Published on October 26, 2010 by biker1 · No Comments
• Bore and stroke increased to 74.5 mm x 57.3mm (73.4mm x 59.0mm in ‘08). The more over-square (shortened stroke) design equates to slower piston speeds at the unchanged 13,750-rpm rev limiter.
• Piston diameter increased by 1.1mm; longer (0.5mm) connecting rods receive shot-peen treatment for increased strength.
• New crankshaft-end lubrication system – first ever on a production 4-cylinder Suzuki – increases lubrication efficiency equating to reduced mechanical losses; the counter-balance shaft diameter reduced by 3mm also reduces mechanical losses.
• Intake port is larger “to realize cylinder-head construction suited to modification for higher revving.” Read: better suited for race tuning
• New camshafts; relocation of cam-angle sensor to middle of camshaft translates into shorter camshaft length equating to a lighter camshaft.
• Ti intake and exhaust valves are both 1mm larger than previous and employ dual springs, rather than a single spring; exh. valve angle is decreased by 0.5 degree to 12.5 degrees.
• New crankcase is now 2-piece instead of 3-piece, and has improved venting; transmission countershaft was repositioned from forward the driveshaft to directly overtop resulting in a reduction of over 2 inches between crank and drive shafts. New 2-piece case design and stacked tranny aid in creation of more compact engine; primary reduction ratio increased a smidge while final reduction ratio decrease a bit, all to better capitalize on improved drive out of corners.
• Slipper-clutch was refined and joined by new one-piece clutch/starter cover that saves a claimed 200 grams; equally as important was the switch from hydraulic to cable-actuated clutch for improved feel, according to Suzuki materials.
• Race-developed radiator is now narrower and lighter; new oil cooler also is narrower and provides better heat dissipation.
• On the fuel-induction front: airbox outlet funnel is now plastic rather than rubber for weight savings, and the air funnel length can be shortened by 10mm for racing applications. Throttle body length is 5mm shorter via a new attachment to the airbox; SRAD (Suzuki’s ram-air system) intake has been repositioned closer to the bike’s centerline for improved intake efficiency. Suzuki’s PAIR (Pulsed-Air) system (pumps clean air into exhaust ports, largely an emissions thing) is now more compact.
• All-new MotoGP-inspired exhaust system uses titanium cans and is claimed to shave 400 grams of unnecessary weight; the stainless-steel under-chamber contains the catalyzer.
• Finally, the new Thousand uses iridium-tip spark plugs (just like its little brother, Gladius), and the ECU was redesigned for weight savings.
To that end, Suzuki has crafted a new twin-spar aluminum frame. Of course weight reduction came about, but so did a wheelbase now 10mm shorter. For us in the U.S. that difference looks like this: 55.3 inches vs. 55.7 inches. However, swingarm length increased by 32mm via the reduction in engine length. The objective behind the new swingarm is twofold: retain stability via reduced rear suspension squat, and increase rear tire traction. Rake and trail have increased barely perceptible amounts.
Attention given the new engine and new frame might’ve gone unrivaled if it weren’t for the use of Showa Corporation’s big newsmaker, the Big Piston Fork, or more commonly, BPF. The BPF was developed from top-level road racing events over the past few years, and a race-application iteration was used to great success by Suzuki in recent Suzuka 8-Hour events. The BPF is relatively new to production motorcycles: its only other placement thus far is on the 2009 Kawasaki ZX-6R in 41mm flavor, while the Gixxer Thou’s BPF has larger 43mm stanchions.
By using a much larger main piston in place of the cartridge system with smaller piston traditionally used in most modern sportbike’s front suspension, a reduction of damping pressure via increased piston surface area/volume is possible. The result is less dive under braking, reduced high-speed compression harshness and overall better feel. Also, eliminating fork internals means weight loss; 720 grams less compared to the ’08 GSX-R1000 front end.
The shock remains mostly unchanged, but shock linkage was altered for greater progressiveness aiding improved traction and is lightened by way of extruded aluminum alloy rather than forged construction. The electronically controlled steering damper received revisions in the form of increased damping force at higher speeds, reduced damping at low speeds, and lost some weight with the now-hollow damper rod.
Spinning at both ends are new, lighter wheels carrying grippy and consistent-wearing Bridgestone BT-016 tires tailored specifically for the new liter-capacity Suzuki. Hauling in the flagship GSX-R from speed is the duty of all-new mono-block radial-mount Tokico calipers pinching new 310mm rotors; the new binder package saves hundreds of grams, naturally.
According to Suzuki staff, claimed wet weight for 2009 is 6 lbs less than last year. Published figures have the 2008 GSX-R1000 scaling in between 473-475 lbs wet.
Of these styling updates, an all-new instrument panel is likely the most appreciable change. The new clocks prominent alterations include a more visible A-B-C display from S-DMS (Suzuki-Drive Mode Selector) and a new programmable 4-bulb shift light system as opposed to the single shift light from last year. The new shift light system incorporates three yellow bulbs that light sequentially leading to a larger final white light. Adjustable rpm settings for the lights can be made in 250, 500 and 1,000 rpm increments.
While we’re near the subject of S-DMS, the selectable mapping system’s switch has been relocated, from the right clip-on switch gear to a new location on the left switch gear, for less-complicated operation while riding. What was formally the location of S-DMS toggles on the right is now occupied by a switch that toggles through the numerous functions of the new instrument panel. S-DMS access is now comprised of two trigger-style switches, one at the index finger and one at the thumb; both triggers scroll through A-B-C modes.
Wind protection is still good (or as good can be noted on a track), ergos are essentially unaltered and re-styled footpegs remain 3-way adjustable over a 14mm vertical and horizontal range.
Tags: gixxer , GSXR , gsxr1000 superbike , suzuki gsxr , suzuki gsxr1000 2009 review
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