2012 Suzuki GSX-R1000 Launch

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Words: Costa Mouzouris. Photos by Andrea Wilson, Suzuki

It’s interesting how events age you. For example, the first test I ever wrote for CMG was way back in 2002 on Suzuki’s first generation of their open-classer GSX-R1000, which had hit the market a year earlier. I was new to the whole moto journalism gig back then but since that day I’ve ridden every iteration of the GSX-R1000, including the latest 2012 version just last week in Florida.

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Suzuki totes their revamped 2012 litre-bike as a “revised version of the 5th generation” that was introduced back in 2009. Think about that for a moment: five generations in just eight years! Those were the days when sportbikes were reinvented every two years; a sales depression and a falling sportbike market in the last few years curbed the madness, with more sensible ‘updates’ that we see today.

This latest Gixxer incarnation gains several mild revisions, and loses one of the mufflers it picked up in ’07. Also gone is the exhaust pre-chamber under the bike, with a smaller catalytic converter migrating to the pipe leading into the muffler. Aside from making the bike look slimmer from the rear, the absent left-hand muffler also shifted weight forward, towards the front wheel—maybe a little too much for the Suzuki engineers.

To compensate for this weight shift, the engineers lightened a bunch of front-end components, including use of lighter Brembo monobloc calipers, a lighter axle and thinner brake discs (5 mm thick from 5.5). Even the new front tire, part of a pair of Bridgestone S20 radials, is 200 grams lighter. How’s that for recentralizing mass?

Gone are the twin mufflers of the previous model

The fork has also been altered slightly, losing 7 mm in length and 5 mm of wheel travel. There are no internal changes to damping or spring rates, though the factory now sets the damping adjusters slightly softer and has dialled in a bit more preload as standard  to compensate for the slightly different weight bias. No changes have been made to the shock.

All of these changes make the new bike feel, well, pretty much the same as the old one. At least that’s how it felt to me, as we didn’t have a 2011 model on hand for comparison at the Homestead-Miami Speedway, where I got a day’s worth of lapping on the new bike.

However, the fact that the new bike doesn’t feel much different than the old is not at all a bad thing; the GSX-R1000 has always been at the forefront of power and handling, so much so that BMW used the 2005 model as a benchmark when it developed the potent S1000RR.

The powerband has been de-dipped. Apparently.

Granted, the GSX-R is no longer at the top of the open-class supersport pecking order (the ZX-10R is lighter, the S1000RR makes more power, for example) but that doesn’t mean it has to be written off as a serious performer. What the Gixxer has in spades is balance, and it only took but a couple of laps to feel at one with the bike.

DOUBLE DIP FIX

If you look closely you can see the lighter pistons.

So what has been tweaked in the engine? Well, some minor changes have been incorporated to improve low to midrange power, including use of lighter pistons, a higher compression ratio (12.9:1 from 12.8), and revised exhaust cam profiles.

According to Suzuki, these changes eliminated two dips in the powerband at lower revs (though damned if I could ever feel them on the previous bike), while new ECU mapping has smoothed out throttle response, and improved fuel consumption by a claimed eight percent.

Output hasn’t changed though, with 182 peak horsepower available at 11,500 rpm (500 rpm lower than on the previous model), and peak torque remaining at 86.3 lb-ft at 10,000 rpm.

Regardless of the reported changes, modulating the throttle was very easy for an open-classer, something emphasized when exiting a second-gear hairpin, where the throttle could be opened wide from below 6,000 rpm without fear that the rear end was going to beat me to the next turn.

Bridgestone R10 DOT race tires did well on the track.

Our track session was done using Bridgestone R10 DOT race tires in place of the stockers, and they provided very good, predictable grip on the somewhat irregular track surface. Homestead’s infield road course has concrete patches through the apexes of many corners, and we were advised that although grip over the concrete was good, trail braking and hard acceleration was to be avoided over them.

Although conspicuously lacking in new technical farkels found on most of the competition, the GSX-R does retain three power modes; I used the most aggressive A setting for most of the day. B setting softens low to midrange power while retaining full power up top, while C mode reduces power throughout the rev range.

