Kit Palmer | October 4, 2016
Suzuki finally took the cover of its long-awaited 6th-generation GSX-R1000. As expected, the new GSX-R is all new from the ground up; in fact, Suzuki says that it incorporates more than 600 new parts and components. It’s been designed to go faster, turn quicker and slow down better than ever before.
2017 Suzuki GSX-R1000 First Look
Despite getting a complete overhaul, the 2017 GSX-R1000R is still unmistakably a GSX-R. Pictured is the GSX-R1000R that comes with all of the bells and whistles.
Two versions will be available in the U.S., the GSX-R1000 “standard” and the GSX-R1000R, which gets the works and, of course, a larger price tag. (MSRPs, however, have not yet been announced for either model.) Still, the standard is loaded with goodies, too.
The standard model (pictured) isn’t so standard, really. It shares many of the same hi-tech features as the full-race (but still street legal) GSX-R1000R model.
The new GSX-R1000/R’s lighter, more compact and more powerful in-line four-cylinder engine features a completely redesigned, MotoGP-inspired Variable Valve Timing (VVT) system. And the valve train comes straight out of Suzuki GSX-RR MotoGP bikes, as well.
The new GSX-R1000/R joins the electronic wars.
New ride-by-wire downdraft throttle bodies are 19mm shorter, simpler, lighter and more compact than the previous throttle bodies, and they also feature a larger bore (46mm versus 44mm).
The powerplant hosts tons of new electronics, including an Inertial Measurement Unit (IMU) sensor to track motorcycle motion, such as pitch, roll and yaw, to help control traction, braking and cornering.
Some of the things that you’ll find on the R and not the standard include B-directional Quick shift system, Launch Control, and high-end suspension components.
Suzuki Drive Mode Selector (S-DMS) allows the rider to pick from three available mapping and engine power delivery characteristic settings, and Motion Track TCS (Traction Control System) allows the rider to select 10 different levels of traction control intervention. The power mode and level of TCS intervention can be changed while riding, as long as the throttle is closed.
New instrumentation grace both bikes, but the R gets black background and the standard white. Tons more information is offered.
The “R” gets B-directional Quick shift system. This allows the rider to upshift and downshift without using the clutch or having to adjust throttle operation. Suzuki’s quick-shift system is not available on the standard model.
Also unique to the “R” is a new Launch Control system. Once engaged, the system monitors throttle twist grip position, throttle valve position, engine rpm, gear position, front wheel and rear wheel speed for that perfect launch off the line.
The R is fitted with high-end Showa Balance Free Front forks which were originally developed for racing and are now adapted for mass production. That means you get them now.
Both the standard and R GSX-R1000s feature Suzuki’s new Easy Start system. You just touch the button then let go, and the starter motor will keep turning on its own until the engine decides to fire up; there’s no need to hold down the button until it lights anymore. Plus, the clutch lever doesn’t need to be pulled in to start the engine, as long as the transmission is in neutral.
The R’s new Showa BFRC shock.
Low RPM Assist makes the engine next to impossible to stall when taking off from a stop or when riding slowly.
The all-new engine is housed in an all-new chassis. The main frame is said to be 10 percent lighter than the previous frame and it’s also 20mm narrower at its widest point, between the frame rails.
There is a new, superbike-braced swingarm, and subframe, and, on the R only, Showa’s latest full-race-inspired Balance Free Front (BFF) forks. The R also gets Showa’s top-of-the-line Balance Free Rear Cushion lite rear shock. The standard GSX-R1000 is fitted with Showa’s Big Piston Front (BPF) fork and a Showa rear shock that rides on a new progressive linkage.
Both the standard and R models feature a new Motion Track Brake System (which works with the IMU) that reduces rear-wheel lift during very hard braking, specifically on the race track. This allows the use of more aggressive brake pads, producing more initial bite and more total braking force, and helps keep the rear wheel in line.
The new GSX-R1000/R comes fitted with new 6-spoke cast aluminum wheels (formerly three spoke) and new tires. The rear tire is slightly larger than before.
The bikes you have seen here are Euro-spec bikes. Colors might vary for the U.S. market. For the most part, these are the bikes that we will be getting. Pictured above is a standard model.
Bodywork is all new; it’s more compact, sleeker and narrower for increased aerodynamic efficiency.
Instrumentation is all new, too. It’s fully digital and reveals far more information than the previous model did. The standard GSX-R1000 model has a white background; the R’s has a black background.
Suzuki lists the 2017 GSX-R1000R with a claimed curb mass weight of 447.9 pounds; the standard model 445.5 pounds.
Suzuki has not released an MSRP for either bikes but says they will be available in May of next year. CN
Unfortunately, the new GSX-R1000 won’t be hitting the showroom floors until May, 2017.
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