2021 Suzuki GSX-R1000R 100th Anniversary Guide

2021 Suzuki GSX-R1000R 100th Anniversary

2021 Suzuki GSX-R1000R 100th Anniversary2021 Suzuki GSX-R1000R 100th Anniversary

2021 Suzuki GSX-R1000R 100th Anniversary : OWN THE ROADS AND THE RACETRACK.

Introducing the 2021 Suzuki GSX-R1000R 100th Anniversary Guide…

That’s why we’ve built you the most advanced, most exciting GSX-R in history, with an aggressive new look to match.

As Suzuki marks its 100th anniversary as a company in 2020, the new 2021 GSX-R1000R 100th Anniversary Edition arrives to celebrate the brand’s achievements on the racetrack.

In 1985, Suzuki revolutionized the sportbike category with the introduction of the original GSX-R750, then rewarded enthusiasts and racers in 2001 with the original GSX-R1000. Now, the limited-availability GSX-R1000R 100th Anniversary Edition also recognizes Suzuki’s 60th year in racing, a milestone celebrated with the MotoGP team’s retro-inspired livery. The MotoGP GSX-RR’s traditional blue and slate silver paint scheme pays homage to Suzuki’s early Grand Prix machines of the 1960s.

At the pinnacle of the GSX-R family of ultra-high performance motorcycles, the GSX-R1000R’s versatile engine provides class-leading power that is delivered smoothly and controllably across a broad rpm range. The compact chassis delivers nimble handling with excellent suspension feel and braking control, ready to conquer a racetrack or cruise a country road. Advanced electronic rider aids enhance the riding experience while the distinctive, aerodynamic GSX-R bodywork slices through the wind.

The GSX-R1000R 100th Anniversary Edition has an unmatched combination of reliability, durability, usability, and overall performance with excellent racing potential in a striking package that respects a century of Suzuki excellence.

 

AN UNBEATABLE PACKAGE
The Suzuki GSX-R series has defined sportbike performance for over 30 years, with more than a million sold worldwide. So the dedicated Suzuki engineers who have devoted their lives to the GSX-R take their responsibilities very seriously: every GSX-R must be very light and the best performing in its class, in an unbeatable package.

GSX-R POWER
The most powerful, hardest accelerating GSX-R ever built. It’s also the most compact, most aerodynamic and the best handling GSX-R1000. With a supremely effective electronic engine management system, derived from MotoGP technology, it maximises drivability from the 202PS engine without being complicated to use. It’s time to Own the Racetrack.

ANNIVERSARY EDITION
This special edition GSX-R1000R marks 100 years since the incorporation of Suzuki and comes complete with the same historically inspired livery as the stunning GSX-RR MotoGP racing machines. The striking blue and silver livery pays homage to the early Grand Prix racing Suzukis and sets these modern GSX-R1000R apart from anything else out there, available in very limited numbers.

R EXTRAS
There are two versions of the GSX-R1000 available. The higher specification GSX-R1000R comes fitted with Lean angle sensitive ABS¹, Balance Free suspension, launch control, braided front brake hoses, adjustable swingarm pivot, LED position lights, Negative instrument display and lightweight upper yoke as standard.

THE PERFECT BALANCE
Equipped with the latest Showa BFF (Balance Free Front) forks and BFRC lite (Balance Free Rear Cushion) lite shock, developed for racing. Both improve cornering traction by delivering smoother, more controlled travel and better reaction to surface imperfections.

AN ALL NEW CHASSIS
The new chassis is more compact and narrower. The new bolt-on rear subframe is now made of square aluminium tubing, reducing weight by 38%. A new aluminium swingarm is braced on both sides instead of on one, to improve weight and rigidity balance.

NEW BREMBO DISCS AND CALIPERS
Brembo stainless steel brake discs are 10 mm larger in diameter, measuring 320 mm. Each disc features a hybrid mounting system using a 50/50 combination of 5 conventional spring loaded floating pin mounts and 5 Brembo T-drive floating mounts. The GSX-R1000’s Brembo radial-mount, monobloc front brake calipers each use braided hoses and have four 32 mm pistons working with a radial-pump, 19 mm master cylinder. The rear brake system uses a single-piston caliper and a 220 mm disc.

