Gixxer Gymnastics
GIXXER GYMNASTICS
CW RIDING IMPRESSION
Suzuki's all-new GSX-R 1000 Scores a prefect 10—in more ways than one
DON CANET
WHETHER YOU'RE TALKING BEAM, BARS OR BIKES, NEVER underestimate the importance of a clean dismount. Nailing that crucial final element weighs heavily in the overall assessment of any gymnastics routine-or ride. In motorcycling, however, simply deploying the sidestand and casually stepping off earns high marks, despite the apparent low degree of difficulty. There are other, ummm, more dramatic methods, as we'll discover in due course.
Still, modern sportbikes are making it easier than ever to reach that uneventful dismount at the end of a good day’s ride. Advancements in chassis, tires, brakes and power have all yielded an abundance of performance headroom. Riding one of these machines at a sensible street pace leaves droves of untapped potential.
Sampling the new Suzuki GSX-R1000 during its press launch at Road Atlanta, the undulating 2.5-mile circuit located outside the host city of the ’96 Summer Olympic Games, lent perAL specti ve as to how far the breed has come. I’d attended a similar function eight years ago when Suzuki introduced the 1993 GSX-R1100 to the press at the famed Georgia circuit. That bike-the first liquid-cooled Open-class GSX-R-was pretty awe-inspiring in its day, but ripping
down the track’s backstraight at 140-plus mph proved a true test of nerve as the bike wobbled a bit while leaning into the flat-out sweeping right-hander leading into “Gravity Cavity.” Covering the same stretch of road aboard the new 1000 registers upward of 188 mph on its digital speedometer, yet I didn’t encounter a hint of instability. In all honesty, I’d estimate actual speeds were just shy of 170 mph, considering the grossly exaggerated speedometer error while leaned onto the rear tire’s smaller-diameter shoulder. Still, the new
GSX-R is obviously a great deal faster than its predecessors, yet despite a 3-inchshorter wheelbase and quicker steering geometry, it exhibits unmatched composure at speed. Back off the pace to what’s reasonable on public roads and the latest GSX-R feels completely unflappable-stability meets
agility, Hayabusa meets GSX-R750. It’s power and grace all wrapped into a single, alloy-framed package that’s about as petite as your typical 600.
Which in this case makes perfect sense, for rather than reinventing the wheel, Suzuki built upon its highly acclaimed 2000 GSX-R750, Best Superbike in last year’s annual CW Ten Best Bikes (not to mention serving also as the starting point for the new Gixxer 600). At a glance, the GSX-R 1000 appears nearly identical to its 750 sibling.
Comparing published specifications indicates that the visual similarity is not deceiving, as both share identical wheelbase, steering geometry, seat height and overall dimensions. The 1000’s twin-spar aluminum frame employs a 0.5-mm-thicker outer wall along the main spars, plus the addition of a fourth upper engine mount and a revised crossbrace at the base of the swingarm-pivot plates. These
changes have netted a claimed 6-percent increase in torsional rigidity. Double-box-section extruded tubing-as opposed to the 750’s single box-section design-has given the triangulated, braced swingarm an increase in rigidity, as well. Rear wheel width has grown half an inch, the MT6 rim wearing a fat 190/50 ZR17 Bridgestone BT010 radial.
Similarities carry over from the GSX-R750 engine, which provided the base ingredients, but was reworked with a torque-rich recipe. The engine’s 988cc capacity comes by way of a substantial increase in stroke-stretched from 46mm to 59mm. The 73mm bore, meanwhile, is just 1mm larger than the 750’s. With the distance between bore centerlines remaining unchanged, full-tilt cornering types will be pleased to learn that overall engine width is identical to the 750. Larger-diameter crankshaft main and rod-bearing journals, along with shotpeened connecting rods, have increased bottom-end durability to deal with the engine’s healthy torque output. Cylinder-head and valvetrain components are said to be virtually the same as the 750’s, with the exception of a reduced valve-spring rate, made possible by the 1000’s
lower rev ceiling. Big brother also gets a more aggressive camshaft grind, providing a touch more lift and duration to feed the larger combustion chamber.
Fueling the fire is a quartet of single-injector throttle bodies featuring the dual-throttle-valve arrangement introduced on the 2000 GSX-R750. The rider’s right wrist controls the primary butterfly valves positioned near the intake ports, while the computerized engine-control module operates the secondary valves located upstream in the bellmouth opening. The ECM monitors engine rpm and gear selection to determine the proper angle of the secondary valves, keeping intake velocity at optimum levels. A stepper motor mounted directly on the end of the throttle body (rather than the servo motor/cable setup found on last year’s 750) operates the secondary butterfly valves.