While there’s no real need for the lowest mode on the track, it proved a boon the next day on our street ride when Mother Nature spiced things up a couple of hours into our ride by treating us to a torrential downpour. At least temperatures were in the mid 20s Centigrade, so the fact that I didn’t pack any rain gear didn’t prove too catastrophic.

Early weight saving prototypes proved to be a little uncomfortable for the rider.

Switching to C mode in these conditions softened the power to a confidence-inspiring level, while still providing more than adequate power for passing.

Jimbo's place was a dump but the fish was exquisite,

A local dealer provided guidance on our street ride, and perhaps sensing that our nerves were wearing thin due to the poor weather and the uninspiring roadways, he brought us to visit a local landmark. We stopped by Jimbo’s Place  for a pre-lunch snack, and it is like no other gathering spot I’ve ever seen.

It is truly a unique dining experience. The menu includes smoked fish, cold beer and smoked fish. Said smoked fish (a house specialty, and as noted above, the only dish on the menu) was, somewhat unsurprisingly, the best smoked fish I’ve ever had, flaky, smoky and mouth-wateringly tender.

We left Jimbo’s just as the rain began its second wave of fury. Since riding Florida’s board-flat, straight roads on a litre-class sportbike is about exciting as a prostate exam, the prospect of an extended ride in the rain were not exactly enticing.

On top of that, everything but my feet (thank you Joe Rocket) was now thoroughly drenched, so we chose to head back to the hotel, drop the wet machines off with Suzuki staff and head to the warmth of a hotel room.

LESS TECH, FEWER DOLLARS

What price for traction control?

The GSX-R1000 has been a favourite open-class supersport of mine since I first rode one in ’02. It has evolved quite a bit since then, but advances in technology come at a lightning pace these days, and its competition have gained numerous electronic aids to either make the power more controllable (traction control), or make the speeds 180hp is capable of attaining more manageable (ABS).

Surprisingly the GSX-R1000 still has neither of those, and sticklers of technology might shun the bike for not adopting them. While I don’t think ABS is a necessity, I do consider the addition of traction control a very handy tool for both street and track day riders.

But then would the lack of TC prevent me from buying a GSX-R1000? No, though it would make me take a second look at the competition. But at $14,999, it’s now $1,600 cheaper than it was last year and a few hundred to a couple of grand cheaper than the rest of the open-classers in pricing (it’s on par with the recently discounted R1, but that does have traction control this year as well).

Still good bang for the buck?

Technophiles may be unhappy at the new GSX-R 1000 but in my books, it’s still a pretty good bang for the buck.


SPECIFICATIONS

Bike Suzuki GSX-R1000
MSRP $14,999
Displacement 999 cc
Engine type Inline four, liquid cooled, double overhead camshafts, four valves per cylinder
Power (crank)* 182 HP @ 11,500 rpm
Torque* 86.3 ft-lbs @ 10,000 rpm
Tank Capacity 17.7 litres
Carburetion EFI
Final drive Six speed, chain drive
Tires, front 120/70ZR – 17 radial front
Tires, rear 190/50ZR-17 radial rear
Brakes, front Dual 310 mm discs with four-piston radial calipers.
Brakes, rear Single 210 mm disc with single-piston caliper.
Seat height 810mm (31.9 in.)
Wheelbase 1405 mm (55.3 in.)
Wet weight* 203 kg (448 lb)
Colours Blue/white, black
Warranty One year, unlimited mileage
* claimed

 PHOTO GALLERY

1 COMMENT

  1. I own a 2002 GSXR1000 and love it. If and/or when I have the funds I’d like to have another track-day only sport bike. Since I’m old school I will probably pick the simplest available bike or a used one. Even my old GSXR with only electronic fuel injection and ignition has given me a little grief on occasion by cutting out when up-shifted. All that new electronic wizardry will only cause more problems in the future, never less problems. Only the naive believe that nothing ever goes wrong after the warranty period has expired. Besides I like to be responsible for my traction or lack thereof and not rely on a computer to do what I have so painfully learned over the years. This GSXR looks to be the bike for me.

  2. I fear this may be a case of “too little too late’.
    The machine has a sackful of street creds, but the hard core technophile is looking for more bells and whistles than offered here.
    If nothing else, the price is right !

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