Suzuki Gsx - R1000
Suzuki GSX - R1000
CYCLE WORLD TEST
Pullin' away at the front
DON CANET
SUZUKI TAKES THE REPLI-RACER BUSINESS very, very seriously, more so than any other manufacturer. Race results from this year's running of the Daytona 200 prove it.
As the season commenced with newly instituted rules allowing 1000cc threeand four-cylinder machines in the AMA Superbike class, Suzuki GSX-Rl000s filled no less than half of the 72-bike starting grid While a trio of factory Honda V-Twins swept the podium, the big Gixxers claimed six positions in the top 10 and another 11 in the top 30.
While we can be certain that serious liter-class opposition is currently under development, Suzuki was ready and waiting for the rules change. Sometimes, prosperity does reward those who persist. The GSX-R lineage has always maintained a no-compromise `HyperSport' approach, while others have pursued more broad ly focused sportbike designs.
So, if you’re shopping for a near-competition-ready Superbike at a streetbike price, the choice is obvious. But what if you’re looking for a potent-yet-well-mannered road bike? Is the GSX-R1000 civil enough for the average civilian? In the past, the answer has been “just barely,” but this year’s flagship Gixxer has undergone a host of changes aimed at making it an even sharper weapon in the hands of licensed roadracers. Do you need a racing résumé to own one of these things?
Our first ride aboard the 2003 model was limited to two days of on-track testing at Phillip Island, a world-renowned circuit located near Melbourne, Australia. We came away nothing short of slack-jawed by the bike on this challenging circuit, but the press launch didn’t include a ride on public roads. Questions regarding the bike’s general use were answered several weeks later when we acquired a 1000 for testing on our favorite Southern California backroads.
Here’s what you can expect as you roll the mighty GSX-R out of the garage for a day of play: Cold startups are simplified by a hands-free Auto Fast Idle System in which the fuel-injection system automatically cracks open the throttle valves for a 1500-rpm idle as the engine warms. If you’re late for a date, a few throat-clearing throttle blips allow you to get underway without much fuss.
You soon realize that the bike’s right twistgrip is really an adrenaline dial. The throttle-return spring is rather light and engine response ultra-snappy-a combination that requires a finely controlled throttle hand. No other production sportbike comes on as strong, as soon, as the GSX-R1000. Acceleration is immediate! Sure, there are engines that rival or beat the 1000’s output, but those are found in a heavier, longer-wheelbased chassis.
Number-one query raised by riders we encountered while going about our business aboard the Gixxer was how it compares to the Yamaha YZF-R1. Good question, so we brought along a 2003 Rl on a street ride for a little head-tohead comparison. The Rl has higher-effort throttle pull (actually, it feels normal), less drivetrain lash and comes on the power more smoothly, making it a more civilized ride around town. The GSX-R feels more raring to go, like a spirited steed tugging against a tight rein. Snicking a couple of quick short-shifts with the GSX-R’s sweet-shifting sixspeed box takes the edge off its power delivery without letting your pants down should a defensive burst of acceleration be needed to get out of harm’s way.
On the freeway, it’s evident that the GSX-R’s taller and broader windscreen offers better wind protection than that of the Rl. While your rump will appreciate the more deeply padded Suzuki seat, above-waistline comfort is compromised by a slightly longer reach to the bars. The GSX-R features a secondary balancer shaft located in front of the crank that does an excellent job of quelling engine vibration to a level roughly half of what’s felt aboard the Rl. Even so, after 30 minutes of sustained 70-mph top-gear cruising, the mild tingle transmitted through the GSX-R’s bars will numb your fingers.
A few comers into the curvaceous Angeles Crest Highway brought all nerve endings back on-line. Both bikes are incredibly competent at a swift, sensible pace on well-maintained backroads like the Crest, but swapping bikes and running back through the same stretch of road showed the GSX-R to be the more agile of the two. We noted that the slightly flatter drop and pullback angle of the GSX-R’s clip-ons provide more leverage than the Rl’s bars. As a result, the GSX-R is a bit more willing to turn-in and easier to maneuver through quick side-to-side transitions than the Rl. The fact that the Suzuki feels this nimble while wearing a steering damper is an added bonus, as the non-adjustable unit offers an element of security when the pace heats up and the front gets light exiting comers.