Suzuki has followed the lead of Yamaha and Honda with an exhaust powervalve system aimed at boosting lower-rev performance without sacrificing peak output. The lightweight titanium 4-into-2-into-1 header funnels into a stainless-steel tailpipe equipped with a simple servo-actuated butterfly
valve. As a sidenote (so to speak) the valve helps reduce noise emissions at low revs, allowing use of a smaller, lighter muffler that would have otherwise failed to meet noise regulations. Power flows though a larger-diameter clutch and beefed-up six-speed gearbox with wider-spaced ratios tailored to suit the 1000’s broader power delivery.
Despite strong similarities to its sibling, the GSX-R1000 stands out in a crowd thanks to some great looking legs. Titanium-nitride coating the fork stanchions not only has a cool-looking golden hue, but provides an ultra-smooth surface, reducing stiction for improved response over subtle bumps.
Visual cues aside, once underway there’s absolutely no mistaking this bike for anything less than a liter-class contender. Loads of power in the low-to-mid range-the area of the powerband used most-makes easy work of any type of riding, from city streets to all-out track flogs.
Measuring 55.5 inches axle-to-axle with a 24-degree rake and 3.8 inches of trail, the GSX-R’s light, positive handling made slicing through Road Atlanta’s signature set of curves, the Esses, quite literally a snap. The sense of competence and control exceeds that of any Yamaha YZF-R1 or Honda CBR-RR I’ve hustled around a racetrack.
Another revelation is the lack of engine vibration. Older GSX-R1100s always produced a fair amount of vibes, characterized by a coarse growl quite prominent during deceleration. A very compact gear-driven counterbalancer located ahead of the crankshaft (like that of the Hayabusa) has remedied those ills. The mirrors are completely buzz-free at high-
way speeds while vibration remains surprisingly low even when approaching redline.
Generous power is had right off the bottom, with tire-squirming strength really coming in around 8000 rpm. Unlike the seamless delivery of an Rl, nailing the Suzuki’s throttle off idle results in a slight dip, then a hit as the tach swings toward 4000 rpm. From there, though, it’s smooth sailing to the 12,500-rpm rev limit.
Comer exits call for smooth and tempered application of right wrist to keep the rear ’Stone in 1:1 adherence with the road. Hard acceleration had me clenching the tank with elbows and knees in an effort to remain forward in the saddle-a thick bum-pad would have been a welcome addition. Maintaining weight on the front tire is an ongoing challenge as the front wheel insists on racking up frequent-flyer miles. Carrying fourth gear over a rise on the backstraight would vault the nose high in the air without effort. It brought back flashes of the fun I had racing my nitrous-oxide-injected GSX-R1100 in Formula USA competition at this same venue 10 years ago. The main difference being that my racebike threatened a nasty headshake when the front wheel landed, whereas this bike never gave cause for worry.
Strong six-pot brake calipers provide excellent stopping
power and good feel, although lever travel tended to increase after a half-dozen hard laps. Even so, a two-finger squeeze hauled the bike down from a buck-sixty-five for the second-gear chicane-recently added as a safety measure-in the depths of the once-fearsome Gravity Cavity. Modest input through the clip-ons and a quick shift of body weight, sliding from one side of the seat to the other, threaded the big GSX-R through the left-right combo with sure-footed finesse.
But, getting back to the importance of a graceful dismount-it helps to come to a complete stop before getting off. In our final riding session, I tucked a cold front tire while braking over the crest in Turn 2, resulting in a floor exercise routine at more than 100 mph. I escaped with only scuffed leathers and bmised pride, but as the bike slid into the tacky red Georgia clay, it catapulted into a tumbling pass that would have left Olympic-medalist Mary Lou Retton slackjawed and dizzy. It flipped end over end with a double twist followed by a triple! High degree of difficulty. And it nailed the landing, coming to a rest upside-down, tires pointing straight up toward the dark gray sky.
Lofty capabilities notwithstanding, the human component can still bring it all down in an instant. That said and apologies made, Suzuki’s latest Open-class sportbike is a truly amazing device. Eye-popping power-to-weight ratio, athletic agility and steadfast composure make it an odds-on favorite for claiming class gold. Just remember to stick the dismount... □
