Suzuki unveils new GSX-R1000 at Intermot

Two versions of Suzuki's flagship superbike unveiled in Cologne: the GSX-R1000 and GSX-R1000R

Suzuki unveils new GSX-R1000 at Intermot

IT WAS displayed as a concept last year but Suzuki has just unveiled the production version of its new GSX-R1000 during a press conference at the Intermot show in Cologne.

Suzuki says this bike has one goal: to reclaim the litre-class sportsbike crown.

Key info:

All-new engine and chassis
199.27hp and 202kg
Inertial measurement unit
Lean angle-sensitive 10-stage traction control
Riding modes
Showa suspension

The new GSX-R1000 will be available in two versions – GSX-R1000 and a limited-edition GSX-R1000R.

Suzuki says it is the most powerful, hardest accelerating and cleanest running GSX-R ever built. It’s also the most compact, most aerodynamic and best-handling GSX-R1000, with smoother throttle response and better combustion efficiency, claims Suzuki.


The GSX-R1000 has an all-new 999.8cc DOHC inline-four engine with 199.27hp and 86.73lb/ft torque, making it the most powerful GSX-R1000 ever built.

Suzuki has aimed to increase top-end power without sacrificing low- to mid-range, increase driveability with a new electronics package, emphazise durability and reliability, and optimize engine dimensions and layout to increase cornering performance courtesy of a 6.6mm narrower and 22.2mm shorter engine that’s been pivoted 6 degrees backwards.

The engine has a higher compression ratio, up to 13.2:1 from 12.9:1 and a longer bore and shorter stroke – 76 x 55.1mm (from 74.5 x 57.3mm). The engine has gained another 1,000rpm and now redlines at 14,500rpm.

Those increased revs are in part thanks to a new valve train that uses finger follower rocker arms instead of the previous model’s bucket-tappet system to allow increased valve lift and higher rpm.

Elsewhere inside the engine there are redesigned camshafts. The valves and the transmission gears have been redesigned too.

The new GSX-R uses what Suzuki calls the ‘Broad Power System’, which is the name for several MotoGP-derived technologies that that are present in the new GSX-R1000: variable valve timing (called Suzuki Racing VVT), a finger follower valve train system, ride-by-wire electronic throttle bodies and exhaust pipe valves (called Suzuki Exhaust Tuning Alpha).

The The new GSX-R1000 is equipped with ride-by-wire downdraft throttle bodies, which are 19mm shorter than the previous bike’s and have a larger bore (46mm from 44mm). It’s a system designed to produce more top-end power without sacrificing what’s available in bottom to mid-range. The air filter is also designed to flow more air.

The servo-operated butterfly exhaust valves are also designed to add more top-end power.


As you expect, the new GSX-R1000 is equipped with a ton of electronics to help riders harness the bike’s power.

Central to this is an Inertial Measurement Unit (IMU) which speaks to the GSXR’s 10-level traction control system (called Motion Track TCS) and ABS.

The bike also has Suzuki’s Drive Mode Selector (S-DMS), which allows riders to switch between modes that affect mapping and power delivery characteristics. There’s three modes – A, B, and C. A is for the track or dry, twist roads. B is for the track and road, plus city riding and C is for road, city, street and when it’s wet.

The GSX-R1000R also gets a quick-shifter that allows for clutchless up and downshifts and a launch control system.

Suzuki’s Easy Start (one button press) starting system and low-rpm assist also make their way on to the new GSX-R.

All the information about the electronic systems is displayed on a new LCD instrument display that contains all the stuff you’d expect to find.

Chassis and bodywork

The chassis is all new and Suzuki says it’s lighter and more compact than the current bike’s.

At 1425mm, the wheelbase is 20mm longer and curb mass (no explanation of how Suzuki defines this) is 202kg – 3kg less than the old model.

The frame is completely new, and 10% lighter and 20mm narrower at its widest point than the frame in the previous bike, Suzuki says.

The new frame is complimented by a new braced swingarm with optimized rigidity. The subframe is new too. Suzuki says its simpler and 1kg lighter than before.

To help with Suzuki’s aim of improved cornering performance, the bike also has an electronic steering damper.

Suspension duties on the GSX-R1000 are handled by Showa Big Piston forks, while the GSX-R1000R gets Showa’s Balance Free forks. There’s a Showa shock with progressive linkage in the rear of the GSX-R1000, and a Showa BFRC lite (Balance Free Rear Cushion Lite) shock in the ‘1000R – it’s a shock that isolates damping control from the influence of unequal pressure, designed to give riders more feel.

Braking is handled by Brembo 320mm discs and radial mount monobloc calipers. At the rear, there’s a Nissin single piston caliper and 220mm disc. The brake system reduces rear wheel lift during hard braking and the R model also feature cornering ABS.

It’s all rolling on new six-spoke aluminium wheels and Bridgestone RS10 tyres.

The new GSX-R1000 still looks like a GSX-R – it’s got familiar styling and design cues but for it’s been  refined, reshaped and made sleeker and narrower to make it more aerodynamic.

The new front fairing houses an LED headlight and LED position lights, located above the new air intakes. The rear also gets the LED treatment too, with an LED rear light and brake light, and the indicators are all LED

Here's a walkaround video of the new GSX-R1000 on Suzuki's stand at Intermot: