There is one reason why the national super bike grids all over world have Suzuki GSX-R1000s. With thirty seven champion ships in past ten years, performance and pedigree potential of respected Gixxer is good. Making up about 45 percent of AMA Super bike field since the year 2009, GSX-R has winning reputation. Just when you’d think it can not get better that this, it does. Here is 2012 Suzuki GSX-R1000.
In first glance, new GSX-R is pretty similar to out going version. There is still the trapezoidal funky head light, recognizable lines & distinctive white and blue scheme of color. Suzuki says the 2012 model is “refined model of fifth gen.” Maybe first thing that is different visually is single exhaust which replaces twin setup of exhaust for 2011 model. One more change that is obvious visually is switch to the mono bloc Brembo calipers (in terms of gold for separating them from the silver 750/600 brethren) & red pin striping for each wheel.
Meaner and Leaner
With switch to muffler single design for this year, chamber of under-engine too is gone. Stainless steel 4-2-1 exhaust has little of length of pipe before the meeting along with canister of titanium exhaust. Following such out ward updates remaining changes are within, primarily focusing on engine, and chassis. Goals of design for new engine are weight reducing, improving mid and low range torque, better response of throttle & higher mileage of fuel. Interestingly, Suzuki did not high light the increased peaking power as objective for this new mill.
Through FEM (finite-element-method) & fatigue techniques of analysis that are directly borrowed from the MotoGP, this new pistons of GSX-R’s are 11 percent lighter & give slightly higher ratio of compression of 12.9:1 (from the 12.8:1). For helping engine breathe better & to reduce the pumping losses, the pentagonal crank case vents have replaced vents box-shaped which you see for previous model.
The new cam shaft have slightly more of lift on exhaust side, & valve over lap duration is shortened too. 4-valve-a-cylinder lay out is still retained along with valves that are still made of titanium. Revised profiles cam with retuned exhaust & subsequent recalibration of ECU gives newly updated engine of GSX-R1000 broader curve of torque before with out losing top end hit from previous version.
Next, chassis has got treatment of Jenny Craig. As said earlier, 2012 Gixxer has ditched extra canister of exhaust that was there one year ago and has reduced overall width from 15 mm to 705 mm (or 27.8 inches) there is significant weight lost.
New calipers of Brembo are lighter as compared to out going calipers Tokico too and they provide you more of positive braking feel & power with their construction and slightly bigger caliper pistons. The thickness of rotor is back to about 5.0 mm from the 5.5 mm for reducing the un sprung weight. However, the rotor diameter is same at about 310 mm. That said, this new GSX-R1000 is about 4.4pounds lighter as compared to the last year model.
Absorption of bump comes courtesy of Big Piston Fork of Showa which sees some tweaks for this year. New forks are about 7 mm shorter for length, along with 5 mm reduction for stroke. The settings of suspension are softened accordingly for accommodating weight loss of the bike. On the back, fully adjustable same shock from previous version is here with out any major changes.
Other ends and odds include new arrangement to front axle which now uses outer nut & thread, instead of inner thread & hollow bolt that was previously used. This eliminates need for special tools for taking the wheels off and also sheds about 39 grams. The seat height is same at about 31.9 inches, there is covering of grippier material on the seat for keeping rider from any sliding unintentionally.
What About The T/C?
After checking out all improvements to new GSX-R1000, 1 big omission from list is the traction control. Latest trend for sport bikes for now is equipping motor cycle along with T/C from factory. It is just like passage right in eyes of general consumer. With the today’s power of liter bikes put out, electronic net of safety is needed for protecting the riders.
But Suzuki does not think so. Their philosophy here is to make motor cycle along with the handling characteristics which will communicate with rider and then warn them if rear spins. Just like Honda & the CBR1000RR, stance of Suzuki on the T/C is not just to simply incorporate system because the rivals are doing it. This is definitely technology that is being researched (& surely will be developed behind the closed doors), however, we will need to wait for future version before we get to see it in the production.
