2007 Suzuki 4gsx-R1000
2007 SUZUKI 4GSX-R1000
CW FIRST RIDE
Dial "A" for molten rubber & maximum speed
BLAKE CONNER
L IFE IS ShORT, ESPECIALLY IF YOU'RE the poor. abused, spinning tire mounted on the back of a 2007 GSX-R 1000 circulating Victoria's Phillip Island Circuit. What more appropriate place to sample this brand-new Suzuki's seem ingly endless horsepower than the ultra-fast racetrack south of Melbourne, Australia? Short life expectancy such as the rear Bridgestone's-isn't necessarily a bad thing, and I'm not about to complain about too much power. Hey, if you want a bike that is sympa thetic to its tires, Suzuki makes two other fine motorcycles, the (SX-R60() and GSX-R750. As for me, I'll take the rubber smoldering I 000. please, even if keeping tread on it blows the budget.
Suzuki makes a wide variety of motorcycles, but it’s the high-performance GSX-R range that infects the company with enthusiasm. Since the launch of the original 750 back in 1985, Suzuki has sold 768,000 GSX-Rs worldwide-more than three-quarter million! Seven years ago, we were introduced to the GSX-R1000, which has been a smashing success in its own right. Not only has Suzuki sold more than 20,000 Gixxer Thous a year in that time frame, but it’s walked away with tons of hardware in the form of the last four AMA Superbike titles, three with Mat Mladin and the fourth most recently with Ben Spies. Troy Corser added a World Superbike crown in 2005, the first for an inline-Four in that series since ’93.
Suzuki’s quest to be the best sees the GSX-R1000 receiving a thorough redesign for 2007. Nothing really revolutionary, but the previous bike didn’t need a revolution. Engineers focused on four areas: engine performance, cornering, braking and adjustability to suit rider preferences.
The previous model was no slouch, making 154 horsepower at the rear wheel on the Cycle World dyno. One problem: Last year’s Kawasaki ZX-IOR bested it by 6. In an effort to claw its way back to the top, Suzuki treated the 1000 mill to a host of changes. The goal was to increase output while retaining lowto midrange torque. Suzuki claims an increase of 4 percent, which, ta-da, would put it right at 160 hp, same as the Kawi.
With identical bore and stroke dimensions (73.4 x 59.0mm) as before, the 999cc long-stroke engine’s internals remain unchanged-same crank, rods and pistons and use of a secondary balancer shaft. The only change of note externally is a revised oil pan, making room for the new under-engine exhaust catalyzer. Designers concentrated on increased combustion efficiency and reduced mechanical losses. Intake ports have grown by 10 percent, while exhaust ports are up by 20. Titanium exhaust valves are 2mm larger in diameter and have increased lift for better evacuation of burnt charges. Lighting it up are new iridium sparkplugs for improved combustion.
On the intake side, feeding those fatter ports are redesigned throttle bodies. Bore diameter remains 44mm, but new morecompact 12-hole injectors direct fuel spray into the intakes at a steeper angle. Larger ventilation holes between cylinders reduced pumping losses, key to the increased power. This allows peak hp to be made at 12,000 rpm instead of the previous bike’s 11,000 and raised redline by 250 rpm to 13,750.
Outwardly, the most obvious change is to the exhaust system with its pair of new aluminum/titanium silencers.
The 4-into-2-into-l-into-2 system retains the SET exhaust powervalve. Underneath the engine lurks a large catalytic converter mated to an O2 sensor to comply with Euro 3 emissions standards. Other changes, such as a larger trapezoidal radiator and higher-volume oil pump, were made to improve cooling.
On track, much of my first few sessions were spent monkeying with the S-DMS (Suzuki Drive Mode Selector). The
new system was designed to give the rider an on-the-fly choice of three different power characteristics by toggling the Drive Mode switch (mounted on the right handlebar) between A, B and C settings. The default when you start the bike is A, which provides full-boogie performance across the rev range. The B setting features “softer” delivery in the bottom and midrange but allows full high-rpm power. Click to C for mellower response and power delivery across the board. The ECU controls the throttle bodies’ secondary butterflies, limiting the amount of air into the intake tracts, therefore controlling power based on your mode selection.