ADVANCED RIDER TECHNOLOGY
The GSX-R1000R is equipped with some of the most advanced rider technology available, including a new Motion Track Brake System¹, Motion Track TCS (Traction Control System²), Suzuki Drive Mode Selector, Launch Control and a Bi-Directional Quick Shift System.

AERODYNAMIC BODYWORK
The GSX-R1000R has sleeker and more aerodynamic bodywork designed to improve handling and top speed on the racetrack. The bodywork has a more connected flow line from the fairing nose to the tail section. It’s lighter, producing less moment inertia and less leverage on the centre of gravity. And it directs the airflow to improve engine and brake cooling while also increasing down force, rider wind protection, and engine efficiency.

 

It started with a goal: Reclaim the GSX-R1000’s sportbike performance leadership.

The discussion went from there. The fundamental capabilities that make a great sportbike were distilled down to three words: Run. Turn. Stop. Make the GSX-R1000 run better, turn better and stop better than any other sportbike.

Run: Build a more compact and lighter engine with class-leading power, delivered smoothly and controllably across a broad rpm range, equally suited for driving hard out of a racetrack corner or accelerating effortlessly onto a public highway.

Turn and Stop: Design a more compact chassis delivering nimble handling with excellent front-end feel and braking, as useful for trail-braking on the racetrack as for rolling into tight corners on a country road. Add advanced electronics that aren’t too complicated to actually use, plus bodywork with refined aerodynamics that reduce drag at top speed on the racetrack and improve rider comfort on brisk street rides.

In short, develop an unmatched combination of reliability, durability, usability and overall performance with excellent racing potential in a package that works as well for street riders as it does for track-day riders and amateur or professional racers.

The work was in the details. Engine dimensions, shape, and positioning affect wheelbase and swingarm length and overall handling, as well as the room available for the fuel tank and air cleaner box and ram-air intake ducts and the width of the frame itself. The frame and chassis design can equally affect engine design, packaging and positioning, including cylinder angle and the throttle body downdraft angle–which in turn can affect combustion efficiency and throttle response and overall performance. It’s all connected.

Cue the Suzuki Integrated Design approach, with a dedicated team of talented engine, chassis, electronic and aerodynamic engineers working together on the overall design of a groundbreaking sportbike.

 

Own The Racetrack

The design team quickly settled on basic engine design goals. The engine would rev higher and make more peak horsepower, while maintaining excellent low-to-mid-range power and drive. It would be a compact and lightweight Inline Four, DOHC with chain cam drive and four titanium valves per cylinder set at narrow angles, with a more over-square bore/stroke ratio, a higher redline and a higher compression ratio.

The details started with bore and stroke of 76 mm x 55.1 mm and 999.8 cm3 of displacement. Followed by a valve train developed in MotoGP competition, using thinner-wall, hollow camshafts operating lighter, F1-style pivoting finger followers. Each finger follower is 6 grams lighter than a conventional bucket tappet (10 grams vs. 16 grams), and because each follower pivots on a fixed shaft, its moving mass is just 3 grams. The lighter moving mass allows maximum engine rpm and valve lift to be increased while improving valve response and maintaining accurate valve control. Each finger follower in the GSX-R1000 is designed based on the actual followers used in the GSX-RR MotoGP racebike, including a DLC coating to increase durability.

Finger followers positioned between the valves and the cam lobes are by nature thicker than the top of conventional bucket tappets. To minimize the resulting increase in overall cylinder head height, conventional aluminum valve spring retainers are replaced with thinner, steel valve spring retainers.

The exhaust valves are made out of titanium instead of steel, are slightly smaller (measuring 24 mm instead of 25 mm) and are lighter (by 8.2 grams each). The reduction in exhaust valve weight contributes to the engine’s ability to reliably turn higher rpm, and slightly larger (31.5 mm instead of 30 mm) titanium intake valves help add high-rpm power. But exploiting the higher engine speed and increasing the high-rpm power without affecting lower and mid-rpm power presented a challenge. The valve timing needed for higher peak power also reduces mid-range and lower-rpm power.

 

The Suzuki Racing VVT (SR-VVT), Suzuki Exhaust Tuning-Alpha (SET-A), and Suzuki Top Feed Injector (S-TFI) systems combine to make the Broad Power System, increasing high-rpm performance without reducing low and mid-range performance. The result is strong, linear power and enhanced acceleration throughout the rpm range.

