– Detailed 2018 Suzuki GSXR 1000cc Sport Bike Buyer’s Guide / Review: R&D Info on Engine, Frame, Suspension + More! –
Say hello to the 2018 GSXR 1000… The baddest sport bike Suzuki has ever built!
On this page we’re going to break down all of the details and specs from top to bottom, engine to transmission, frame to suspension, electronics and overall bells and whistles on the 2018 GSXR 1000 that all of us have come to love over the years – whether or not your’e a Suzuki fanboy, you have to give props to Suzuki for pumping out some of the baddest supersport bikes that us mere mortals can buy and ride on the street.
- Key 2018 GSX-R1000 Facts / Specs:
- 2018 GSX-R1000 Horsepower: 199 HP @ 13,200 RPM
- 2018 GSX-R1000 Torque: 86.7 ft/lb TQ @ 10,800 RPM
- 2018 GSX-R1000 Weight: 441 lbs
- 2018 GSX-R1000 Price / MSRP: $14,699
- Colors: Pearl Glacier White, Metallic Mat Black No. 2
- 2018 GSX-R1000 ABS Price / MSRP: $15,099
- Colors: Pearl Glacier White, Metallic Mat Black No. 2
- 2018 GSX-R1000R Price / MSRP: $17,199
- Colors: Metallic Triton Blue, Pearl Glacier White or Metallic Mat Black No. 2
Below, any time that I mention “new” it is referring to new for this latest generation 1000cc GSXR that kicked off last year when Suzuki’s doctors threw it under the scalpel and went to work.
2018 GSX-R1000 VS 2017 GSX-R1000 Changes / Upgrades? Suzuki didn’t throw any changes at the bike for 2018 aside from new color options that I’ll go over below.
It has been three decades, with more than a million editions sold, since the GSX-R line was born. More than 15 years since the GSX-R1000 transformed the open sportbike class. Built to Own the Racetrack, the GSX-R1000 captured the MotoAmerica Superbike Championship in its debut year asserting its claim as The King of Sportbikes.
It is the most powerful, hardest-accelerating, cleanest-running GSX-R ever built.
It is also the most compact, the most aerodynamic and the best-handling GSX-R1000, with smoother throttle response and better combustion efficiency. With a supremely effective electronic engine management system that doesn’t require a degree in engineering to understand, and doesn’t need a squad of computer technicians to make work.Above all, it is a GSX-R. Built to run right and be reliable, designed to help make everybody a better rider. Engineered using experience gained over 30+ Years of Domination in production-based Superbike, Superstock and Endurance races worldwide, combined with new proprietary technology developed in the MotoGP World Championship.It is the most advanced, most exciting Suzuki GSX-R in history, with an aggressive new look to match.Available in two versions, the standard GSX-R1000 and the limited-production GSX-R1000R. Both versions come fully equipped for the street, ready for licensing. But take off the mirrors and the license plate and tape the lights and they’re also ready for closed-course fun.The heart of a racebike beats in every GSX-R1000 and GSX-R1000R, delivering an invitation: Own The Racetrack.
2018 GSX-R1000 Model Prices / Options:
- 2018 GSX-R1000 – $14,699
- Colors – Pearl Glacier White, Metallic Mat Black No. 2
- 2018 GSX-R1000 ABS – $15,099
- Colors – Pearl Glacier White, Metallic Mat Black No. 2
- 2018 GSX-R1000R – $17,199
- Colors – Metallic Triton Blue, Pearl Glacier White or Metallic Mat Black No. 2
An All-New, Integrated Design
It started with a goal: Reclaim the GSX-R1000’s sportbike performance leadership.
The discussion went from there. The fundamental capabilities that make a great sportbike were distilled down to three words: Run. Turn. Stop. Make the new GSX-R1000 run better, turn better and stop better than any other sportbike.
Run: Build an all-new, more compact and lighter engine with class-leading power, delivered smoothly and controllably across a broad rpm range, equally suited for driving hard out of a racetrack corner or accelerating effortlessly onto a public highway.
Turn and Stop: Design an all-new, more compact chassis delivering nimble handling with excellent front-end feel and braking, as useful for trail-braking on the racetrack as for rolling into tight corners on a country road. Add advanced electronics that aren’t too complicated to actually use, plus bodywork with refined aerodynamics that reduce drag at top speed on the racetrack and improve rider comfort on brisk street rides.
In short, develop a new, unmatched combination of reliability, durability, usability and overall performance with excellent racing potential in a package that works as well for street riders as it does for track-day riders and amateur or professional racers.
The work was in the details. Engine dimensions, shape, and positioning affect wheelbase and swingarm length and overall handling, as well as the room available for the fuel tank and air cleaner box and ram-air intake ducts and the width of the frame itself. The frame and chassis design can equally affect engine design, packaging and positioning, including cylinder angle and the throttle body downdraft angle–which in turn can affect combustion efficiency and throttle response and overall performance. It’s all connected.
Cue the Suzuki Integrated Design approach, with a dedicated team of talented engine, chassis, electronic and aerodynamic engineers working together on the overall design of a groundbreaking sportbike.
GSX-R1000 Engine Design
A Compact Engine, Making More Power Across A Broader Range
- 2018 GSX-R1000 Performance Info:
- 2018 GSX-R1000 Horsepower – 199 HP @ 13,200 RPM
- 2018 GSX-R1000 Torque – 86.7 ft/lb TQ @ 10,800 RPM
The design team quickly settled on basic engine design goals. The new engine would rev higher and make more peak horsepower, while maintaining excellent low-to-mid-range power and drive. It would be a compact and lightweight Inline Four, DOHC with chain cam drive and four titanium valves per cylinder set at narrow angles, with a more over-square bore/stroke ratio, a higher redline and a higher compression ratio.
