There are two different model versions of the all-new Suzukis: The GSX-R1000 ABS, and the top-of-the-line GSX-R1000R.
Suzuki has a well-deserved reputation for producing user-friendly motorcycles, and the new GSX-R1000 takes that to a whole new level.
Even experienced riders will be amazed at how smoothly the bike responds to every input. It reacts intuitively and precisely whether you’re going fast or slow. The throttle connection, the power delivery, the handling on turn-in and in mid-corner, as well as the braking, all work precisely as you want it. The ABS system includes Suzuki’s Motion Track rear wheel lift mitigation function, and the ABS on the R model adds cornering ABS as well. The Motion Track Brake System provides the appropriate amount of braking force. However, when the IMU detects rear wheel lift, the ABS adjusts front brake pressure to reduce it.
The GSX-R1000 feels very compact. The new bike is noticeably narrower than the previous generation, and the smaller fuel tank makes it easier to tuck in and move around on the bike. Suzuki spent a lot of time in the wind tunnel getting the aerodynamics right. Coupled with the amazing agility of the GSX-R, this helps with the illusion that it is a lightweight racebike more akin to a 600 than a liter-class machine.
The short-stroke GSX-R1000 motor feels responsive and incredibly powerful. Yet despite having monstrous peak horsepower, the GSX-R1000 motor also has impressive mid-range. Thanks to Suzuki’s proprietary and patented Variable Valve Timing (VVT) technology, the motor pulls strongly at all points in the rev range. The powerband feels very wide, and linear. The VVT technology allows for short cam overlap at low rpm, boosting torque. As the revs rise, the overlap widens, giving big peak horsepower. The transition is completely seamless and all the rider feels is a super-wide powerband. Overall, the delivery is very linear. The motor produces huge power from low-down that doesn’t tail off at the redline.
The new ride-by-wire throttle is an enormous upgrade. The new system has the feel of a conventional unit, such is the precision of the ride-by-wire system. The fuel mapping feels super-smooth coming back on to the power, even in the most responsive A power mode, and in first or second gear on the street.
The GSX-R1000 is equipped with a Showa BPF (Big Piston Fork) and Showa piggyback-reservoir shock. The slipper clutch and Suzuki Motion Track rear wheel lift mitigation work together seamlessly. The clutch lever pull is very light. The ramp system locks the clutch on acceleration, so there’s zero slip.
The GSX-R1000 traction control works very well. Using a three-axis/six-direction IMU, Suzuki’s software incorporates wheelie and slide control into the traction control. Wheelie control is part of the traction control. There is no separate wheelie control, so the higher the level of TC intrusion, the more wheelie prevention you have.
The upgraded brakes now have larger Brembo T-Drive 320mm rotors. Brembo’s new T-Drive produces a larger contact area between the outer and inner discs and allows 10 mounting points instead of 12, minimizing the weight gain despite the bigger diameter. The T-drive and floating pin-mount also reduces rattle noise significantly. The GSX-R’s Brembo 4-piston calipers brakes have plenty of feel at the lever with good initial bite and linear power.
The new Suzuki GSX-R1000 is a huge upgrade for previous versions. As insanely powerful as the new GSX-R1000 is, the most dramatically obvious thing is how stable yet agile this motorcycle has become. Suzuki engineers have produced a Sportsbike that makes a mockery of the usually mutually exclusive traits of stability and agility. The new Suzuki GSX-R1000 feels planted, neutral, and confidence inspiring, yet at the same time it’s incredibly light and amazingly nimble; it feels like a 600—with the power to pull your arms out of their sockets.
2018 Suzuki GSX-R1000 ABS Specs
- Engine: DOHC inline-4
- Bore x stroke: 76.0 x 55.1mm
- Displacement: 999.8cc
- Compression ratio: 13.2:1
- Maximum power: 199 horsepower
- Maximum torque: 87 ft/lbs
- Redline: 14,500 rpm
- Cooling: Twin-fan aluminum radiator; aluminum oil cooler
- Valve train: Finger follower, 16-valve; variable timing
- Valve diameter: 31.5mm (intake) / 24.0mm (exhaust)
- Valve material: Titanium
- Crankshaft timing: 180 degrees
- Fuel delivery: Ride-by-wire; electronic throttle bodies
- Exhaust: Titanium
- Transmission: 6-speed constant mesh
- Clutch: Wet multi-plate slip-and-assist
- Oiling: Wet sump
- Final drive: 525 chain
- Frame and swingarm: Aluminum
- Front suspension: Showa Big Piston Fork
- Rear suspension: Showa shock w/ piggyback reservoir
- Front brakes: Radial mount Brembo Monoblock calipers w/ four 32mm pistons; Brembo T-drive 320mm floating disc
- Rear brake: Single piston Nissan w/ 220mm disc
Dimensions and Capacities
- Wheelbase: 140.97 cms
- Seat height: 82.55 cms
- Fuel capacity: 15.9 litres
- Curb weight: GSX-R1000: 200.9 kilos