The solution was the Suzuki Racing Variable Valve Timing (SR-VVT) system developed in MotoGP racing. Unlike complicated systems used by other manufacturers, the SR-VVT system is simpler, more compact, and lighter. The system is built into the intake cam sprocket and an adjacent guide plate, using 12 steel balls positioned between slanted radial grooves in the intake cam sprocket and straight radial grooves in the guide plate attached directly to the camshaft. As centrifugal force moves the balls outward at high rpm, the offset grooves align, rotating the position of the cam sprocket on the camshaft and retarding intake cam timing, adding significantly to high-rpm power.

The beauty of the SR-VVT system is in its compact simplicity, light weight, reliability and seamless operation. Centrifugal force is constantly produced when the engine is running, and is free in that it does not use power that could otherwise turn the rear wheel. For more than a decade, racers have not been able to feel when the system moved to change the valve timing. What they have been able to feel is a seamless, significant increase in high-rpm power, without sacrificing any low or mid-range. And the system is built into existing parts, takes up no extra room in the engine, with a minimal weight increase.

 

The GSX-R1000’s 4-into-2-into-1 thin-wall stainless-steel Suzuki Advanced Exhaust System (S-AES) is also designed to increase high-rpm horsepower without reducing mid-range and lower-rpm power. GSX-R1000 models have long used a servo-operated Suzuki Exhaust Tuning (SET) butterfly valve built into the mid-pipe to help maximize torque throughout the rpm range by optimizing back pressure based on engine rpm, throttle position and gear position. But the GSX-R1000’s exhaust system improves on that idea with the addition of Suzuki Exhaust Tuning-Alpha (SET-A) butterfly valves .

A header balance tube connects the head pipes for cylinders #1 and #4, and another header balance tube connects the head pipes for cylinders #2 and #3, a design feature that normally increases high-rpm power at the expense of mid-range and lower-rpm power. Suzuki engineers added a servo-operated SET-A butterfly valve in each header balance tube, which remains closed to enhance mid-range and low-rpm power, then opens at high rpm to add significant top-end power.

Each forged aluminum piston has short skirts and cutaway sides to reduce weight and friction, a DLC-coated wrist pin to reduce friction and a carefully shaped piston dome to increase compression while also enhancing combustion efficiency. The L-shaped upper compression ring is pushed out against the cylinder wall by combustion pressure, reducing blow-by and improving sealing. The oil control ring features a chrome-nitride coating, which is harder and smoother than conventional chrome plating, reducing friction, increasing durability, and also enhancing sealing.

The throttle bodies are 19 mm shorter, simpler, lighter and more compact than the previous model’s throttle bodies, with a larger bore (46 mm versus 44 mm). Each one has a single butterfly valve controlled by an advanced electronic engine management system, and each cylinder is fed by two ultra-fine-atomization 10-hole injectors. One injector is mounted at a steep angle in the throttle body itself and operates any time the engine is running. A second showerhead injector—also known as a Top Feed Injector (TFI)–is mounted in the top of the air cleaner box, directly over each throttle body’s intake funnel (or velocity stack), and operates at higher rpm. The TFI showerhead injector delivers additional fuel in an improved spray pattern designed to enhance combustion efficiency, throttle response and top-end power.

The IMU-based advanced engine management system is operated by a 32-bit dual processor ECM (Engine Control Module). As the rider turns the handlebar twist grip, the ECM reads throttle position, crankshaft position and rpm, gear position, front and rear wheel speed, IMU position, and exhaust oxygen content. The system then opens or closes the throttle body butterfly valves and increases or reduces the amount of fuel injected to maximize intake charge velocity and produce the most efficient and complete combustion possible. The result is more linear throttle response along with more power, more torque and reduced emissions across the rev range.

The S-DSI system delivers advantages of variable-length intake funnels (or velocity stacks) without extra weight, complexity, or cost. The S-DSI funnels use a stacked, dual-stage design, with a longer funnel positioned over a short funnel, and a gap in between.

The dual-stage S-DSI funnels are fitted to cylinders #1 and #4, with conventional funnels fitted to cylinders #2 and #3. Shorter conventional funnels are better for high-rpm power and longer conventional funnels are better for low and mid-range power. Thanks to the physics of air flow, S-DSI funnels provide the best of both, acting like a longer funnel at low and mid rpm, and acting like a shorter funnel at higher rpm.