The details started with bore and stroke of 76 mm x 55.1 mm and 999.8 cm3 of displacement. Followed by a new valve train developed in MotoGP competition, using thinner-wall, hollow camshafts operating lighter, F1-style pivoting finger followers. Each finger follower is 6 grams lighter than a conventional bucket tappet (10 grams vs. 16 grams), and because each follower pivots on a fixed shaft, its moving mass is just 3 grams. The lighter moving mass allows maximum engine rpm and valve lift to be increased while improving valve response and maintaining accurate valve control. Each finger follower in the GSX-R1000 is designed based on the actual followers used in the GSX-RR MotoGP racebike, including a DLC coating to increase durability.
Finger followers positioned between the valves and the cam lobes are by nature thicker than the top of conventional bucket tappets. To minimize the resulting increase in overall cylinder head height, conventional aluminum valve spring retainers are replaced with thinner, steel valve spring retainers.
The exhaust valves are now made out of titanium instead of steel, are slightly smaller (measuring 24 mm instead of 25 mm) and are lighter (by 8.2 grams each). The reduction in exhaust valve weight contributes to the new engine’s ability to reliably turn higher rpm, and slightly larger (31.5 mm instead of 30 mm) titanium intake valves help add high-rpm power. But exploiting the higher engine speed and increasing the high-rpm power without affecting lower and mid-rpm power presented a challenge. The valve timing needed for higher peak power also reduces mid-range and lower-rpm power.
Broad Power System
The Suzuki Racing VVT (SR-VVT), Suzuki Exhaust Tuning-Alpha (SET-A), and Suzuki Top Feed Injector (S-TFI) systems combine to make the Broad Power System, increasing high-rpm performance without reducing low and mid-range performance. The result is strong, linear power and enhanced acceleration throughout the rpm range.
The solution was the Suzuki Racing Variable Valve Timing (SR-VVT) system developed in MotoGP racing. Unlike complicated systems used by other manufacturers, the SR-VVT system is simpler, more compact, and lighter. The system is built into the intake cam sprocket and an adjacent guide plate, using 12 steel balls positioned between slanted radial grooves in the intake cam sprocket and straight radial grooves in the guide plate attached directly to the camshaft. As centrifugal force moves the balls outward at high rpm, the offset grooves align, rotating the position of the cam sprocket on the camshaft and retarding intake cam timing, adding significantly to high-rpm power.
The beauty of the SR-VVT system is in its compact simplicity, light weight, reliability and seamless operation. Centrifugal force is constantly produced when the engine is running, and is free in that it does not use power that could otherwise turn the rear wheel. For more than a decade, racers have not been able to feel when the system moved to change the valve timing. What they have been able to feel is a seamless, significant increase in high-rpm power, without sacrificing any low or mid-range. And the system is built into existing parts, takes up no extra room in the engine, with a minimal weight increase.
The new GSX-R1000’s 4-into-2-into-1 thin-wall stainless-steel Suzuki Advanced Exhaust System (S-AES) is also designed to increase high-rpm horsepower without reducing mid-range and lower-rpm power. GSX-R1000 models have long used a servo-operated Suzuki Exhaust Tuning (SET) butterfly valve built into the mid-pipe to help maximize torque throughout the rpm range by optimizing back pressure based on engine rpm, throttle position and gear position. But the new GSX-R1000’s exhaust system improves on that idea with the addition of new Suzuki Exhaust Tuning-Alpha (SET-A) butterfly valves.
A header balance tube connects the head pipes for cylinders #1 and #4, and another header balance tube connects the head pipes for cylinders #2 and #3, a design feature that normally increases high-rpm power at the expense of mid-range and lower-rpm power. Suzuki engineers added a servo-operated SET-A butterfly valve in each header balance tube, which remains closed to enhance mid-range and low-rpm power, then opens at high rpm to add significant top-end power.
Each forged aluminum piston has short skirts and cutaway sides to reduce weight and friction, a DLC-coated wrist pin to reduce friction and a carefully shaped piston dome to increase compression while also enhancing combustion efficiency. The L-shaped upper compression ring is pushed out against the cylinder wall by combustion pressure, reducing blow-by and improving sealing. The oil control ring features a chrome-nitride coating, which is harder and smoother than conventional chrome plating, reducing friction, increasing durability, and also enhancing sealing.
The pistons are carried by chrome-molybdenum steel connecting rods with a carburized surface treatment to increase strength. The cylinders are built into the upper crankcase casting and are plated with Suzuki’s own race-proven nickel-phosphorus-silicon-carbide bore coating known as SCEM (Suzuki Composite Electrochemical Material), reducing friction and improving heat transfer, durability and ring seal.
Cutouts in the sides of the cylinder bores (below the piston stroke) allow air trapped underneath each descending piston to quickly escape to adjacent cylinders where pistons are rising. The cutouts minimize internal crankshaft air-pressure resistance to downward piston movement, reducing mechanical power loss, and contributing to better ring seal.
Careful design of internal passageways increased the rate at which coolant flows through the cylinder head and dramatically improved heat transfer. A new, higher-capacity radiator equipped with dual fans helps make the cooling system more efficient even with a smaller volume of coolant, contributing to weight reduction.
The close-ratio six-speed transmission has the previous model’s internal ratios and vertically staggered shafts to reduce overall engine length.
