Suzuki GSX-R1000 Review (2012)

 

Leaner and Meaner

 

Along with the switch to the only muffler style this year, the under-engine chamber is additionally gone. The 4-2-1 stainless-steel exhaust gains a bit pipe length before meeting with the titanium exhaust canister. Following these outward updates the remaining changes come back from inside, focusing totally on the engine, however conjointly on the chassis. the planning goals for the new engine embody reducing weight, improving low- and mid-range torque, higher throttle response and better fuel mileage. apparently, 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 November lighter and yield a rather higher compression ratio of twelve.9:1 (from twelve.8:1).To help the engine breathe higher and cut back pumping losses, pentagonal crankcase vents replace the box-shaped vents seen on the previous model.

 

New camshaft profiles embody slightly additional elevate on the exhaust facet, and valve-overlap length has been shortened a smidge additionally. The four-valve-per-cylinder layout is retained with the valves still made of titanium. The revised cam profiles along side the retuned exhaust and subsequent european recalibration is alleged to present the newly updated GSX-R1000 engine a broader torque curve than before while not 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 additional exhaust canister it had a year ago, reducing the width 15mm to 705mm (27.8 inches) whereas conjointly losing a big quantity of weight.

 

The new Brembo calipers are lighter than the outgoing Tokico calipers additionally, however conjointly give additional positive braking power and feel, not solely attributable to their construction, however conjointly as a result of slightly larger caliper pistons. Rotor thickness is scaled back to five.0mm from 5.5mm so as to scale back unsprung weight, however rotor diameter stays constant at 310mm. All told, the new GSX-R1000 is four.4 pounds lighter than last year.

 

Bump absorption comes from Showa’s huge Piston Fork that sees a couple of 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, constant totally adjustable shock from the previous model is carried over with none changes.

 

Other odds and ends embody a brand new arrangement for the front axle that currently utilizes an outer thread and nut, instead of the hollow bolt and inner thread used previously. Not solely will this eliminate the requirement for a special tool to require wheels off, it conjointly sheds thirty-nine grams. Seat height remains constant at thirty one.9 inches, however the seat’s currently coated in a very grippier material to stay the rider from sliding around unintentionally.

 

 

 

What About T/C?

 

After reviewing all the enhancements to the new GSX-R1000, one obvious omission from the list is traction management. the newest trend in sportbikes recently is equipping a motorbike with T/C from the factory; it’s sort of a right of passage within the eyes of the overall client. With the number of power today’s literbikes place out, surely an electronic safety web is required to safeguard riders from themselves, right?

 

Suzuki doesn’t suppose thus. Its philosophy is to engineer a motorbike with handling characteristics that may communicate to the rider and warn them if the rear is spinning. Like Honda and its CBR1000RR, Suzuki’s stance on T/C isn’t to easily incorporate the system simply because its competitors do thus. It’s positively a technology being researched (and surely being developed behind closed doors), however we tend to’ll need to expect a future model before we see it in production.

 

Own The Racetrack

 

To see if its newest creation lives up to its “Own The Racetrack” tagline, Suzuki invited journalists to Homestead-Miami Speedway in Florida to place the new GSX-R1000 through its paces. we tend to were greeted with gloomy weather and underneath constant threat of rain. Rain tires weren’t required, however the quality Bridgestone Battlax Hypersport S20 tires were replaced with the additional track-oriented Racing R10. Front tire size remained identical, however the rear 190/50-17 S20 was substituted for a 190/55-17 R10.

 

Sitting on the new GSX-R feels instantly acquainted to all or any the GSX-R models I’ve ridden within the past. You sit “in” instead of “on” the Suzuki. Immediately noticeable once the new G1K is rolling is that the bump in low-end power. Homestead’s infield layout consists mainly of slow- to medium-speed bends that result in sizable straights, and squirting out of those activates the new Suzuki reveals the rise in grunt at intervals the engine.

 

 

I’ll admit to being suspicious when told why traction management was missing from the GSX-R. With a number of electronics already equipped, together with the Suzuki Drive Mode Selector system, I figured adding T/C would be a natural next step. Excuses or not, the affiliation between throttle and rear tire is great, because the sometimes-damp conditions would cause the rear to spin when accelerating. it had been never a problem, however, and controlling the slide was an easy matter of modulating the proper wrist.

Speaking of S-DMS, in its latest iteration it’s not required to press and hold the button to alter modes. Now, an easy faucet will the duty and it are often done on the fly. when riding in an exceedingly mode for abundant of the day, tapping to B mode reveals distinct steps in power. the primary pull starts from idle to 3000 rpm, then from 3000 rpm to ten,000 rpm. throughout each of those segments, power delivery is noticeably softer than A mode. Once the engine is spinning higher than ten,000 rpm full power is restored, kicking in with a force laborious enough to scoot you back within the saddle. C-mode neuters power to the purpose where it’s merely not fun to ride anymore.

 

While this latest GSX-R1000 continues Suzuki’s evolution of refinement, sadly this wasn’t mirrored within the gearbox – shifting was notchy and harsh now and then. Deliberate pressure on the shifter throughout clutchless upshifts was crucial to a successful gear amendment. Gearing felt tall for this explicit track, as rarely did i want over third gear, even on the oval portion of the track, though this is often a lot of a sign of simply how powerful trendy literbikes became.

 

Braking power from the new Brembo monoblocs is everything we’ve come back to expect from the whole. Monstrous stopping ability could be a straightforward matter of compressing the lever tougher. Modulation was equally spectacular, creating it simple to trail-brake right to the apex.

 

 

 

Thanks to the large Piston Fork, composure beneath braking was equally glorious. After that, however, finding confidence within the front finish was a struggle. The changing climatic conditions or the concrete patches in each flip can be partially answerable, however it absolutely was a difficulty I heard alternative journalists additionally mumbling regarding. Having not ridden its predecessor for a few time, it’s onerous to guage the new Gixxer’s flickability, though it will feel on par with the remainder of its Japanese contemporaries during this department.

 

Still King of Sportbikes?

 

Some would possibly surprise if Suzuki has done enough to surpass its competition each within the dealership and therefore the racetrack. With a price-point set at $13,799, $200 over the 2011 version, equal to the 2012 Honda CBR1000RR, and $200 but the traction-control-equipped Kawasaki ZX-10R and Yamaha YZF-R1, Suzuki has placed the new GSX-R right in competition. With bottom-end power near that of the Honda — and similar front ends — the battle between the 2 are tight.

 

One issue the Suzuki has on its aspect is its popularity within the aftermarket world. just about any performance half or accent is accessible for each GSX-R, supplying you with the power to customise it to your liking. additionally, Suzuki is creating it a lot of engaging than ever to shop for one amongst its motorcycles, scooters or ATVs, no matter model year, with an industry-leading third finance supply for 5 years, for all regular tiers through March thirty one, 2012. Additionally, choose models, as well as the GSX-R, are eligible for $1000 off through March thirty first.

 

With deals like that, the new GSX-R might need success within the sales wars, however there’s only 1 thanks to understand if it'll “Own the Racetrack.” We’ve been plotting our 2012 literbike shootout, and over consecutive few weeks we’ll pit all of the most important contenders, as well as the GSX-R1000, against one another for each street and track superiority. It guarantees to be an epic check and one that’s to not be missed. Stay tuned.