This just in from American Suzuki, pictures and info on the much-rumored GSX-R1000.
2005 SUZUKI GSX-R1000
The original Suzuki GSX-R1000 defined total performance, thanks to its combination of high output, light weight and
effective aerodynamics that produced unmatched acceleration and handling. Two years later, a redesigned chassis improved the already advanced machine.
Indeed, in 2003 the Suzuki GSX-R1000 won countless club and professional races and also captured the prestigious AMA Superbike Championship.
For 2005, the Suzuki GSX-R1000 boasts bigger engine displacement and more power, torque and acceleration.
Simultaneously, it's lighter-weight, better-handling and features improved aerodynamics and braking. The result is a
GSX-R that accelerates harder, both from a standing start and during roll-ons. Additionally more aerodynamic bodywork,
a new frame and swingarm, and a revised riding position make the GSX-R1000 the top performer in its class.
In short, the 2005 Suzuki GSX-R1000 was built to turn the fastest laps and to -- once again -- Own the Racetrack.
Engine Features:
The 2005 Suzuki GSX-R1000 is powered by a larger-displacement 998.6cc DOHC, 16-valve inline-four-cylinder engine that features a new cylinder head and new valve train for more horsepower and torque across a wider rpm range.
Additional engine displacement is due to larger cylinders with a bore and stroke of 73.4mm x 59mm and a ratio
of 0.804:1. Despite the increased bore, the forged pistons are lighter, shorter and have narrower skirts, resulting
in less reciprocating mass.
Upper compression and oil control rings are electro-plated with a chrome-nitride coating applied in a vacuum
chamber using a Physical Vapor Deposition (PVD) system. This new coating is harder and smoother than conventional
chrome plating, reducing friction and improving sealing in the cylinder bores, which are electro-plated
with Suzuki's own race-proven nickel-phosphorus-silicon-carbide coating, called Suzuki Composite Electrochemical Material (SCEM).
New cylinder head has larger intake and exhaust ports, and carries larger, 30mm titanium intake valves and
24mm titanium exhaust valves. Both intake and exhaust valves have larger 4.5mm stems. Besides being
larger, the two outside intake ports are each angled 5mm closer to the cylinder head centerline to allow for more
compact throttle bodies.
Precisely shaped, lightweight titanium valves feature flat faces working with a more compact combustion
chamber to increase the compression ratio from 12.0:1 to 12.5:1.
Each titanium intake valve is 6.0 grams lighter than the 2004 GSX-R's steel valves for a total intake valve weight
savings of 48.0 grams. Each titanium exhaust valve is 6.4 grams lighter, for a total exhaust valve weight savings
of 51.2 grams. Because the valves are significantly lighter, engine redline can be increased 1000 rpm.
To accommodate the new engine's extra rpm, the chrome-moly-steel shot-peened connecting rods have thicker,
reinforcing ribs on each shoulder; the crankshaft has been reinforced; and the counterweight on the secondary
balancer shaft has been recalibrated.
Additional weight-saving touches to the engine include reshaped cylinder head bolts (saving a total of 54 grams)
and cam cover bolts (saving a total of 28 grams).
New trapezoidal-shaped radiator increases cooling capacity by 17 percent without increasing frontal area. It
uses a new fan with an integrated ring linking the blade tips for better cooling efficiency in traffic. A radiator-type oil cooler transfers heat to the air instead of to the engine coolant.
Suzuki Advanced Exhaust System (SAES) features an all-titanium muffler and is positioned closer to the center
of the bike and is shaped to decrease aerodynamic drag and increase cornering bank angle.
The Suzuki Dual Throttle Valve (SDTV) system uses two butterfly valves in each throttle body bore, a primary
valve controlled by the rider and a secondary valve controlled by the Engine Control Module (ECM) based on
engine rpm, gear position and the position of the primary valve. The secondary valve opens and closes as
required to maintain ideal intake air velocity, producing more seamless and more linear throttle response,
improving combustion efficiency and adding to low-rpm torque.
Two double-barrel SDTV throttle bodies are more compact, allowing for a narrower airbox and fuel tank, and
providing more rider knee and elbow room and in turn allowing the use of narrower bodywork.
Throttle bodies have 2mm larger bores and carry two multi-hole, fine-atomization fuel injectors in each bore.
The primary fuel injector operates under all conditions, and the secondary fuel injector operates under high-rpm,
heavy-load conditions, greatly increasing engine output on the racetrack. Primary injector volume is based on
engine rpm, intake air pressure and throttle opening. Secondary injector volume is based on throttle opening and
engine rpm. The secondary injector is aimed so its fuel spray hits the secondary butterfly valve at a steep
angle, improving atomization and making the intake mixture more homogenous, for better combustion efficiency
and improved high-rpm engine output.
Automatic Fast Idle System (AFIS) controls the opening of the primary butterfly valve during cold starts, based
on coolant temperature.
Internal transmission ratios with closer spacing improve racetrack acceleration, and a redesigned clutch and shift
forks make racetrack starts and shifts feel more positive.