But the gears are redesigned to handle the power increase. A new Suzuki Clutch Assist System (S-CAS) uses a pressure plate with built-in engagement ramps and cams. The S-CAS design automatically reduces pressure on the plates, (increasing slip and limiting back-torque), during deceleration, downshifts and hard braking on the racetrack. The system also reduces slip by increasing mechanical pressure on the plates during acceleration, allowing the use of lighter clutch springs and making it easier to pull in the clutch lever.
Ride By Wire Throttle Bodies
The new throttle bodies are 19 mm shorter, simpler, lighter and more compact than the previous model’s throttle bodies, with a larger bore (46 mm versus 44 mm). Each one has a single butterfly valve controlled by an advanced electronic engine management system, and each cylinder is fed by two ultra-fine-atomization 10-hole injectors.
One injector is mounted at a steep angle in the throttle body itself and operates any time the engine is running. A second showerhead injector—also known as a Top Feed Injector (TFI)–is mounted in the top of the air cleaner box, directly over each throttle body’s intake funnel (or velocity stack), and operates at higher rpm. The TFI showerhead injector delivers additional fuel in an improved spray pattern designed to enhance combustion efficiency, throttle response and top-end power.
Suzuki Dual-Stage Intake(S-DSI) System
The new S-DSI system delivers advantages of variable-length intake funnels (or velocity stacks) without extra weight, complexity, or cost. The S-DSI funnels use a new stacked, dual-stage design, with a longer funnel positioned over a short funnel, and a gap in between.
The dual-stage S-DSI funnels are fitted to cylinders #1 and #4, with conventional funnels fitted to cylinders #2 and #3.
Shorter conventional funnels are better for high-rpm power and longer conventional funnels are better for low and mid-range power. Thanks to the physics of air flow, S-DSI funnels provide the best of both, acting like a longer funnel at low and mid rpm, and acting like a shorter funnel at higher rpm.
At low and mid rpm, most of the air flows through the longer, upper funnel into the short funnel, increasing low-end and mid-range power. At higher rpm, more air flows around the base of the longer upper funnel and directly into the short lower funnel, increasing top-end power. Using two S-DSI funnels and two conventional funnels helps produce a broader powerband and a seamless transition from low and mid-range into the high-rpm range.
GSX-R1000 Electronic Control Design
Advanced IMU-Based Electronics To Help Manage An Exciting Ride
The IMU-based advanced engine management system is operated by a 32-bit dual processor ECM (Engine Control Module). As the rider turns the handlebar twist grip, the ECM reads throttle position, crankshaft position and rpm, gear position, front and rear wheel speed, IMU position, and exhaust oxygen content. The system then opens or closes the throttle body butterfly valves and increases or reduces the amount of fuel injected to maximize intake charge velocity and produce the most efficient and complete combustion possible. The result is more linear throttle response along with more power, more torque and reduced emissions across the rev range.
IMU To Track Motorcycle Motion
The new GSX-R1000’s advanced electronic management system incorporates feedback from a Continental Inertial Measurement Unit (IMU) which tracks the motion and position of the motorcycle in 6-directions, along 3-axis, Pitch, Roll and Yaw. Monitoring these motorcycle motions in real time allows traction, braking and cornering control to be more precise and effective. The GSX-R1000’s IMU-based systems are a product of advanced engineering, developed in MotoGP competition.
Suzuki Drive Mode Selector (S-DMS) and Motion Track TCS (Traction Control System)
Using the S-DMS switch on the left handlebar, the rider can select three different mapping and engine power delivery settings designed to match power delivery to various ambient conditions, such as riding on different racetracks, or on tight and twisty roads, or in urban settings, or in traffic, or on straight and open highways. The rider can change the power mode while riding, as long as the throttle is closed. Note: Full power is available in all three modes.
The S-DMS system works with the 10-level Motion Track TCS system, offering the rider a wide variety of power delivery and control choices.
Motion Track TCS (Traction Control System)
Suzuki’s advanced Motion Track TCS allows the rider to select 10 different levels of traction control intervention, depending upon road or racetrack conditions as well as personal preference and experience. The power mode and level of TCS intervention can be changed while riding, as long as the throttle is closed.
The Motion Track TCS continuously monitors front and rear wheel speed, throttle position, crankshaft position, gear position, and motorcycle motion, and quickly reduces engine power output when a loss of traction is detected or predicted. Power output is controlled by managing ignition timing and throttle valve position.
Motion Track TCS reads sensor input every 4-milliseconds (0.004-second), for precise response. And by using input from the IMU (Inertial Measurement Unit), the ECM can calculate the motorcycle’s motion in 6-directions (along 3-axis, Pitch, Roll and Yaw), for more precise traction control.
A Choice Of 10 Levels Of Motion Track TCS Intervention
The rider can chose from 10 levels of Motion Track TCS intervention: Mode 1 is the minimum, Mode 10 is the maximum intervention level. Modes 1-4 are designed for racetrack riding; Modes 5-8 are designed for street riding; and Modes 9-10 are designed for slippery road conditions.
Modes 1-4 allow some rear-wheel spin on the racetrack, for the experienced rider who prefers minimal electronic intervention. In Modes 5-8, the Motion Track TCS intervenes earlier than it does in Modes 1-4. When the motorcycle reaches a specific lean angle, the system softens the throttle response and power delivery for easier control using the throttle twist grip. When wheel spin or slide is detected, the system immediately reduces power. Modes 9-10 are designed for slippery road conditions, and the system activates earlier than in other modes.
The instrument panel indicates what Mode has been selected, and a light shows when Motion Track TCS intervention is active.
Low RPM Assist
Suzuki’s new Low RPM Assist system monitors and automatically adjusts engine rpm when taking off from a stop or riding slowly. The system makes it easier to pull away from a standstill or maneuver in heavy traffic or through a crowded parking lot.
