2017 Suzuki GSX-R1000

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It’s back! Well, nearly. The 6th generation GSX-R1000 is completely new from the ground up, according to Suzuki. In fact, it’s so far ahead of its time that it’s dubbed a 2017 model but will be coming to showrooms in the middle of 2016. It’s obviously the lightest, most powerful GSX-R1000 ever built and features some tasty technology to partner unassuming styling…

There are lots of multi-letter acronyms to work out and comprehend, probably the most significant being SR-VVT – Suzuki Racing Variable Valve Timing. Like Ducati’s DVT workings, Suzuki has worked on bottom-end and midrange grunt without sacrificing a meaner top-end power. Suzuki hasn’t currently divulged any power figures or tech specs but has given us snippets of what’s inside that motor.


A guide to Suzuki’s 2017 Multi-Letter Acronyms:

Suzuki Racing VVT (Variable Valve Timing System: Steel balls are positioned in grooves in the intake cam sprocket and adjacent guide plate. Moved outward by centrifugal force, they stack in different grooves in low and high rpm, rotate the intake cam at high rpm, retarding intake cam timing. Intake cam timing is thus optimized for both high-rpm and low and mid-rpm ranges; extra top-end power is added, without losing low-to-mid range output.

Suzuki Racing Finger Follower Valve Train: New GSX-R1000 valve train system changed from previous model’s bucket-tappet system to finger follower rocker arm type to improve valve control and allow higher rpm. The reduced moving mass also allows increased valve lift and higher peak rpm, increasing peak output. Valve response and control is also improved throughout the rev range.

Suzuki Top Feed Injector (S-TFI: Secondary injectors located in the top of the air box operate at higher rpm and deliver finely atomized fuel o the combustion chamber. The dual-injector design produces greater top end power without detracting from low-mid rpm range output.

Suzuki Exhaust Tuning-Alpha (SET-A): Suzuki engineers added two servo-operated SET-A butterfly valves, one in each header balance tube.
The SET-A valve in each header balance tube remains closed to enhance lower-rpm and mid-range power, then opens to add significant power at higher rpm.

A 10-level traction control system, a quickshifter/auto-blipper and launch control are the electronics’ highlights, though there’s no mention of gyros or IMUs. Like the engine’s, the 2017 chassis’ elements are vague but there’s revised geometry with an all-new lightweight frame, controlled by Showa BFF gas forks and a BFRC shock.

Although the GSX-R has remained stagnant in terms of technology and gadgetry, it’s not like Suzuki has been dormant in racing. Success in World Endurance and surprise pace in MotoGP has all led to this incarnation. Thoughts? Not as radical as we would have liked but we’ll reserve judgement of the 2017 Suzuki GSX-R1000 until post-spankings. And with Suzuki claiming what you see is a prototype/concept, we also understand there’ll be more changes as developments and final touches continue into next year…



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