Gsx-R1000
GSX-R1000
We sneak a streak on Suzuki's all-new literbike
MARK CERNICKY
CW FIRST RIDE
CALAFAT? WHERE IS THAT? IT IS SPAIN'S SECOND-OLDest roadrace circuit, an hour-and-a-half north of Barcelona, in the country's northeast. It was there where I rode the redesigned, lighter, faster 2009 Suzuki GSX-R1000. Could the Hamamatsu Hardcore in the Superbike Department really improve Cycle World's 2008 choice for Best Open Streetbike, a bike that has also been AMA Superbike champion six straight times?
The invitation to ride it came from our friends at Moto ciclismo magazine, and on the flight over. I re-read Kevin Cameron's "Big Gixxer Update" in the January CW as part of my technical intro to the changes made for this year.
To recap, the engine gets a larger bore, shorter stroke and bigger valves as tools with which to make more power at higher revs. Transmission shafts are now stacked, both making the engine shorter and concentrating its mass. That let engineers shorten the wheelbase .4 inch while moving the engine forward-a recipe for both quicker steering and stronger acceleration with less tendency to wheelie.
Upon arrival at Circuito de Calafat, I was at first put off by the well-used appearance of the facility. While the Michelin Man mounted Pilot Power 2CT tires on the Suzuki's wheels, a track walk revealed an exceptionally twisted 20 turns fit into 2.2 miles on a long, narrow piece of real estate-and a track surface without blemish. Ignoring the thick cement walls and Armco-lined corners, plus the lack of any local medical amenities, Calafat looked like fun.
Last hours of the first day were
spent on photos and setting up the GSX-R's suspension for the hard braking and serious acceleration I expected at the three first-gear cor ners. Calafat's features would main• ly emphasize the GSX-R's braking capabilities, its engine's smooth delivery and predictable chassis.
What this means is that Calafat is really too tight for a true broadrange test of this motorcycle. Braking for those first-gear corners was like braking for stop signs! And three-quarters of this circuit is corner exits, which enabled me to sample the increased traction that the new weight distribution has provided. On the deck at an apex, I could start feeding throttle because the smooth engine torque is so readable. What I didn't take advantage of was the .6-inch foot peg adjustability-I just used the GSX-R to feed my boot toes and my knee sliders to the belt-sander like pavement. This bike is com fortable when "planted" in a corner and requires a fair bit of effort to change direction side-to-side through Calafat's fast, tight chicane. At the long right-hander called "Nuclear Corner," I could run in deep with no braking, just pushing the front into the corner to slow the bike, made possible by great feedback, plus sweet chassis balance. I couldn't remember that level of feedback from the previous GSX-R, which already was quite excellent in this regard.
"In corner exits, the GSX-R's solid torque made an irresistible control game of accelerating and steering with the throttleS"
I felt comfortable banging the rev-limiter at 14,000 rpm, using it as a quick-shifter for no-lift shifts. Turn 3 braking started as soon as I heardlfelt the "G-G-G" of the rev-limiter kick in. Then I would brake so hard the rear wheel would be barely skimming the pavement. Just before I released the brake, I let out the clutch from my downshift to first gear. No wheel hop (thanks to a slipper clutch) from the engine's high compression; extremely nice composure on such a rushed corner entrance.
With knee slider scraping past a very late apex curb, my eyes would search for the edge of the track, hidden by a slight rise on the outside, just out of sight. Intuitive early opening of the throttle spun the rear wheel when cresting this rise (as it took weight off the tire) onto a short straight. I would touch third gear, dropping the revs so when I braked and back shifted into the next left-right-left I would feel some engine braking on the entrance to the right-left chicane.
Then the long, leaned-over left where I could drag my elbow, trying to finish the turn for the run to a little kink leading to an awesome left. In all these corner exits, the GSX-R's solid torque made an irresistible control game of accelerating and steering with the throttle. I let second gear eat that Michelin!
Super hard braking was both available and needed before turning into a tight right, after which came a wheelie almost all the way to turning in on the final right-hander that led to an increasing-radius fast left and, finally, the fourth-gear front straight.
With the track's emphasis on snapping down to the apex rather than sweeping, fast-corner stability, we added a couple of full twists to the threaded spring-preload rings to increase rear ride height. A panel on the left side gave access to the highand low-speed compression damping adjustments. Three additional clicks of rebound were dialed into a screw at the bottom of the shock. The new Showa Big Piston Fork (BPF) carries rebound and compression damping adjusters on top, with spring preload adjustment at the bottom.
Through all my experiments, though, what came to light is how much I found myself relying on great feel from the front end (and the Michelin's forgiving grip) and, indeed, the rest of the bike. Chassis design changes that moved the engine forward also shifted the rider slightly closer to the bars; this new position made it easier for me to move around in the saddle while I was busy smoothing out my lines and refining my technique. I also appreciated the electronically controlled steering damper; it didn't resist my bar inputs and would allow light steering slap before subduing any headshake.
All this intensity can be yours for $12,499. How will this 2009 GSX-R1000 measure up to The Other All New Inline, Yamaha's `09 YZF-R1 or Honda's stellar CBR1000RR? All we can say is that the Suzuki is, as ever, really good and a clear step ahead of its predecessor. Stay tuned for the suspenseful conclusion of our upcoming comparo.