Suzuki Easy Start System
The dual processor ECM also runs a new one-touch Suzuki Easy Start system, and an idle-speed system, which improves cold starting, reduces cold-start emissions and stabilizes engine idle under various conditions, based on coolant temperature.
The convenient Suzuki Easy Start System automatically starts the engine with one touch of the starter button mounted in the switch module on the right handlebar; there’s no need to hold the button down until the engine fires. Thanks to the new system, the rider doesn’t have to pull the clutch lever in to start the engine, as long as the transmission is in neutral.
Launch Control (GSX-R1000R)
The GSX-R1000R model’s launch control system makes it easier for a racer to get a good start in competition by automatically limiting engine rpm and optimizing torque delivery while the rider holds the throttle twist grip wide open and concentrates on feeding in the clutch lever.
Once launch control is selected using a switch on the right handlebar, the system engages special maps controlling throttle valve opening and ignition timing. The system monitors throttle twist grip position, throttle valve position, engine rpm, gear position, front wheel speed, and rear wheel speed.
At the moment of launch, the system is set to hold the engine at ideal rpm for an effective launch. Once the clutch lever is released and the clutch engaged, rpm is no longer limited but throttle opening is controlled to keep the engine at the ideal torque for strong acceleration.
The launch control system not only helps the rider get a good initial launch, but also helps reduce the need to close the throttle twist grip prematurely. It does so by working with Motion Track TCS and controlling throttle valve opening and ignition timing while monitoring front and rear wheel speeds. The launch control system automatically disengages when the rider upshifts into third gear or closes the throttle twist grip.
Bi-Directional Quick Shift System (GSX-R1000R)
The GSX-R1000R model also has a new racing-type bi-directional quick shift system, allowing the rider to upshift and downshift without using the clutch or the throttle.
The quick shift system allows the rider to upshift smoothly and quickly at full throttle, without closing the throttle. The system automatically interrupts power delivery just long enough (between 50 and 75 milliseconds, depending upon the sensitivity adjustment) to unload the transmission gear dogs and allow a clean upshift, producing smoother, almost uninterrupted acceleration.
For quicker and smoother downshifts without manually blipping the throttle twist grip or using the clutch, the system automatically opens the throttle valves just enough to increase rpm and match engine speed to the next-lower gear ratio.
The quick shift system monitors shift-linkage stroke and shift-cam rotation as well as engine rpm.
GSX-R1000 Chassis / Frame Design
Packaging The Engine And Chassis
The previous generation GSX-R1000 has won many national and world championship races and titles around the world. But professional racers asked for more front-end feel and feedback under racing conditions. Testing revealed that reducing the distance between the front axle and the swingarm pivot could improve the rider’s ability to feel what the front tire was doing during hard cornering on the racetrack.
To find the room to reduce the distance from the front axle to the swingarm pivot, the engineers reduced the forward angle at which the cylinders are inclined from vertical, from 32 degrees to 26 degrees. That made the new engine shorter from the front of the cylinder head to the rear of the crankcases, and provided the room.
Meanwhile, the increase in cylinder bore made the new engine’s cylinder/cylinder-head assembly slightly wider. But re-routing the oil passageways in the crankcases made the new engine 6.6 mm narrower at its widest point, contributing to better aerodynamics via a smaller frontal projected area.
An All-New Chassis, With A Lighter Frame
The new GSX-R1000’s chassis is more compact and narrower than the previous model’s chassis. Suzuki engineers designed a new twin-spar aluminum perimeter frame that’s 20 mm narrower at the widest point between the spars and weighs 10% less. It’s constructed of four sections, welded together. Two main spar sections are built up using inner castings and outer stampings to optimize torsional rigidity, and link the cast steering head/front engine hanger section to the cast rear section incorporating upper and lower rear engine mounts and swingarm pivot plates. The frame is 60 mm wider and stronger at the rear engine mounts, reducing vibration.
The upper rear shock mount is moved back by 48 mm and down by 20 mm, making room for a race team to install a modified fuel tank for longer-distance events. The new bolt-on rear subframe is now made of square aluminum tubing, reducing weight by 38%.
A new aluminum swingarm is braced on both sides instead of on one, to improve weight and rigidity balance. It’s also 25 mm longer from the pivot shaft to the rear-most axle position, improving cornering feel on the racetrack.
The riding position—defined by the relative positioning of the footpegs, the seat and the handlebars—is unchanged. But it’s now easier for the rider to tuck in because the top of the fuel tank is 21 mm lower, and there’s more room for a helmet chin bar when the rider is fully tucked in. The fuel tank is narrower and sleeker, making it easier for the rider to move from side to side and quickly change direction on a racetrack. The tank is also easier for the rider to grip with their knees while entering hard-braking corners on the racetrack, and the shape of the tank flows seamlessly into the seat and tail section.
Proven Show Suspension
The standard GSX-R1000 model’s Showa BPF (Big Piston Front) forks out-perform the suspension fitted to the standard models sold by competitors. The design eliminates the internal cartridge assembly used in conventional forks and instead uses a larger piston riding against the inside wall of the inner fork tube itself. The design responds well to small bumps with more effective compression damping, especially during hard braking on the racetrack. BPF forks feature adjustable rebound damping, compression damping and spring preload.
The standard model’s Showa rear shock works with a progressive linkage and rebound damping and both high-speed and low-speed compression damping are adjustable, as are spring preload and rear ride height.The GSX-R1000R model goes a step farther with the latest Showa BFF, or (Balance free Front) forks and BFRC lite, or (Balance Free Rear Cushion lite) shock, developed for racing and now adapted to mass production. Both improve cornering traction by delivering smoother, more controlled travel and doing a better job of dealing with pavement imperfections.
