted as the best handling bike by enthusiasts. This updated model, however, ups the game by introducing a wide range of electronics aiding the rider into a more aggressive rideability and at the same time keeping him/her safer than ever. The brand new five-axis Inertial Measurement Unit (IMU) works tirelessly to keep the bike under control in all situations the rider is capable of manoeuvring. Other riding aids include traction control, ABS, slide control, engine brake control, rear lift control and wheelie control.
Honda has now officially launched this product in our country and is priced at a staggering ? 17.61 lakh (ex-showroom) and this it sure to make other players have a grim on their sales (? 23.5 lakh for the SP2 version).
Looking at this embodiment of the pride and passion of the people who made it, we know for sure that they have left no stone unturned to make the GSX-R reclaim its righful title. With all that hype about the increase in power and weight reduction, we can at least tell that Suzuki has taken the step in the right direction with the right formula. With all the available driver aids, owning and riding one of these machines is going to be a blissful experience no doubt.
It is by far the most advanced, most exciting Suzuki GSX-R in history. And we couldn’t have been any more excited. Making this beast touch the 200 bhp mark, it becomes the most powerful Suzuki on sale in India. It nicks the mighty Hayabusa even, by 3 bhp and is also the fastest production model of the Japanese company on sale anywhere in the world and is the most powerful, hardest-accelerating, cleanest-running GSX-R ever produced.
With 30 years of experience under the helm of the makers, the 6th-generation GSX-R1000 is redefining what it means to be The Top Performer. It just became the flagship motorcycle of the brand and is on the rightful track to once again become the King of Sportbikes, and how!