The battle for superbike supremacy is tight: offerings fromHonda, Kawasaki, Yamaha, Ducati, and even BMW make the liter bike market more crowded than ever, and Suzuki has been feeling the heat.Their answer? The first redesigned GSX-R1000 since 2001, an all-new flagship that promises more power, less weight, and even more flagship-worthy charisma.. Does Suzuki's new superbike deliver?
The Goods: Better, Stronger, Lighter
Suzuki's GSX-R1000 has seen incremental improvements over the years, but the 2009 model is the first all-new iteration of the flagship superbike since 2001. The 2007 Gixxer Thou' we tested a couple years ago carried 14 extra pounds of mass over its predecessor, but its refinements and increased power effectively counteracted the weight gain. Countless superbike racing victories later, and the legendary Gixxer 1000 faces more pressure than ever for excellence.
Suzuki engineers altered virtually every aspect of the GSX-R1000 for 2009 in order to build a better bike. A more compact twin spar frame shortens the wheelbase for more maneuverability, while a longer aluminum alloy swingarm is arched to accommodate new twin titanium exhaust cans. The all-new 999cc inline 4-cylinder engine is more compact while producing greater torque and horsepower, and the Suzuki Drive Mode Selector (S-DMS) programming has been programmed to give its best.
Suzuki engineers altered virtually every aspect of the GSX-R1000 for 2009 in order to build a better bike. A more compact twin spar frame shortens the wheelbase for more maneuverability, while a longer aluminum alloy swingarm is arched to accommodate new twin titanium exhaust cans. The all-new 999cc inline 4-cylinder engine is more compact while producing greater torque and horsepower, and the Suzuki Drive Mode Selector (S-DMS) programming has been programmed to give its best. The GSXR-1000's styling is also revised, with graphic-less fairings that are narrower for aerodynamics, as well as a revised air-ram intake on the nose. Overall mass has been cut 6 pounds for a total wet weight of 452 pounds.
The Ride: Whooooaaaa Nelly!
Straddle the new GSX-R1000, and you'll find your butt on a slightly forward tilted saddle, your boots on nicely polished aluminum pegs, and your arms mildly extended over the tankto the handlebars.
The clutch-- like so many components in the new Gixxer-- weighs less, having ditched hydraulic actuation for a cable-wire system. It's still easy enough to operate in bumper-to-bumper traffic, and the six-speed transmission shifts positively. Rev the engine, and the tach's jerky leaps reflect the crisp throttle response from the bike's one liter engine. As you rev through each gear, you're treated to strong acceleration at low rpms that yields even fiercer, more arm-stretching pull once you get past the first third of the bike's 13,750 rpm powerband. That first third offers more than enough speed for law breaking velocity, and pushing the engine even further yields downright salacious speed. The GSX-R1000's capabilities are extreme, as evidenced by the fact that it hit over 100 mph on a short freeway onramp-- in first gear.
Also fierce are the GSX-R1000's handling and braking abilities. It's not quite as tossable as the GSX-R600, but Suzuki's latest literbike certainly holds its own with quick direction changes, confidence-inspiring feedback, and effortless stability (thanks in part to an electronic, speed-sensitive steering damper.) Its talents are so astounding, they're far better suited to the track than they are to public roads. One of my only complaints after two weeks aboard the Gixxer is that its engine produced quite a bit of heat on my right thigh when the weather was warm; apart from that, it offered a killer blend of performance, smoothness, and user friendliness... you read that correct, user friendliness. Unlike sharp-edged bikes like the Ducati 1098, the GSX-R1000 invites you to explore its limits while maintaining a cool sheen of composure. This bike seems eminently capable of almost anything, and it seems to egg the rider on with its easygoing, surefooted confidence-- all while offering surprisingly comfortable ergonomics. Neck-snapping acceleration comes instantly, the chassis feels responsive but settled, and the brakes seem ready to bail you out of any predicament. The only downside to all this refinement? It takes a mighty strong will to resist doing something crazy-- and ultimately stupid-- while wringing out the GSX-R1000's awesome performance.
The Bottom Line: A Question of Preference
Suzuki's latest GSX-R1000 is better than its predecessor in virtually every way; it's lighter, more nimble, and more powerful. For those of you who were tiring of the last model's graphics-intensive styling, the new model also offers a more mature look. But will you be able to appreciate the miniscule differences in performance between the absolutely insane GSX-R1000 and its equally insane competition? Probably not.
The superbike wars have raged for decades, and each major manufacturer has proved they can build tremendously competent machines that far exceed the abilities of most riders who aren't currently employed as professional racers. That said, the GSX-R1000 offers both intense performance and surprisingly livable ergonomics. Its suspension won't beat you up, its seat is relatively comfortable over long hauls, and with the exception of some excess engine heat the GSX-R1000 is an impressively well-rounded package.
Engine and transmission | |
Engine type: | 4 cylinders, 4-stroke, Inline |
Displacement: | 999 cc (61.04 cubic inches) |
Bore × stroke: | 73.4 mm × 59 mm (oversquare - shortstroke) |
Cooling system: | Water cooled |
Power: | 184.91 HP (136 kW) @ 12000 rpm(cranksh) |
Torque: | 117 Nm (11.93 kg-m) @ 10000 rpm(cranksh) |
Throttle: | Cable operated |
Valves | |
Valve train: | DOHC, variable |
Valves per cylinder: | 4 |
Fuel and ignition | |
Sparks per cylinder: | 1 |
Fuel supply system: | Fuel injection |
Ignition type: | Digital CDI |
Funnel diameter: | 43 mm |
Compression: | 12.5:1 |
Engine mounting: | Transverse |
Lubrication system: | Wet sump |
Gear box: | Manual 6-speed |
Clutch: | Wet, slipper, cable operated |
Final drive: | Chain |
Spark plug pipe type: | NGK, CR9EIA-9 |
Motor oil: | Synthetic, 10W/40 |
Starter: | Electric |
Dimensions | |
Physical measures | |
Length: | 2045 mm |
Width: | 720 mm |
Height: | 1130 mm |
Wheel base: | 1415 mm |
Ground clearance: | 130 mm |
Seat height: | 810 mm |
Weight | |
Curb weight: | 192 kg |
Dry weight: | 172 kg |
Chassis and suspension | |
Frame type: | aluminium, twin spar |
Front | |
Suspension: | Cartridge - upside-down |
Suspension travel: | 125 mm |
Fork angle: | 24° |
Brake: | Twin Disk, Ø310 mm |
Tire: | 120 / 70 R17 ZR |
Tire pressure: | 2.5 bar, with pillion: 2.5 bar withpilion |
Rear | |
Suspension: | mono shock, Swingarm |
Suspension travel: | 130 mm |
Brake: | Disk, Ø220 mm |
Tire: | 190 / 50 R17 ZR |
Tire pressure: | 2.9 bar, with pillion: 2.9 bar withpilion |
Other | |
ABS available: | No |
Power-to-weight ratio: | 0.71 HP/kg (1.41 kg/HP) |
Acceleration (0-100 km/h): | 2.8 sec |
Top speed: | 299 km/h |
Fuel capacity: | 18 l |
Number of riders: | 2 persons |
P.S (This is the bike on which azharuddin's son lost his life..... so , be beware of this Beast!)
for further details check this out:http://www.youtube.com/watch?v=qjcAeECvXy0
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