The BFF system equalizes (or balances) oil pressure above and below the solid internal piston as it moves, pushing oil out of the fork leg (or shock) and through damping circuits that run to the other side of the piston, where it is drawn back into the fork leg (or shock). The external compression and rebound damping circuits are more precise than valve stacks fitted above and below the piston in other types of forks and shock, and damping control is “set free” (or isolated) from the influence of unequal pressure. It’s a difference that can be felt on the racetrack, with riders reporting better feel and drive grip that allowed them to initiate their drive sooner and accelerate out of corners harder. As is the case with the standard model, the GSX-R1000R model’s BFR lite shock works with a progressive linkage. The BFF forks and the BFR lite shock are fully adjustable.Both models have an automatic steering damper. The ECM monitors wheel speed and uses a solenoid to move a tapered needle in an oil passageway to adjust oil flow, increasing damping force at higher speeds and reducing damping force for lighter steering at lower speeds.
New Brembo Discs And Radial-Mount Calipers
New Brembo stainless steel brake discs are 10 mm larger in diameter, measuring 320 mm. Each disc features a new hybrid mounting system using a 50/50 combination of 5 conventional spring loaded floating pin mounts and 5 Brembo T-drive floating mounts.
The Brembo T-drive floating mounts are lighter yet have more contact area between the disc and inner carrier, requiring fewer mounts (10) than conventional mounts alone (12), minimizing the weight gain from the larger discs.
But T-drive mounts can also produce an audible rattle in certain conditions. Conventional spring-loaded pin mounts are slightly heavier and produce a smaller contact area, but are quieter. Using a combination of T-drive and pin mounts reduces rattle as well as requiring fewer mounting points.
The GSX-R1000’s Brembo radial-mount, monoblock front brake calipers each have four 32 mm pistons and work with a radial-pump, 19 mm master cylinder. The rear brake system uses a single-piston caliper and a 220 mm disc. The end of the front brake lever is slotted to reduce the chance that wind pressure will induce brake drag at high speed.
Motion Track Brake System
The new GSX-R1000R model and the ABS version of the standard GSX-R1000 model are equipped with the new Motion Track Brake System, which works with the IMU (Inertial Measurement Unit).
The IMU constantly monitors vehicle movement in 6-directions along 3-axes, Pitch, Roll and Yaw. Using IMU input, the Motion Track Brake System reduces rear-wheel lift during very hard braking on the racetrack, and is especially effective on downhill sections of track. On the GSX-R1000R model, the system also optimizes brake pressure when the motorcycle is leaning.
Bridgestone RS10 Radial Tires on New 6-Spoke Wheels
New light-weight, 6-spoke cast aluminum wheels contribute to nimble handling and sporty appearance.
Bridgestone BATTLAX RACING STREET RS10 radial tires have earned a good reputation worldwide for producing consistent performance and durability across a wide range of ambient conditions.
The new GSX-R1000 comes with a 120/70ZR17M/C (58W) front tire. A larger, 190/55ZR17M/C (75W) rear tire replaces the existing model’s 190/50ZR17M/C (73W) rear tire and is designed to work with the increase in horsepower and torque.
2018 GSX-R1000 Tire Size / Brand:
- Bridgestone BATTLAX RACING STREET RS10
- Front tire 120/70ZR17M/C (58W)
- Rear tire 190/55ZR17M/C (75W)
2016 and Prior GSX-R1000 Tire Size / Brand:
- Bridgestone BATTLAX HYPERSPORT S20
- Front tire 120/70ZR17M/C (58W)
- Rear tire 190/50ZR17M/C (73W)
The new generation GSX-R1000 has MotoGP-inspired, sleeker and more aerodynamic bodywork designed to improve handling and top speed on the racetrack.
The front fairing is 13 mm narrower, and reshaped fairing ears are closer to the handlebars and produce better air flow around the rider’s hands and arms. The lower leading edge of the fairing nose directs air into new Suzuki Ram-Air Direct (SRAD) intake ducts, which have a smoother internal shape that increases the flow of pressurized air into the air cleaner box. The fairing radiator cowl projects forward on each side, directing more cooling air into the radiator itself.
The shape of the front fender increases down force, smoothes the flow of cooling air into the radiator and increases the air reaching the front brake calipers.
The bodywork has a more connected flow line from the fairing nose to the tail section. It has a smaller frontal projected area and smoother wind-tunnel-developed lines, reducing the coefficient of drag and also reducing lift at racetrack speeds. It’s lighter, producing less moment of inertia and less leverage on the center of gravity. And it directs the air flow to improve engine and brake cooling while also increasing down force, rider wind protection, and engine efficiency. Which means that besides looking great, the new bodywork also helps the GSX-R1000 run, turn, and stop on the racetrack.
Advanced Lighting And Instrumentation
The new Suzuki GSX-R1000 features a LED headlight that is more compact than a halogen headlight, yet produces excellent lighting. Installed in the nose of the fairing, the LED headlight is narrower and shorter, contributing to the new GSX-R’s aerodynamics. The low-beam and high-beam elements are stacked, with the low beam positioned above the high beam. New LED position lights are located above the SRAD intakes on each side of the GSX-R1000R model’s headlight.
