News 8 Jan 2010

Full Test: 2010 Suzuki GSX-R1000

With the same specification as last year, Suzuki’s new GSX-R1000 features BNG for 2010 and proves just as good as we remember.

SPECIFICATIONS

ENGINE
Engine type: 999cc, 4-cylinder, 4-stroke, liquid-cooled, DOHC
Bore x stroke: 74.5mm x 57.3mm
Displacement: 999cc
Compression ratio: 12.8:1
Transmission: Six speed
Power (claimed): N/A
Torque (claimed): N/A

CHASSIS
Frame type: Twin-spar aluminium
Front suspension: Fully-adjustable 43mm inverted Showa BPF fork
Rear suspension: Fully-adjustable Showa shock absorber
Wheelbase: 1405mm
Wheels (front/rear): Five spoke aluminium alloy 17 x 3.5 / 17 x 6
Tyres (front/rear): Bridgestone BT-016 120/70ZR17 / 190/50ZR17
Brakes (front/rear): Nissin Twin 310mm discs, four-piston calipers, radially mounted / Tokico 220mm disc, single piston caliper

DIMENSIONS
Weight (claimed): 205kg dry
Seat height: 810mm
Fuel capacity: 17.5L

PURCHASE DETAILS
Price: $18,990 +orc
Colour options: White/Blue, Black/Silver or Blue/Black
Test bike from: Suzuki Australia
www.suzuki.com.au

When Suzuki Australia called and asked if I wanted to put its 2010 model GSX-R1000 through its paces I was quick to agree, not because it’s technically different, but simply because it’s an awesome bike to ride.

This year’s GSX-R leader remains unchanged apart from a new range of colour options, arriving early compared to the late arrival of last year’s model and once again impressing throughout the kays logged during the test.

First things first, Suzuki has chosen to import the Blue/White, Black/Silver and Blue/Black models, with the final model on that list being the funky colour that our test bike is – an option that is unique in the sportsbike segment and one that looks unreal with some sun shine on it.

Last year was a superb year for Suzuki Australia on a racing front with the K9, winning the Australian Superbike Championship with rookie wonder Josh Waters after debuting the bike at round four of the series.

Ever since turning my first wheel on the new GSX-R at the press launch while conducting our Launch Test in New Zealand last year, first on track at Manfeild and then with a picturesque ride through the mountains in the en-zed, I’ve felt that this model’s a great step forward over the previous models.

Powered by a 999cc, liquid-cooled, four-cylinder, DOHC engine, Suzuki’s litre bike missile has proven the benchmark in the class on many occasions since its inception back in 2001.

Features on the bike include the Suzuki Dual Throttle Valve (SDTV) fuel-injection system, a slipper clutch and Suzuki’s Drive Mode Selector (S-DMS), which enables riders to select between A, B and C modes.

It also has SRAD (Suzuki Ram Air Direct) air intakes, Suzuki’s PAIR (Pulsed-AIR system), Suzuki Dual Throttle Valve (SDTV) system, Suzuki Advanced Exhaust System (SAES), and Suzuki’s Exhaust Tuning (SET) system.

Suzuki's GSX-R1000 comes in three new colours for 2010, with our test bike the Blue/Black combo.

Suzuki's GSX-R1000 comes in three new colours for 2010, with our test bike the Blue/Black combo.

With a bore and stroke of 74.5 x 57.3mm and a compression ratio of 12.8:1, the engine power is phenomenal, although ultra smooth in its application as we first found last year.

The S-DMS’s A-mode is the most aggressive of the three power curves, while B is softer from the bottom to mid-throttle, and C is softer throughout the entire range.

On track in previous experiences I’ve found that while I can rev the engine to around 14,000rpm on the dash without hitting the rev limiter, short-shifting at around 13 grand offers the maximum balance between drive and grip.

The torque begins to set in from very low in the rev range, with the power beginning to surge at 8000rpm before it launches as it accelerates over 10,000rpm all the way until the shift point.

In the real world you’d find yourself well above the speed limit if you attempted those kinds of RPM numbers, so instead the best bet is to use it through the torquey power curve and short-shift it more often than not.

Throttle response and the way that it delivers the power is excellent with fantastic fuelling from the lowest of revs, but there is a slight jolt that I’ve come across from zero percent throttle when I haven’t been particularly smooth on the application.

Rider error or not, you’d expect a jump in power when it’s delivering so much at the rear wheel, although when you’re carrying momentum it’s nowhere to be felt.

Once dialling the power on, you twist the grip and massage the black lines that the rear tyre is likely leaving in its tracks, with the rideability almost effortless despite the power on hand.

The dash is easy to use and very effective in its operation.

