Superbike Suzuki GSX-R1000
At first glance, the new GSX-R looks pretty similar to the outgoing model. It still has a funky trapezoidal headlight, familiar lines and the distinctive blue and white color scheme. According to Suzuki, the 2012 model is a “refined version of the fifth generation.” Perhaps the first thing visually different is the single exhaust that replaces the twin exhaust setup of the 2011 version. Another visually obvious change is a switch to Brembo monobloc calipers (in gold to separate them from its silver 600/750 brethren) and red pinstriping around each wheel.
Leaner and Meaner:
Along with the switch to the single muffler design this year, the under-engine chamber is also gone. The 4-2-1 stainless steel exhaust gains a little pipe length before meeting with the titanium exhaust canister. Following these outward updates the remaining changes come from within, focusing primarily on the engine, but also on the chassis. The design goals for the new engine include reducing weight, improving low- and mid-range torque, better throttle response and higher fuel mileage. Interestingly, though, Suzuki didn’t highlight increased peak power as an objective for the new mill.
Using finite-element-method (FEM) and fatigue-analysis techniques borrowed directly from MotoGP, the new GSX-R’s pistons are 11% lighter and yield a slightly higher compression ratio of 12.9:1 (from 12.8:1).To help the engine breathe better and reduce pumping losses, pentagonal crankcase vents replace the box-shaped vents seen on the previous model.
New camshaft profiles include slightly more lift on the exhaust side, and valve-overlap duration has been shortened a smidge as well. The four-valve-per-cylinder layout is retained with the valves still made from titanium. The revised cam profiles along with the retuned exhaust and subsequent ECU recalibration is said to give the newly updated GSX-R1000 engine a broader torque curve than before without losing any of the top-end hit from the previous model.
Next, the chassis got the Jenny Craig treatment. As mentioned earlier, the 2012 Gixxer ditches the extra exhaust canister it had a year ago, reducing the overall width 15mm to 705mm (27.8 inches) while also losing a significant amount of weight.
The new Brembo calipers are lighter than the outgoing Tokico calipers as well, but also provide more positive braking power and feel, not only because of their construction, but also due to slightly larger caliper pistons. Rotor thickness is scaled back to 5.0mm from 5.5mm in order to reduce unsprung weight, but rotor diameter stays the same at 310mm. All told, the new GSX-R1000 is 4.4 pounds lighter than last year.
Bump absorption comes from Showa’s Big Piston Fork that sees a few tweaks this year. The new forks are 7mm shorter in length, with a 5mm reduction in stroke. Suspension settings are accordingly softened to accommodate the bike’s weight loss. Out back, the same fully adjustable shock from the previous model is carried over without any changes.
Other odds and ends include a new arrangement for the front axle that now utilizes an outer thread and nut, rather than the hollow bolt and inner thread used previously. Not only does this eliminate the need for a special tool to take wheels off, it also sheds 39 grams. Seat height remains the same at 31.9 inches, but the seat’s now covered in a grippier material to keep the rider from sliding around unintentionally.
Sourche:
Leaner and Meaner:
Along with the switch to the single muffler design this year, the under-engine chamber is also gone. The 4-2-1 stainless steel exhaust gains a little pipe length before meeting with the titanium exhaust canister. Following these outward updates the remaining changes come from within, focusing primarily on the engine, but also on the chassis. The design goals for the new engine include reducing weight, improving low- and mid-range torque, better throttle response and higher fuel mileage. Interestingly, though, Suzuki didn’t highlight increased peak power as an objective for the new mill.
Using finite-element-method (FEM) and fatigue-analysis techniques borrowed directly from MotoGP, the new GSX-R’s pistons are 11% lighter and yield a slightly higher compression ratio of 12.9:1 (from 12.8:1).To help the engine breathe better and reduce pumping losses, pentagonal crankcase vents replace the box-shaped vents seen on the previous model.
New camshaft profiles include slightly more lift on the exhaust side, and valve-overlap duration has been shortened a smidge as well. The four-valve-per-cylinder layout is retained with the valves still made from titanium. The revised cam profiles along with the retuned exhaust and subsequent ECU recalibration is said to give the newly updated GSX-R1000 engine a broader torque curve than before without losing any of the top-end hit from the previous model.
Next, the chassis got the Jenny Craig treatment. As mentioned earlier, the 2012 Gixxer ditches the extra exhaust canister it had a year ago, reducing the overall width 15mm to 705mm (27.8 inches) while also losing a significant amount of weight.
The new Brembo calipers are lighter than the outgoing Tokico calipers as well, but also provide more positive braking power and feel, not only because of their construction, but also due to slightly larger caliper pistons. Rotor thickness is scaled back to 5.0mm from 5.5mm in order to reduce unsprung weight, but rotor diameter stays the same at 310mm. All told, the new GSX-R1000 is 4.4 pounds lighter than last year.
Bump absorption comes from Showa’s Big Piston Fork that sees a few tweaks this year. The new forks are 7mm shorter in length, with a 5mm reduction in stroke. Suspension settings are accordingly softened to accommodate the bike’s weight loss. Out back, the same fully adjustable shock from the previous model is carried over without any changes.
Other odds and ends include a new arrangement for the front axle that now utilizes an outer thread and nut, rather than the hollow bolt and inner thread used previously. Not only does this eliminate the need for a special tool to take wheels off, it also sheds 39 grams. Seat height remains the same at 31.9 inches, but the seat’s now covered in a grippier material to keep the rider from sliding around unintentionally.
Sourche:
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