2018 Suzuki GSX-R1000 VS GSX-R1000R Differences (headlights / gauges pictured below)
The new GSX-R1000 features full LCD instrumentation. The dash is brighter and easier to read, and incorporates S-DMS mode and Motion Track TCS level indicators as well as a fuel gauge and readouts showing instantaneous or average fuel consumption, ambient temperature, freeze indicator and service reminders. Other features include a relocated, more visible shift light and the usual speedometer, tachometer, odometer, tripmeter, clock, lap time, and water temperature displays. Other indicators include neutral, high beam, turn signal, and ABS operation. The gear position indicator is linked to a new, more accurate magnetic sensor. The GSX-R1000R model also comes with a lighter, more compact battery.
GSX-R1000: The King Of Sportbikes
The King Of Sportbikes is back, better than ever, ready to reign.
It is the culmination of more than 30 years of reliable GSX-R performance, innovation, domination and unmatched value.
It is the physical embodiment of the pride and passion and expertise and determination of a Suzuki engineering team that loves riding and racing like life itself. Built with pride and passion in what the name GSX-R represents. With expertise developed over more than three decades of GSX-R performance. With determination to see the GSX-R1000 reclaim its rightful title as The King Of Sportbikes.
It is a machine designed to turn a simple expression of what really matters—Run, Turn, Stop—into the powerful combination of acceleration, cornering, and braking that makes this the most awesome GSX-R ever produced. Offered with the certain knowledge that–if you’re ready–the new GSX-R1000 will Own The Racetrack.
Quick Overview of Key 2018 GSXR1000 Features / Specs
|Liquid-cooled, 999.8cc DOHC inline-four cylinder engine produces exceptionally high top-end power without sacrificing low to mid-range power thanks to a Variable Valve Timing (VVT) system, Ride-by-Wire Throttle Bodies and more.|
|Advanced electronics such as an Inertia Measurement Unit (IMU), S-DMS adjustable power output, and Suzuki traction control, plus other performance features, increase racetrack and street performance.|
|The twin-spar type aluminum frame is 10% lighter and more compact that the prior generation GSX-R1000, with optimized rigidity for nimble handling and a high level of grip when cornering.|
|Advanced suspension uses a SHOWA BPF fork and rear shock that combine with BREMBO T-drive 320mm dual front brake rotors and Monobloc 4-piston calipers for extraordinary handling and stopping performance.|
|Aerodynamic bodywork is sleek and stylish while housing a bright LED headlight and Suzuki Ram Air Direct (SRAD) ducts that feed a high volume of intake air for astonishing top speed muscle.|
|ADVANCED ELECTRONIC FEATURES|
|A powerful 32-bit Dual Processor Engine Control Module (ECM) blends Suzuki’s vast street-going EFI knowledge with the intelligence from Suzuki’s race-winning MotoGP program. GSX-R1000 riders will get sportbike performance without peer while simultaneously receiving polished street manners.|
|Using MotoGP knowledge, Suzuki has fitted an Inertial Measurement Unit (IMU) to the GSX-R1000. The IMU provides six direction, three axis motion and position information to the ECM so instantaneous adjustments can be made electronically to the engine and chassis components that influence performance.|
|Ride-by-Wire electronic throttle bodies are precisely opened by the ECM to match the throttle grip rotation of the rider’s hand and the refinement from the IMU-influenced electronics. The result is a strong, seamless engine power delivery from idle to redline.|
|The exclusive ten-mode, Motion Track Traction Control System (MT-TCS), with IMU influence, increases rider confidence by allowing adjustments to amount of intervention to match riding ability and surface conditions.|
|The LCD Multi-function Instrument Panel was inspired by the GSX-RR MotoGP dash. This panel is laid out so the rider can easily see the tachometer bar, speedometer digits, and other essential operational information. This effective display is critical as it is the rider’s interface to the GSX-R1000’s advanced electronics.|
|The three mode, Suzuki Drive Mode Selector (S-DMS) system lets the rider select the power output levels of the engine to match riding ability and conditions.|
|The Suzuki Easy Start System simplifies start up for the GSX-R1000 rider as the ECM automatically cranks the engine for 1.5 seconds (or until it starts) with a momentary press of the starter button. There is no need to pull in the clutch lever if the transmission is in neutral. Once started, the ECM will control the electronic throttle bodies to maintain a consistent engine idle speed, whether the engine is cold or warm.|
|The innovative Suzuki Low RPM Assist System smooths take-offs and reduces the chance of the rider stalling the motorcycle. If necessary, the ECM raises engine RPM slightly for a smoother start when the clutch is released so it’s easier to ride away from a stop or navigate at very low speeds in traffic.|
|The compact, four-stroke, liquid-cooled, DOHC, 999.8cc inline-four cylinder engine is designed with a high level of top end performance plus strong low to mid-range power.|
|The crankshaft retains Suzuki’s Even Firing Order Engine legacy. Un-even firing order engines used in other motorcycles vibrate more while the GSX-R1000 makes good power at all engine speeds, runs smoother and reliably while emitting a screamer exhaust note.|
|The short stroke engine has a 76.0 mm bore versus a 55.1mm stroke, yet is narrower than the prior generation GSX-R1000 thanks to effective design.|
|The engine has been rotated back and positioned in the frame to create optimal chassis dimensions for precise handling and to balance the motorcycle’s weight.|
|The exclusive Suzuki Racing Variable Valve Timing System (SR-VVT) uses a centrifugal actuated mechanism on the intake camshaft sprocket to increase high engine RPM power without losing low-to mid-range power.|