The dash is easy to use and very effective in its operation.

The six-speed gearbox is smoothest at lower revs when in cruise mode, otherwise it has proven a tad notchy on this particular test bike with under 1000km on the clock, although there’s little doubt that the engine will loosen up a touch in time.

Chassis-wise, the GSX-R1000 has a twin-spar cradle frame, made from just five cast aluminium-alloy sections, and also boasts Showa’s 43mm Big Piston Fork (BPF) fully-adjustable front suspension. There’s also a fully-adjustable Showa rear shock absorber utilised for the rear suspension.

Suzuki’s theory of making the frame shorter and extending the swingarm for this model has proven a positive step, increasing grip at the rear wheel while not affecting the steering at all. This also impacts the ease of applying the power off the turns.

In fact, from the seat of the pants you’d have to say that this GSX-R is the best steering ever, as attested to by ASBK champ Waters when claiming that his production-spec Superbike steers like his GSX-R600 that he rode in 2008.

For those who aren’t familiar with the concept of the BPF system, it relocates the fork springs of each fork leg so they are completely submerged in oil – reducing oil foaming and offering more stable damping.

You can brake hard or ease it into the turn and the bike will react in a stable manner. Push it to your limit and it will challenge you every step along the way, or take it for a stroll through your favourite national park and it will compliment you as long as you show the respect it deserves.

That’s the thing with 1000cc bikes these days, they’re hugely powerful, but on the other hand they’re much more user-friendly than what they were back in their younger years.

Testing a sportsbike on the street leaves you wanting for more in some areas, wishing you could open it up and get on the gas, however the sensation you get from simply flowing around the bends on the Suzuki is quite good fun in itself.

The combination of the Tokico brakes and Showa BPF forks is a solid one.

The combination of the Tokico brakes and Showa BPF forks is a solid one.

You’re not aching at the wrists or back from too aggressive of a seating position, it doesn’t vibrate much at all, you don’t have to work the engine hard to get it to respond, and you can pack luggage on it quite easily while seeing in the rear view mirrors very well.

All of these positives add up when looking to balance sport performance with capabilities to ride on the street, and the way that it holds its line and proves adaptable to its surroundings makes the Gixxer a favourite of mine.

Bridgestone’s BT-016 tyres are fitted, designed specifically for the GSX-R1000 as standard fitment, offering reasonable grip for the street but not quite enough if you plan the find the limits of the chassis on track.

The Tokico monoblock cast-aluminium alloy calipers bolted on the front, matched with a pair of 310mm discs, offer one of the best braking feels in the business. They’re soft in their application as you squeeze them on, gradually getting harder as you squeeze the adjustable lever.

Worth noting is that although I haven’t ridden this particular test bike on track, every experience that I had last year on an identical bike was epic under hard braking, working in sync with the BPF forks to offer a great balance between braking power and minimal suspension dive.

On the track I’ve experience fade in warmer weather, but on the street there is absolutely no worry whatsoever when applying the brakes – even in the summer heat that we are currently experiencing here in NSW.

A single piston Nissin caliper on the rear brake with a disc size of 220mm is also effective, the big thing for my riding style using a lot of rear brake is that it remains useful and doesn’t overheat at all. In fact, Waters and the entire TJRS team use standard rear brakes on their Superbikes.

The instrument panel features a large tachometer on the dash reading just over 15,000rpm, with shift-indicator markers showing that you should shift at around 13,750rpm.

The drive mode indicator is large and prominent, gear indicator is too, and the functionality is a cinch to navigate with just two buttons (select and adjust) making life especially easy for riders. If only it was handlebar-operated. Apart from that there is the usual array of warning and indicator lights.

There are a trio of glowing orange engine rpm indicator lights that brightly standout before a bright white shift light flashes, which is adjustable for each and every rider. Setting it 500rpm before you actually want to shift (I set it at 12,500 on the track) is a good idea, enabling your brain to operate right on target for the up-shift at 13,000rpm.

It's a neat package that was severely underated last year. Don't miss out for 2010.

It's a neat package that was severely underated last year. Don't miss out for 2010.

Wind resistance behind the fairing is acceptable for a sportsbike as I mentioned after my Launch Test of the K9, while the seating position and comfort is suitable for all kinds of riders largely thanks to the three-way adjustable foot rests. Short, tall, thick or thin, you will find comfort on the GSX-R1000 after a bit of fiddling.

This test served as a reminder of just how capable Suzuki’s latest litre-class contender is, proving time and time again that the engineers of the GSX-R range know how make the most of the high capacity machines.

It may not look much different to the pre-2009 previous incarnation of the Gixxer 1000, but there’s no doubt this current model is the best yet by a long way.

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