Clutch features a back-torque limiting system and is now activated by a more positive, rack-and-pinion system.
The pin on the end of each shift fork now has concave sides to reduce stiction caused by side loading.
Chassis and Bodywork Features:
The 2005 GSX-R1000's overall dimensions are more compact: 40mm shorter front-to-rear, 45mm shorter from the top of the windscreen to the pavement, 5mm narrower from side to side.
The seat is 20mm lower, the reach from the seat to the handlebars 40mm shorter. The distance between the footpegs is 17mm narrower, allowing the pegs to be positioned slightly lower for enhanced rider comfort, without
reducing cornering bank angle.
Wheelbase measures 1405mm, while rake and trail are increased to 23.75 degrees and 96mm.
The frame itself is 6mm shorter from the steering head to the swingarm pivot, putting the engine crankshaft 3mm
closer to each, concentrating mass toward the center of the machine.
All-new, lighter aluminum-alloy frame was adjusted for vertical, horizontal and torsional rigidity to improve feed
back and feel reaching the rider during hard cornering on the racetrack.
Steering head and the frame's front half of the two main spars and the upper engine mounts on each side are
formed by a single casting, linked by two extruded, tapered spars to a cast swingarm pivot section. The extruded
spar sections each have an internal reinforcing rib.
Front section of the new swingarm -- including the pivot tube, front deck, cross brace and forward part of the
arms on each side -- consists of a single casting.
The inner arm wall and the axle carrier plate on each side are formed by another casting, while the outer arm walls are stamped aluminum. The welded-together swingarm is
lighter and, like the new frame, has precisely calculated rigidity. The right side of the swingarm is shaped to
allow the Suzuki Advanced Exhaust Sytem (SAES) to tuck in more tightly, improving cornering clearance.
The swingarm pivot shaft is 3mm smaller in diameter, and the swingarm pivot shaft location can be adjusted up
and down by inserting optional race kit spacers.
The bolt-on rear subframe/tailsection support is now made of two bolted-together aluminum-alloy castings sec
tions instead of welded-together extruded rails and stamped cross braces, reducing complexity and weight.
Front and rear suspension are fully adjustable for spring preload, compression damping and rebound damping.
Kayaba inverted, cartridge forks have redesigned 43mm inner tubes, plated with anti-stiction, anti-wear Diamond
Like Coating (DLC).
A new, more-linear link is used with the Kayaba piggyback reservoir rear shock, improving suspension response
and feedback.
New cast-aluminum-alloy wheels have redesigned, thinner spokes with optimized wall thickness, reducing
unsprung weight by 300 grams per wheel. Rim dimensions remain 3.50 x 17-inch front and 6.00 x 17-inch rear,
carrying 120/70ZR-17 front and 190/50ZR-17 rear Bridgestone Battlax radial tires.
Fully floating front brake discs measure 310mm and provide better feel and performance. Opposed-four-piston
radial-mount front brake calipers feature aluminum-alloy pistons and are controlled by a radial-piston master
cylinder.
Rear brake consists of a 220mm disc and a dual-opposed-piston caliper, with aluminum-alloy pistons.
Aggressive, new bodywork is wind-tunnel-developed and contributes to overall performance with the rider
aboard.
Shorter, narrower fuel tank is no wider than the seat, and the frame itself is narrower at its widest point, allowing
the rider's elbows and knees to fit inside the fairing, reducing drag.
New, reshaped dual headlights are vertically stacked, allowing the intake ducts to be located closer to the center
of the fairing nose, where air pressure is highest, improving ram-air efficiency.
Front turnsignals are integrated into the streamlined mirrors, and the rear turn signals are built into the
tailsection.
Lighting, Instrumentation and Electrical Features:
Stacked multi-reflector headlights use a 55-watt H7 halogen low beam above and a 65-watt HB3 high beam
below.
Reshaped taillight/brake light now has a clear external lens, with solid-state red Light Emitting Diodes (LEDs)
underneath.
Redesigned, lighter-weight instrument cluster includes easy-to-read analog tachometer and LCD read-outs for
speedometer, odometer, dual tripmeters, clock, coolant temperature and a new, exclusive gear-position indicator.
LED turnsignal, high-beam, neutral and fuel-level indicator lights are used, and a separate set of LED lights indi
cate fuel injection, coolant temperature and oil pressure warnings. A shift light can be programmed to come on
at a preset rpm.
A new-design generator is more compact and lighter, without sacrificing power output.
Battery features a new plate design that's 500 grams lighter and 25mm shorter without changing output capacity.
As before, the GSX-R1000 has a compact, lightweight starter motor built using rare-earth magnets.
The Engine Control Module (ECM, or black box) is 9mm narrower side-to-side (131mm versus 140mm), 4mm
shorter front-to-rear (96mm versus 100mm) and 9mm thinner top-to-bottom (25.5mm versus 34.5mm). The
ECM is also about 20 grams lighter.
Suggested Retail: $10,899.00