|The Suzuki Racing Finger Follower valve train weights less than a tappet-style valve train for reduced friction and increased valve response at higher engine speeds.|
|Titanium valves, two 31.5mm intake and two 24mm exhaust valves, are used for each cylinder. The lighter valves respond well to the finger follower’s arms and permit a 14,500 RPM redline that helps produce very high peak horsepower.|
|Aluminum pistons, 76.0 mm in diameter, were engineered with use of FEM (Finite Element Method) analysis, and are cast for optimal rigidity and weight.|
|Suzuki Composite Electrochemical Material (SCEM) coated cylinders are integrated into the upper crankcase to reduce friction and improve heat transfer and durability.|
|The high 13.2:1 compression ratio helps produce high horsepower. The cylinder head’s shallow combustion chamber minimize heat produced during operation.|
|The EFI system uses Suzuki’s Ride-by-Wire Electronic Throttle Bodies where the throttle valves are controlled by a servo motor for fast response to rider throttle grip input while delivering precise and smooth power delivery.|
|The automatic Idle Speed Control (ISC) improves cold starting and stabilizes the engine idle regardless of engine temperature.|
|Complementing the four primary fuel injectors in the throttle bodies are four Suzuki Top Feed Injectors (S-TFI) that spray fuel from the top of the air box directly into the intake funnels. This results in higher peak power, more efficient combustion, and a higher level of fueling control.|
|To increase top end power without losing lower RPM performance, the air box is equipped with Staked Air Intake Funnels for the #1 and #4 cylinders. This simple design allows good air flow at all intake speeds without requiring a mechanism that adds weight or complexity.|
|A pair of Suzuki Ram Air Direct (SRAD) intake ducts are used to exponentially increase the volumetric flow of air amount coming in the air box as road speed increases.|
|The digital ignition fires iridium type spark plugs that increase spark strength and combustion efficiency. These quality components also last longer than conventional spark plugs.|
|The 4-2-1 exhaust system with titanium muffler is designed helps the engine deliver a wide range of performance with an exciting rush up to redline.|
|The titanium muffler has a pleasing appearance while creating an exciting, distinctive sound.|
|The Suzuki Exhaust Tuning (SET) system valve in the mid-pipe helps control back-pressure and flow to the muffler to widen power delivery and reduce exhaust sounds without needing a larger silencer.|
|SET-Alpha exhaust valves in the balance tubes between the #1 and #4, and the #2 and #3 head pipes open at higher engine speeds and close at lower RPM to help the engine create high peak power without losing low and mid-range horsepower.|
|The cooling system was designed using advanced analysis design so the coolant flows through the engine and radiator more efficiently. This design uses 400cc less coolant than the prior generation GSX-R1000, but the new system has better cooling efficiency while being more compact and lighter.|
|The fairing lowers efficiently guide cooling air to the high-capacity curved radiator. Twin cooling fans ensure good cooling at lower road speeds.|
|Additional heat is removed from the engine via the use of an air-cooled, radiator-style oil cooler mounted directly below the main radiator.|
|The cassette-style, 6-speed transmission lets riders precisely match the gear ratio to the riding condition. A cassette-style transmission can be easily removed from crankcase as an assembly with the engine still in the frame, facilitating race track gear changes and simplified service.|
|Based on Suzuki’s race-proven close-ratio transmissions, the GSX-R1000 employs vertically staggered shafts to reduce overall engine length.|
|The primary gear ratio is lower compared to the prior generation GSX-R1000 for stronger acceleration.|
|The shift linkage can be easily set-up for reverse pattern, GP-style shifting.|
|A programmable shift light is on the main panel to provide a visual alert to the rider to shift when a certain engine RPM is reached.|
|A Suzuki Clutch Assist System (SCAS) multi-plate, wet clutch is to modulate engine power to the drive train. SCAS works like a slipper clutch during downshifts, while increasing pressure on the plates during acceleration. This smooths engine braking and lightens the clutch lever pull.|
|To reduce weight, a 525-size drive chain is used with a 45/17 final sprocket ratio that complement the larger, rear tire dimensions.|
|Using lessons learning from Suzuki MotoGP chassis development, the engine angle of the GSX-R1000 was rotated backwards 6-degrees. This had the joint effect of reducing the distance of the fork to the center of the chassis by 20mm and increase the swingarm length by 40mm. This increased chassis stability and improves aerodynamics.|
|The aluminum twin-spar style frame was designed using FEM analysis technology to place strength is the proper places, the new frame is also 10% lighter than the prior generation GSX-R1000. The spars of the frame are set 20mm closer to help improve aerodynamics, looks and to bring more comfort to the rider.|
|The aluminum Superbike-braced swingarm has equalized bracing to the main beams to provide balanced support and movement to the shock absorber to improve racetrack handling while conveying a consistent suspension feel to the rider.|
|Racetrack-developed links connect the single SHOWA Remote Reservoir Shock Absorber to the braced swingarm. With spring preload, rebound damping, plus high and low-speed compression damping force adjustment the rider can tune the motorcycle to respond to riding style and weight.|
|Superb suspension action is delivered by the fully adjustable SHOWA Big Piston Fork (BPF) which is renowned for damping force control that maintains front tire contact with the surface so the rider gets good sensory feedback while riding at a variety of speeds.|
