Suzuki once again bring a new contender to the 2007 Superbike class in the form of the ALL NEW GSX-R1000. Offering more power, technology and agility than ever before; the GSX-R1000 K7 is set to be THE Top Performer. To the team of Suzuki engineers responsible for the GSX-R1000, ‘Own The Racetrack’ is not just a slogan, it is a way of life.
More Efficiency = More PowerSuzuki engineers have again made the 2007 GSX-R1000 produce more power while also improving throttle feel and meeting tough new Euro 3 emissions standards. The 2007 GSX-R1000 is simply the most powerful, most responsive, cleanest-running open-class Suzuki motorcycle ever built.
The basic architecture of the compact, 999cc liquid-cooled GSX-R1000 engine is well known. Bore and stroke of 73.4mm x 59.0mm, four forged aluminium-alloy pistons with short skirts and cutaway sides riding in cylinders integrated into the upper crankcase casting and plated with the race-proven nickel-phosphorus-silicon-carbide borecoating known as Suzuki Composite Electrochemical Material (SCEM). Chrome-molybdenum-steel, shot-peened connecting rods.
It offers hollow chain-driven double overhead camshafts, bucket tappets and four titanium valves per cylinder, set at narrower angles.
The all New GSXR-1000 has vertically staggered transmission shafts to reduce front-to-rear length, close ratio six-speed transmission, with an adjustable back-torque-limiting clutch for smoother downshifts. It has a forged steel crankshaft, with a gear-driven secondary balancer shaft to reduce vibration at high rpm. Ram air induction and Suzuki Dual Throttle Valve (SDTV) downdraft digital fuel injection, and each throttle body carries two injectors and two butterfly valves, the primary butterfly valve is operated by the twist grip and the secondary throttle valve operated by the engine management system to maintain the ideal intake velocity (based on rpm, throttle position and gear selection), and the secondary injector operating under high-rpm, high-load conditions.
New, more compact fuel injectors are on offer for 2007, each have 12 smaller holes instead of the 4 larger holes used previously, this produces a finer spray for better fuel atomization. Because the injectors are now more compact and emit a finer spray, the primary injectors can be positioned at a steeper, 30-degree angle aimed right down the intake ports, contributing to the improved throttle feel.
The intake and exhaust ports have also been reshaped, and are larger for 2007. The intake ports have each been enlarged by 10% and the exhaust ports also enlarged by 20% each, a change developed in Superbike racing. The exhaust tappets are 2mm larger (26mm versus 24mm) to work with the more aggressive camshafts. Spark plugs with finer Iridium electrodes produce a larger spark for better combustion; this offers a much longer service life than conventional spark plugs.
A new Idle Speed Control (ISC) system has been installed, which automatically regulates the volume of fresh air fed into the throttle body idle circuits, In turn this will improve cold starting and stabilizing engine idle under other various conditions.
The latest high-volume titanium and stainless steel version of the Suzuki Advanced Exhaust System (SAES) features equal-length head pipes feeding a collector, a short mid-pipe and a unique under-engine chamber that leads to two short, aluminium-titanium mufflers, one on each side.
The addition of the under-engine chamber and the use of two low-slung mufflers instead of one larger muffler nearly doubles the exhaust internal volume, whilst also lowering the centre of gravity, centralizing the mass and increasing aerodynamic performance of the bike.
The mid-pipe includes a Suzuki Exhaust Tuning (SET) servo-controlled butterfly valve to match exhaust system back pressure to engine rpm, throttle position and gear position, maximizing torque throughout the rev range and across varying conditions.
Suzuki’s Pulsed-AIR (PAIR) system injects fresh air from the airbox into the exhaust ports; this reduces emissions by igniting unburned hydrocarbons and carbon monoxide. The PAIR system is controlled by the engine management system based on engine rpm and throttle position.
The exhaust mid-pipe also carries an oxygen sensor used by the engine management system to fine-tune the amount of fuel injected into the cylinders, and the under-engine chamber contains a catalyser, further reducing HC, CO and nitrogen oxide (NOx) emissions to clear tough Euro 3 and Tier 2 standards which have come into force.
There are ventilation holes located between the cylinder bores underneath the bottom of the piston stroke, these are now larger, measuring 48mm instead of 39mm, allowing air trapped underneath each descending piston to escape more quickly to adjacent cylinders, where the pistons are rising. The crankcase breather system helps keep pressure waves in the airbox from reaching the crankcase. Both of these changes reduce internal pumping pressure and mechanical power losses. A new, self-adjusting hydraulic clutch actuation system minimizes the change in clutch feel over the course of a long race.
Adjustable Engine Management, With Three Engine Power Settings:The 2007 GSX-R1000 engine management system uses an ECM with four times the capacity used in the previous model. It controls the fuel injection and exhaust systems that contribute to the GSX-R1000’s outstanding engine efficiency. This also makes it possible for the rider to select three engine power settings to match various riding conditions, using a three-way switch mounted on the right handlebar.
The engine mapping varies with each setting, and each map was developed using experience gained building race-bike maps for rainy, mixed or dry track conditions. Switching from one map to another is instantaneous, making it possible for a rider to select one map for one part of a racetrack and another map for another part. The system also allows the rider to select a different setting to suit conditions when tyre grip is reduced, or to choose one map for a high-speed racetrack and a different map for a tighter racetrack.