Experience gained from Suzuki’s GSV-R MotoGP program has inspired an all-new frame using extmded main spars (with internal reinforcing ribs) mnning between the cast-aluminum steering head and swingarm pivot plates. The new frame is said to have optimized overall rigidity beyond the pressed-and-welded design it replaced. Steering geometry has been quickened by a half-degree in rake and new triple-clamps provide a 5mm reduction in trail.
Reducing centrifugal force of a spinning front wheel and brake rotor assembly is another sure path to lighter handling. While the GSX-R’s wheel remains unchanged, brake rotor diameter has been downsized from 320mm to 300mm. Such a change would normally result in a loss of braking power, hence the new radial-mount calipers being used. Much more rigid than conventionally mounted calipers, the four-pad Tokico binders deliver excellent feel and stopping power while also weighing less than the six-pot units they replaced. A win-win situation.
The Kayaba fork features a black “DLC” (Diamond-Like Carbon) coating on its inner legs, which is claimed to offer higher resistance to wear and substantially lower friction than the titanium-nitride coating used on the 2002 model. The rear shock has revised innards said to yield a 60 percent friction reduction, as well.
The freer suspension movement has required use of firmer springing and damping rates (namely rebound) front and rear. Standard settings deliver a taut, responsive ride that soaks up small bumps and ripples while keeping chassis pitch well controlled.
We ventured down some nastily undulating roads riddled with rapid-fire bumps of varying size and shape. Barring a power-induced wheelie, the Bridgestone Battlax radiais maintained steadfast contact throughout. While the level of grip provided by the tires proved sufficient on the street, the tires kept the bike from showing its full potential on the track. Of course, anything short of Supersport-spec race rubber is going to have its hands full channeling 147 bhp to the pavement.
Phillip Island is a fluid, high-speed circuit that’s home to the Australian rounds of MotoGP and World Superbike.
The surface is very smooth with the exception of rippled pavement in a couple of areas. Yet running across these mid-corner bumps didn’t upset the chassis in the least.
Getting the rear tire to squirm or slide was quite easy with the abundance of torque available throughout the midrange. Power builds smoothly as revs climb, allowing very controllable rear-wheel spin out of third-gear corners. Attempting the same while exiting either of the circuit's second-gear hair pins produced a few hair-raising moments with the back end suddenly stepping out.
Slowing for the first hairpin was the only point on the cir cuit that gave the brakes a full workout. A firm two-finger squeeze on the lever did the business. We did, however, encounter a minor increase in lever travel over the course of the 30-minute riding sessions. Even after Suzuki technicians bled the brakes, the symptoms reappeared. We've had no such problem while riding our testbike back home. Attending a Fastrack Riders day (www.fas trackriders.com) at California Speedway provided an opportunity to subject the brakes to a torture test. We rode the infield roadcourse with its two hard brak ing zones and vari ety of fast and slow flip-flop chicanes, and encountered no variation in lever travel, even though the cir cuit was more demanding of the brakes than Phillip
The GSX-R tackled the speedway's quick transitions with an ease more akin to its 750 sibling. Partial credit goes to the newly shaped fuel tank that is slimmer at the rear, a sim ple change making the bike feel more compact and allowing freer side-to-side movement. Catching the big Gixxer's draft won't be easy. Interest ing times lie ahead as other bike-makers respond to the new importance racing has placed on the liter class. Offering unrivaled performance for the dollar, Suzuki's GSX-R1000 is a true privateer's dream machine-and a great deal for the performance-minded street rider who possesses the proper wrist-man agement skills. In other words, rac ing résumé not re quired but highly recommended.
SUZUKI GSX-R1000
$10,499