|BREMBO Radial Mount Brake Calipers provide the rider with strong braking performance combined with superb feel.|
|BREMBO T-drive Brake Rotors feature two methods of attaching the 320mm floating disc to the carrier. There are five conventional floating rotor spools that maintain the rotor’s relationship to the caliper and five new-design T-drive fasteners. This combed attachment technique allows the rotor to absorb more energy so a high degree of braking force is available to a GSX-R1000 rider.|
|The front brakes are complemented by a 240mm rear disc brake with a NISSIN single-piston caliper to help make sure you can have controlled stops.|
|Exclusive to Suzuki, the lightweight six-spoke wheels reduce unsprung mass and have been designed to handle the braking and drive forces that a GSX-R1000 can create.|
|The wheel rims have pin stripes punctuated by “R” logos that highlight the bike’s identity.|
|The track-day ready Bridgestone RS10 low mass tires, with a new higher 55% profile in the back, are premium high-grip radials that achieve excellent handling and stability.|
|The aerodynamic bodywork was created by Suzuki styling designers and engineers using numerous wind tunnel tests to achieve a slippery shape and compelling appearance. Narrower than ever before, the GSX-R1000’s shape directly aids performance by improved handling and top speed on the racetrack.|
|The dual SRAD intake ducts are positioned closer to the center of the fairing nose, where air pressure is highest. The intake ducts are also larger, thanks to the compact LED headlight.|
|The reasonable sport riding position is created by a carefully crafted relationship between the clip-on’s, footrests and seat. Compared to the prior generation GSX-R, the top of the fuel tank is lowered 21mm to make it easier for the rider to tuck in on a racetrack straightaway.|
|The seat height is an appropriate 825 mm (32.48 in.) and contributes the good rider interface that aids in guiding the motorcycle on the road or race track.|
|The passenger seat can be removed and exchanged with an optional, color-matched solo tail cowl.|
|The shifter and rear brake pedal are adjustable in relationship to the footrests, and the hand controls are adjustable in relation to the grips. The front brake lever has a slot machined in the end to prevent wind pressure from applying the front brake.|
|Controller Area Network wire harness (CAN Bus) allows for fast and precise communications between all of the GSX-R1000’s Electronic Systems. With a CAN Bus system, riders will experience swift and trouble-free electronic system operation while the size and complexity of the wiring is simplified.|
|The LCD multi-function instrument panel has an adjustable intensity, white-color backlight for great nighttime visibility and is flanked by LED indicators that include the turn signals, high beam, traction control, shift light, plus coolant temperature and oil pressure alerts.|
|The LED headlight is lightweight, bright and distinctive. This low-electric draw light has a narrow, stacked shape to allow the SRAD ducts at the nose of the fair access to the high pressure air created at higher speeds.|
|The LED combination tail & brake light assembly has a very low electrical draw and the vertically stacked shape permits the tail section to be narrow for better air flow at the back of the motorcycle. License plate is also illuminated by an LED light.|
|The turn signals are lightweight and use incandescent bulbs with amber lenses so the motorcycle’s turn indication is highly visible to other traffic.|
|The poly-function Start/Stop switch combines the engine stop and start functions. The switch is a fine complement to the Suzuki Easy Start system fitted to the GSX-R1000.|
|The GSX-R1000 now uses the same lightweight and compact battery as the GSX-R1000R.|
|A variety of Genuine Suzuki Accessories are available, plus a large selection of GSX-R logo apparel.|
|12-month unlimited mileage, limited warranty. Coverage can be increased via Suzuki Extended Protection|
|* The Traction Control System is not a substitute for the rider’s throttle control. It cannot prevent loss of traction due to excessive speed when the rider enters a turn and/or applies the brakes. Neither can it prevent the front wheel from losing grip|
|Engine||999.8cc, 4-stroke, liquid-cooled, 4-cylinder, DOHC||999.8cc, 4-stroke, liquid-cooled, 4-cylinder, DOHC|
|Bore x Stroke||76.0 x 55.1 mm (2.992 x 2.169 in.)||76.0 x 55.1 mm (2.992 x 2.169 in.)|
|Compression Ratio||13.2: 1||13.2: 1|
|Fuel System||Suzuki Fuel Injection with Ride-by-Wire throttle bodies||Suzuki Fuel Injection with Ride-by-Wire throttle bodies|
|Lubrication||Wet sump||Wet sump|
|Transmission||6-speed constant mesh||6-speed constant mesh|
|Clutch||Wet, multi-plate type||Wet, multi-plate type|
|Final Drive||Chain, RK525GSH||Chain, RK525GSH|
|Suspension Front||Inverted telescopic, coil spring, oil damped||Inverted telescopic, coil spring, oil damped|
|Suspension Rear||Link type, single shock, coil spring, oil damped||Link type, single shock, coil spring, oil damped|
|Brakes Front||Brembo 4-piston, Disc, twin||Brembo 4-piston, Disc, twin, ABS-equipped|
|Brakes Rear||Nissin, 1-piston, Disc single||Nissin, 1-piston, Disc single, ABS-equipped|
|Tires Front||120/70ZR17M/C (58W), tubeless||120/70ZR17M/C (58W), tubeless|
|Tires Rear||190/55ZR17M/C (73W), tubeless||190/55ZR17M/C (73W), tubeless|
|Fuel Tank Capacity||16.0 L (4.2 US gallons)||16.0 L (4.2 US gallons)|
|Color||Pearl Glacier White -or- Metallic Mat Black No. 2||Metallic Triton Blue, Pearl Glacier White or Metallic Mat Black No. 2|
|Ignition||Electronic ignition (Transistorized)||Electronic ignition (Transistorized)|
|Overall Length||2075 mm (81.7 in.)||2075 mm (81.7 in.)|
|Overall Width||705 mm (27.8 in.)||705 mm (27.8 in.)|
|Overall Height||1145 mm (45.1 in.)||1145 mm (45.1 in.)|
|Ground Clearance||130 mm (5.1 in.)||130 mm (5.1 in.)|
|Seat Height||825 mm (32.5 in.)||825 mm (32.5 in.)|
|Curb Weight||200 kg (441 lbs.)||203 kg (448 lbs.)|
|Warranty||12 month unlimited mileage limited warranty.||12 month unlimited mileage limited warranty.|