I started out my first session in B, as I had never ridden at Phillip Island and figured it would be perfect for learning the track. Power delivery exiting the slow second-gear Honda and MG hairpins was still strong, but lacking full oomph.
It was obvious, however, once the trigger was pulled for the Gardner straight that the bike was unrestricted up top.
Next session out was spent in A, and what a difference! Suddenly, the GSX-R became the bike I’ve known and loved: a tire-smoking muscle machine. My favorite section on the PI circuit was the Siberia left-hander and the following right-hand flick into fourth-gear Hayshed where A mode let the engine’s grunt spin the tire with ease. Entering the straight with a full head of steam out of Turn 12 was an eyeopener. Lap after lap, the tach would snap through the revs as the bike hit a slight crest at around 140 mph, the tire clawing for traction as the bike drifted near the outside curbing, then hurtled me toward Turn l at an indicated 180 mph. Wow! The increased power and one-tooth-shorter gearing make the bike much more aggressive on the throttle.
In mode C, the engine is choked up quite a bit so that power delivery is very smooth. This setting would be an excellent choice for a wet racetrack or a greasy backroad, as the output feels closer to that of a 600 or 750cc machine.
So what happens when you switch from C to A on the fly? When done on the front straight the change was very noticeable, the surge strong enough that I wouldn’t recommend selecting it while cranked over mid-corner.
If the GSX-R 1000 looks bigger to you, you’ve got a keen eye. A lot of the appearance comes from the twin silencers, but the bike is actually 0.4 inch longer axle-to-axle. Wheelbase measures 56.6 inches due to
the axle being moved back in the longer, entirely die-cast aluminum swingarm. The frame is new and is constructed of five cast-aluminum alloy sections for improved lateral flex response and lighter weight. In addition to the stretched wheelbase, trail has been increased slightly (by .1 inch, now 3.92 inches), but the rake remains at 23.75 degrees. The shock link is a new design and pivots on the swingarm itself, with link-rods connecting it to the frame.
Fully adjustable suspension now features provisions for highand low-speed compression damping on the fork and shock for more precise tuning. The steering damper receives a new trick of its own in the form of an electronically controlled solenoid actuating a needle valve. This manages the amount of oil flow, changing damping based on the bike’s speed.
Handling remains very good despite the fact that the bike has gained a whopping 13-plus pounds. Culprit here is the exhaust’s large catalyzer and double silencers-although because the weight is carried down low it isn’t that perceptible. This is the price a modern bike pays due to tightening emissions regs. Getting the GSX-R through tighter hairpins wasn’t much of a challenge, but compared to the previous bike it did require more effort in medium-speed corners like Pi’s Southern Loop. Suspension action was excellent, with good
damping even when things were set toward the plush side. If there is one area where the GSX-Rl000's handling is improved, it's stability. The longer wheelbase, added trail, electronic steering damper and redesigned slipper clutch have done wonders. This was most noticeable under hard braking for the Honda hairpin while downshifting two gears to second, and transitioning from right to left. The bike felt planted with reduced weight transfer improving confidence in front-end feel. Brakes remain largely unchanged other than two additional buttons on the front-disc carriers to improve heat dissipation. Otherwise, they offer the same exceptional power and feel as
before. Another important note is use of a hydraulic clutch master cylinder for the first time. Feel from the unit was excellent when launching the bike and complements the slip per clutch perfectly on downshifts. Combine all of the `07's changes and the result is an extremely balanced package. The amount of performance available for Si 1,399 is amaz ing. Especially considering that the new Gixxer 1000 has been improved despite the strangling grip of tighter emissions requirements. The bike has taken another leap forward and continues to impress with its brute power and svelte chassis. So what if it costs a couple hundred extra dollars a year to keep a set of tires on the thing. Trust us, it's worth it.
For additional GSX-R1 000 photography, visit www.cycleworld.com
