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The 2017 Suzuki GSX-R1000R & GSX-R1000!

Suzuki Unveils The Mighty 2017 GSX-R1000R & GSX-R1000 Base Model!

Updated August 14, 2018

Suzuki has unveiled two new stunning models: the 2017 GSX-R1000R and GSX-R1000, but is it enough to keep up with Yamaha, Kawasaki and Honda? Here, we’ll give you the lowdown on the two new models, and we’ll let you be the judge… Ever since the covers came off the two new machines at Cologne’s INTERMOT show, we’ve been excited. Why? Because the all new 2017 GSX-R1000R and GSX-R1000 are sublime and sophisticated, in every sense of the word. It’s been a long time coming, Suzuki – but boy, it’s been worth the wait.

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To give you a quick overview, we have the base GSX-R1000, the sportier and premium GSX-R1000R, and further up the evolutionary scale, you’d find the Suzuki GSX-“RR” – keep the “RR” in mind, because it’s thanks to that MotoGP prototype that we have this unprecedented new generation of GSX-Rs. It’s no secret that there is a lot of MotoGP inspired flair in these two bikes, and that’s thanks to Shinichi Sahara: the GSX-R1000 project manager, and former MotoGP technical director. Using his experience, he managed to develop a brand new engine, capable of 202 hp at 13,200 rpm, making it Suzuki’s most powerful GSX-R of all time.

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Now that 202 hp figure has been quoted by Suzuki, but we’ve also been told 199.2 hp too, however, if it’s one or the other, it doesn’t really matter at this stage in the game. It’s only just been unveiled, and we’ll get proper clarification sooner or later. Either way, it’s not about the power figures; the new breed of GSX-R1000s come filled to the brim with modern technology, and that’s what gives it the edge.

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Both models come equipped with an all-new 999.8cc inline four power plant, but it’s Suzuki’s revolutionary Variable Valve Timing, and finger following valve train that give it such an incredible top end power boost. This awesome system was tried and tested on the GSX-RR MotoGP bike, and if you’ve been following the 2016 season, particularly with an eye on Maverick Vinales, you’ll know that it works.

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The Variable Valve Timing differs from other manufacturers units, because Suzuki’s is purely mechanical and neither hydraulic or electronic. The new finger-follower valve train allows the GSX-R to rev higher than ever, increasing top end power. The engine has also been designed to accommodate new pistons, pins and rings, and titanium valves and new cam shafts. The engine also comes with new exterior dimensions and a new layout. This is to improve the GSX-R’s cornering abilities, and improve front end feel and increased stability.

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There’s also a new slipper clutch in there for good measure, and a new cooling system with a more efficient radiator, with dual electric fans.

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Honda aren’t the only ones boasting the impressive multi-directional inertial measurement unit, because Suzuki have got one too. In fact, Honda’s is 5-axis…but Suzuki’s is 6! The new IMU has been complimented with a sophisticated 10-mode traction control system, cornering ABS, and three distinct rider modes. There are differences between the GSX-R1000 and R1000R electronics packages. Both will get the new IMU, traction control settings, and will in turn come with gear positioning sensor, crank position sensors and throttle valve sensors, which will be processed by the ECU for optimum traction.

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Braking electronics are a little different though. Both versions have been treated with the Suzuki Motion Track Brake System, but only the GSX-R1000R gets the full “whilst leaning the f*ck over” ABS. The GSX-R1000 still has a decent ABS package, and an improved Anti Stoppie system too.

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Both models come with an up and down quickshifter. In the electronics department though, the 2017 GSX-R1000R model comes with the added bonus of a clever launch control system that limits engine RPM and controls the throttle valve, keeping starting wheelies to a minimum…

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Both models are built on top of a brand new aluminum frame, which is around 10% lighter than the previous incarnation. It’s narrower, lighter, and more agile too. Both come with a new swingarm that promises improved handling. Although the two versions share the same frame, the suspension systems are very different. The base GSX-R uses Showa Big Piston front forks, and a Showa rear shock, while the 2017 GSX-R1000R is supported by Showa’s top of the line Balance Free front forks, and rear shock.

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The braking duties are handled by Brembo monobloc calipers, but they’re working in tandem with bigger 320mm rotors than before.

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The instrumentation is also brand new, with a fancy LCD dash; the base model gets a black on white dash display, while the 2017 GSX-R1000R gets an inverted version. The lighting arrangements are all LEDs, at the front and back, including turn signals, but the R1000R comes with a set of LED DRLs, too.

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And then there’s the overall look of the machinery. It’s more than a little bit MotoGP inspired, wouldn’t you say? And that’s no bad thing. The front headlight is a bit too MV Agusta for my liking, but it works. Aside from that, everything looks great, and aerodynamic efficiency has been improved, and the air intake has been better positioned for increased airflow. All in all, good job. Now, if we can all just ignore that exhaust, then we’ve got a killer superbike on our hands. Talking of the exhaust, surely for an “R” version, Suzuki could’ve called in some help from Yoshimura?

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No word on price yet, but you can expect the GSX-R1000 in showrooms in early 2017, with the GSX-R1000R to follow much later on in the year. Worth saving your pennies for, I’d say.

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Joe Appleton
About Joe Appleton

I’ve done a bit of work here and there in the industry – I’ve even ridden a few bikes for actual money but what it comes down to is this: I ride bikes, build bikes and occasionally crash ‘em too. I like what I like but that certainly doesn’t make my opinion any more valid than yours…

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