Suzuki’s GSX-R1000 has seen incremental improvements over the years, but the 2009 model is the first all-new iteration of the flagship superbike since 2001. Suzuki motorcycle engineers altered virtually every aspect of the GSX-R1000 for 2009 in order to build a modern superbike. A more compact twin spar frame shortens the wheelbase for more maneuverability, while a longer aluminum alloy swingarm is arched to accommodate new twin titanium exhaust cans. The first redesigned GSX-R1000 since 2001, an all-new flagship that promises more power, less weight, and even more flagship-worthy charisma. The retail price for the GSX-R will be $12,899.
The GSXR-1000′s styling is also revised, with graphic-less fairings that are narrower for aerodynamics, as well as a revised air-ram intake on the nose. Overall mass has been cut 6 pounds for a total wet weight of 452 pounds. Equipped with Showa’s new Big Piston Forks (BPF) with endurance race proven design, these, combined with a new rear shock absorber that features high and low-speed compression damping, offer superb feedback and response with reduced weight too. The new lightweight, race-proven mono-block forged radial calipers, mated to fully-floating 310mm discs offer superb stopping power.
An updated instrument cluster provides what is almost an overload of information, including a three-stage shift-light, lap timer, gear position indicator, A-B-C mode display, plus digital speedo and analog tach, along with several other standard functions. Suzuki left no stone unturned in this regard. Other changes include the movement of the A-B-C mode selector to the underside of the left clip-on, while in its old place on the right side is a toggle that allows the rider to scroll through a host of options – trip meter, lap timer, etc. – without having to reach up to the dash while riding.
The all-new 999cc inline 4-cylinder engine is more compact while producing greater torque and horsepower. The Suzuki sportbike features the first totally new engine a GSX-R1000 has seen since its inception. A different lubrication system pumps oil through the center of the crankshaft now and directly to the connecting rod journals. Called a crankshaft-end lubrication system, it’s the first of its kind for any four-cylinder production Suzuki. Changing the bore and stroke to 74.5 mm x 57.3 mm as opposed to 73.4 mm x 59.0 mm makes for a more over-squared design.
[Source: Motorcycle About]
