There are two new machines ready to up the ante in the literbike class for 2007, and the first to surface is the new Suzuki GSX-R1000. The winner of our last two Superbike Smackdowns gets a complete makeover, including a new look that is certain to polarize opinions.
But the big news is a more-powerful motor that features an industry-first three-stage power adjustment system that can be altered on-the-fly by a controller on the right clip-on. Details so far are scant, but it's easy to theorize that the four-times faster engine management system dials out some power in its “wet” mode for riding in low-traction situations, with two other higher-performance settings for use when there's more grip. It may also include some form of traction control. We're looking forward to bringing you more details on this advanced system when they become available.
At the heart of the K7 is a fuel-injected 999cc 4-cylinder engine with the same bore and stroke figures as last year. Its 73.4mm bore was already the smallest in the class, so we don't anticipate much, if any, of a redline increase from its 13,100 rev limit (13,500-rpm claimed).
That said, Suzuki is promising a healthy power increase from the motor that boasts 8% larger intake and exhaust ports and titanium valves that are now larger on the exhaust side. Suzuki's Dual Throttle Valve (SDTV) fuel injection system features 12 smaller holes (instead of four) for better fuel atomization, and its secondary injectors are now located at a steeper angle for improved response. Ventilation holes between the cylinders that reduce pumping losses are now bigger at 48mm, and new reed-valve in the crankcase breather prevents pressure waves originating in the airbox from reaching the crankcase.
A hydraulic clutch with a radial master cylinder is intended to keep clutch feel consistent, while a back-torque-limiting slipper clutch makes its return to keep the rear wheel under control during downshifts while decelerating. A redesigned trapezoidal-shaped radiator increases cooling effectiveness by a claimed 10% along with a 30% more efficient oil cooler and larger oil pump.
The exhaust system is the first thing people will notice is very different about the redesigned GSX-R1000. This Suzuki Advanced Exhaust System (SAES) features equal-length head pipes pushing spent fumes to an under-engine chamber and on through the new power valve in the mid-pipe before they exit out of a set of low-mount dual titanium/aluminum canisters. Euro 3 emissions regulations force the addition of a catalyzer which, together with the twin mufflers, are the likely result of the bike's claimed dry weight increase of 14 pounds, now up to an alleged 379.
The added poundage is apparently not the cause of a new aluminum alloy twin-spar frame that is said to be lighter and built from fewer pieces. Out back, a braced aluminum swingarm is claimed to be more rigid. More interesting is “an innovative new link system which pivots on the swingarm itself for increased traction and reduced side loads.” Whether this is a form of Honda's Unit Pro-Link design used on Big Red's CBRs will be determined when we have complete info.
The front end is steered by another fully adjustable 43mm fork with Diamond-Like Coating on the fork tubes for low stiction. But new for '07 are larger outer tubes below the triple clamp for less flex, and they now include separate high- and low-speed compression damping circuits (as does the rear shock). The fork's rake angle is thus far a secret, but we do know the bike's trail has been reduced a tiny 2mm to 98mm and its wheelbase has been lengthened 0.4-inch to 55.7 inches, tying Yamaha's 2004-06 R1 for the longest in the literbike class. Should this geometry prove to be too much, a new steering stabilizer controls damping force electronically by varying internal oil flow via a solenoid and a tapered needle valve.
Radial-mount brakes are a given in this class, and the Gixxer also gets a claimed braking improvement by incorporating 12 floating mounts for the 310mm rotors instead of the old bike's 8. The greater number of mounting buttons has the potential to transfer more heat away from braking surface. Since the discs themselves can run cooler, they are now 0.5mm thinner to reduce weight.
Visually, the new GSX-R 1K is sure to polarize opinions. Naturally, it's said to be a more aerodynamic shape, with a reduced frontal area and a slightly taller windscreen. The nose is built around vertically stacked headlights with a projector high beam that are framed by air intakes for the ram-air system. The fuel tank is shorter (though still at a generous 4.8 gallons), allowing the rider to be placed closer to the front wheel.
A great idea borrowed from the GSX-R600/750 is the adjustable footpegs that can be placed in one of three different positions to suit rider preference. A new instrument cluster includes all the typical stuff and adds a gear-position readout, shift light and an indicator that displays which performance setting the rider has selected on the electronic power adjustment system.
There's not much else we can tell you about this evolution of one of the most popular sportbikes on the market. Expect them to cause a commotion when they hit dealers in February for a suggested price of $11,399 in your choice of Blue/White, Black/Orange, or Yellow/Silver.