Own Racetracks
For seeing if the latest creation is living up to the “Own Racetrack” tag line, the manufacturer invited some journalists to the Home stead-Miami Speed way at Florida for putting new GSX-R1000 on its paces. I got gloomy weather & there was rain threat. Rain tires were not needed, but standard Bridge stone Hypersport Battlax S20 tires got replaced with Racing R10 which is more track oriented. The size of front tire was same, but rear 190/50-17 S20 got substituted for 190/55-17 R10.
Sitting on new GSX-R feels very familiar to the other models GSX-R that I have ridden in past. You have to sit “in” instead of “on” Suzuki. Noticeable immediately once new G1K rolls is bump in the low-end power. The layout of Homestead infield has mainly slow- to medium- bends of speed which give sizable straights, & going out of all these turns on Suzuki reveals increase in the grunt inside engine.
I admit that I was being suspicious after they told why the traction control was went missing from GSX-R. With plenty of electronics, including Suzuki system of Drive Mode Selector, I though adding the T/C would be next natural step. The connection in between rear tire & throttle is very good because the some times conditions of dampness cause rear to spin around when you are accelerating. This wasn’t an issue & controlling slide was simple matter of right wrist modulation.
Talking about S-DMS, in the latest iteration it isn’t needed for long pressing button for changing the modes. Just simple tap will get the job done. After you ride in the A mode throughout the day, tapping to the B mode gives you distinct power steps. First pull will start from the idle to 3000rpm, after that, 3000rpm – 10,000rpm. In both the segments, the power delivery noticeably is softer than the A mode. If it spins above 10,000rpm, there is full power restoration, kicking in along with force that is hard enough for scooting you in saddle. The neuters of C-mode powers to point where it is just no fun for riding anymore.
The latest GSX-R1000 continues the evolution Suzuki’s refinement, but I didn’t see this in gearbox – the shifting was a bit notchy & harsh. Pressure on shifter in clutch less up shifts were crucial to successful change of gear. Gearing was tall in this track, as rarely I needed more than the 3rd gear, even for track’s oval portion but this is indication to tell you how powerful the modern liter bikes are now.
The power of braking from new Brembo mono blocs is every thing that we expect from brand. The monstrous ability of stopping is just a squeezing lever a bit harder. The modulation was very impressive, and this makes it very easy for trail-braking right to apex.
Courtesy of Big Piston Fork, the composure on braking was excellent. But looking for confidence in front end was hard. Changing conditions of weather or concrete patches for each turn could be blamed partially, but this issue was seen by other journalists too. I have not ridden the predecessor in some time, it is hard for judging new flickability of Gixxer’s, but it feels on par along with rest of the contemporaries of Japan for this department.
Still the Sportbikes king?
Some may wonder if the manufacturer has done enough for surpassing the competition both for racetrack and dealership. With price set at about $13,799, which is $ 200 more than 2011 model, equal to 2012 Honda CBR1000RR, & $200 less as compared to Kawasaki ZX-10R & Yamaha YZF-R1 having traction control, Suzuki has put new GSX-R in contention. Along with the power of bottom-end that is close to Honda — & similar ends of front—battle between 2 is tight.
1 thing that Suzuki has for its favor is the popularity of after market world. Any accessory or performance part is virtually available for all GSX-R and this gives you ability for customizing it according to your liking. Apart from this, Suzuki makes it look more attractive motor cycles, ATVs, or scooters irrespective of the model year, along with industry-leading zero percent offer of finance for 5 years, for all the regular tiers till March 31, 2012. Apart from this, the select models which includes GSX-R, too are eligible for a $ 1000 off till March 31st.
Having such deals, this new GSX-R may get some success in wars of sales, but there is just one way for knowing if this one will “Own Racetrack.” I have been plotting my 2012 liter bike shoot out, & over next couple of weeks I will pit all of major contenders, and this includes GSX-R1000, against the other for both the track and street superiority. It will be epic test & 1 that you can not miss.