Enhanced Cooling:A new, larger radiator has the same trapezoidal shape typically seen on works race-bikes, with almost 10% more cooling capacity. The oil pump is also larger, increasing flow through a much more efficient oil cooler.
With More Adjustable Suspension:The newest GSX-R1000 has an all-new chassis based on lessons learnt from the racetrack, including centralizing the weight as much as possible. The new frame is built using just five main aluminium-alloy castings, including a hollow steering head section, two main-spar/swingarm pivot plate sections, and cross braces above and below the swingarm. Two cast-aluminium-alloy rails bolt together to form a bolt-on rear subframe, which supports the seat and tail section. The reduction in the number of component parts and welds optimizes frame assembly accuracy, as well as weight reduction.
The new, more rigid aluminium-alloy swingarm is built using three die-castings and is 200 grams lighter. A new rear shock mounting system uses an aluminium-alloy link that pivots on the swingarm itself, with forged aluminium-alloy link rods connected to the frame. The new layout increases traction over pavement ripples while still responding smoothly over larger bumps.
By moving the shock linkage upwards it made room for the under-body exhaust chamber, contributing to efforts to centre the mass. Optional race kit parts include replaceable inserts allowing the swingarm pivot to be moved up or down in 2mm increments, making it possible for mechanics to adjust swingarm angle relative to ride height for specific racing set-up requirements.
New high-speed and low-speed compression damping adjustability is built into both of the front forks and into the rear shock, this is another feature that has been developed on the racetrack. The rebound damping and spring preload are also fully adjustable, as before.
The outer tubes of the front forks, are now larger in diameter underneath the lower triple clamp to increase rigidity, these now measure 56mm instead of 54mm, while the DLC-coated inner fork tubes remain at 43mm. Fork offset has also been changed from 30mm to 28mm and the front wheel travel has been increased from 120mm to 125mm.
Wind tunnel development has led to new bodywork for the 2007 GSX-R1000, with a more aggressive style and an overall reduced frontal area for superb aerodynamic performance. A slightly taller windscreen makes it easier for the rider to tuck in while on the racetrack.
The 2007 GSX-R1000’s vertically stacked headlights have a new, modern shape expressing the racetrack truth that simpler is better, with a more compact projector high-beam. The multi-reflector low beam uses a 55w H7 halogen bulb and is positioned over the 70mm projector high beam, which uses a 65w H9 halogen bulb. Both bulbs illuminate when high beam is selected.
A narrower seat and frame covers make it much easier for the rider to shift weight from side-to-side while cornering on the racetrack, as well as making it easier for the rider to touch the ground whilst at a stop.
The instrument cluster includes a step-motor-controlled analogue tachometer, digital LCD speedometer, dual LCD tripmeters and an LCD clock. It features an LCD coolant temperature/fuel injection warning, an LCD gear position indicator and a programmable LED engine rpm indicator light. A new LCD engine mode indicator displays which performance setting that has been selected by the rider.
Electronically Controlled Steering Damper:A new electronically controlled steering damper delivers the best of both worlds, with less damping force for lighter steering at slower speeds and more damping force at higher speeds. A solenoid valve operated by the engine management system moves a tapered needle away from or toward a seat in the main damping circuit, reducing or increasing oil flow for reduced or increased damping.
The 2007 GSX-R1000’s foot-pegs are now adjustable, and can be moved into three different positions in a 14mm horizontal and vertical range. The rear brake pedal and master cylinder on the right and the shift lever on the left move with their respective foot-peg assemblies.
The GSX-R1000 now has new front brake discs and disc carriers, each 310mm disc attached to its carrier using additional redesigned floating mounts instead of the previous model’s eight mounts. The increased number of mounts improves heat transfer away from the disc, which is 5.5mm thick.
The front discs continue to work with radial-mount four-piston callipers and a radial master cylinder for much better lever feel. The 220mm rear disc works with a single-piston calliper now mounted above the swingarm.
The new 2007 GSX-R1000 has been developed with many lessons learned over more than 20 years of production and racing domination.
This is the most powerful and most efficient GSX-R ever built to date.
Specifications:Engine Type: 4-stroke, 4-cylinder liquid-cooled, DOHC
Bore x Stroke: 73.4mm x 59.0mm
Displacement: 999cc
Compression Ratio: 12.5:1
Fuelling: Fuel Injected
Ignition: Electronic
Oil Capacity: 3.6L
Starter System: Electric
Lubrication: Wet Sump
Transmission: 6-speed
Rake / Trail: 23.8 degrees
Suspension Front: Inverted telescopic forks, fully adjustable
Suspension Rear: Link type, oil damped, coil spring, fully adjustable
Wheels Front: 17M/C x MT3.50 cast aluminium alloy
Wheels Rear: 17M/C x MT6,00, cast aluminium alloy
Brakes Front: Radial Mount, 4-piston callipers twin 310mm disc
Brakes Rear: 1 piston caliper, 220mm disc
Tyres Front: 120/70ZR17
Tyres Rear: 190/50ZR17
Fuel Tank Capacity: 18.0L
Overall Length: 2,045mm
Overall Width: 720mm
Overall Height: 1,130mm
Wheelbase: 1,415mm
Seat Height: 810mm
Dry Weight: 172kg
To find out more about this amazing new GSXR-1000, or any of the Suzuki range you can call Suzuki GB Customer Services on 0500 011959 or click on the link provided below.
Related Linkswww.suzuki.co.ukRelated GalleriesNEC Motorcycle & Scooter Show, 2006 - #2
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