At low and mid rpm, most of the air flows through the longer, upper funnel into the short funnel, increasing low-end and mid-range power. At higher rpm, more air flows around the base of the longer upper funnel and directly into the short lower funnel, increasing top-end power. Using two S-DSI funnels and two conventional funnels helps produce a broader powerband and a seamless transition from low and mid-range into the high-rpm range.

The pistons are carried by chrome-molybdenum steel connecting rods with a carburized surface treatment to increase strength. The cylinders are built into the upper crankcase casting and are plated with Suzuki’s own race-proven nickel-phosphorus-silicon-carbide bore coating known as SCEM (Suzuki Composite Electrochemical Material), reducing friction and improving heat transfer, durability and ring seal.

Cutouts in the sides of the cylinder bores (below the piston stroke) allow air trapped underneath each descending piston to quickly escape to adjacent cylinders where pistons are rising. The cutouts minimize internal crankshaft air-pressure resistance to downward piston movement, reducing mechanical power loss, and contributing to better ring seal.

Careful design of internal passageways increased the rate at which coolant flows through the cylinder head and dramatically improved heat transfer. A higher-capacity radiator equipped with dual fans helps make the cooling system more efficient even with a smaller volume of coolant, contributing to weight reduction.

The close-ratio six-speed transmission has the previous model’s internal ratios and vertically staggered shafts to reduce overall engine length.

But the gears are redesigned to handle the power increase. A Suzuki Clutch Assist System (S-CAS) uses a pressure plate with built-in engagement ramps and cams. The S-CAS design automatically reduces pressure on the plates, (increasing slip and limiting back-torque), during deceleration, downshifts and hard braking on the racetrack. The system also reduces slip by increasing mechanical pressure on the plates during acceleration, allowing the use of lighter clutch springs and making it easier to pull in the clutch lever.

 

The IMU-based advanced engine management system is operated by a 32-bit dual processor ECM (Engine Control Module). As the rider turns the handlebar twist grip, the ECM reads throttle position, crankshaft position and rpm, gear position, front and rear wheel speed, IMU position, and exhaust oxygen content. The system then opens or closes the throttle body butterfly valves and increases or reduces the amount of fuel injected to maximize intake charge velocity and produce the most efficient and complete combustion possible. The result is more linear throttle response along with more power, more torque and reduced emissions across the rev range.

The S-DSI system delivers advantages of variable-length intake funnels (or velocity stacks) without extra weight, complexity, or cost. The S-DSI funnels use a stacked, dual-stage design, with a longer funnel positioned over a short funnel, and a gap in between.

The dual-stage S-DSI funnels are fitted to cylinders #1 and #4, with conventional funnels fitted to cylinders #2 and #3. Shorter conventional funnels are better for high-rpm power and longer conventional funnels are better for low and mid-range power. Thanks to the physics of air flow, S-DSI funnels provide the best of both, acting like a longer funnel at low and mid rpm, and acting like a shorter funnel at higher rpm.

At low and mid rpm, most of the air flows through the longer, upper funnel into the short funnel, increasing low-end and mid-range power. At higher rpm, more air flows around the base of the longer upper funnel and directly into the short lower funnel, increasing top-end power. Using two S-DSI funnels and two conventional funnels helps produce a broader powerband and a seamless transition from low and mid-range into the high-rpm range.

The pistons are carried by chrome-molybdenum steel connecting rods with a carburized surface treatment to increase strength. The cylinders are built into the upper crankcase casting and are plated with Suzuki’s own race-proven nickel-phosphorus-silicon-carbide bore coating known as SCEM (Suzuki Composite Electrochemical Material), reducing friction and improving heat transfer, durability and ring seal.

Cutouts in the sides of the cylinder bores (below the piston stroke) allow air trapped underneath each descending piston to quickly escape to adjacent cylinders where pistons are rising. The cutouts minimize internal crankshaft air-pressure resistance to downward piston movement, reducing mechanical power loss, and contributing to better ring seal.

Careful design of internal passageways increased the rate at which coolant flows through the cylinder head and dramatically improved heat transfer. A higher-capacity radiator equipped with dual fans helps make the cooling system more efficient even with a smaller volume of coolant, contributing to weight reduction.

The close-ratio six-speed transmission has the previous model’s internal ratios and vertically staggered shafts to reduce overall engine length.

But the gears are redesigned to handle the power increase. A Suzuki Clutch Assist System (S-CAS) uses a pressure plate with built-in engagement ramps and cams. The S-CAS design automatically reduces pressure on the plates, (increasing slip and limiting back-torque), during deceleration, downshifts and hard braking on the racetrack. The system also reduces slip by increasing mechanical pressure on the plates during acceleration, allowing the use of lighter clutch springs and making it easier to pull in the clutch lever.

The Suzuki Racing VVT (SR-VVT), Suzuki Exhaust Tuning-Alpha (SET-A), and Suzuki Top Feed Injector (S-TFI) systems combine to make the Broad Power System, increasing high-rpm performance without reducing low and mid-range performance. The result is strong, linear power and enhanced acceleration throughout the rpm range.

The solution was the Suzuki Racing Variable Valve Timing (SR-VVT) system developed in MotoGP racing. Unlike complicated systems used by other manufacturers, the SR-VVT system is simpler, more compact, and lighter. The system is built into the intake cam sprocket and an adjacent guide plate, using 12 steel balls positioned between slanted radial grooves in the intake cam sprocket and straight radial grooves in the guide plate attached directly to the camshaft. As centrifugal force moves the balls outward at high rpm, the offset grooves align, rotating the position of the cam sprocket on the camshaft and retarding intake cam timing, adding significantly to high-rpm power.

The beauty of the SR-VVT system is in its compact simplicity, light weight, reliability and seamless operation. Centrifugal force is constantly produced when the engine is running, and is free in that it does not use power that could otherwise turn the rear wheel. For more than a decade, racers have not been able to feel when the system moved to change the valve timing. What they have been able to feel is a seamless, significant increase in high-rpm power, without sacrificing any low or mid-range. And the system is built into existing parts, takes up no extra room in the engine, with a minimal weight increase.

Packaging The Engine And Chassis

The GSX-R1000’s advanced electronic management system incorporates feedback from a Continental Inertial Measurement Unit (IMU) which tracks the motion and position of the motorcycle in 6-directions, along 3-axis, Pitch, Roll and Yaw.

Monitoring these motorcycle motions in real time allows traction, braking and cornering control to be more precise and effective. The GSX-R1000’s IMU-based systems are a product of advanced engineering, developed in MotoGP competition.

IMU To Track Motorcycle Motion

Suzuki’s advanced Motion Track TCS allows the rider to select 10 different levels of traction control intervention, depending upon road or racetrack conditions as well as personal preference and experience. The power mode and level of TCS intervention can be changed while riding, as long as the throttle is closed.

The Motion Track TCS continuously monitors front and rear wheel speed, throttle position, crankshaft position, gear position, and motorcycle motion, and quickly reduces engine power output when a loss of traction is detected or predicted. Power output is controlled by managing ignition timing and throttle valve position.

Motion Track TCS reads sensor input every 4-milliseconds (0.004-second), for precise response. And by using input from the IMU (Inertial Measurement Unit), the ECM can calculate the motorcycle’s motion in 6-directions (along 3-axis, Pitch, Roll and Yaw), for more precise traction control.

The rider can chose from 10 levels of Motion Track TCS intervention: Mode 1 is the minimum, Mode 10 is the maximum intervention level. Modes 1-4 are designed for racetrack riding; Modes 5-8 are designed for street riding; and Modes 9-10 are designed for slippery road conditions.

Modes 1-4 allow some rear-wheel spin on the racetrack, for the experienced rider who prefers minimal electronic intervention. In Modes 5-8, the Motion Track TCS intervenes earlier than it does in Modes 1-4. When the motorcycle reaches a specific lean angle, the system softens the throttle response and power delivery for easier control using the throttle twist grip. When wheel spin or slide is detected, the system immediately reduces power. Modes 9-10 are designed for slippery road conditions, and the system activates earlier than in other modes.

The instrument panel indicates what Mode has been selected, and a light shows when Motion Track TCS intervention is active.

Suzuki’s Low RPM Assist system monitors and automatically adjusts engine rpm when taking off from a stop or riding slowly. The system makes it easier to pull away from a standstill or maneuver in heavy traffic or through a crowded parking lot.

The dual processor ECM also runs a one-touch Suzuki Easy Start system, and an idle-speed system, which improves cold starting, reduces cold-start emissions and stabilizes engine idle under various conditions, based on coolant temperature.

The convenient Suzuki Easy Start System automatically starts the engine with one touch of the starter button mounted in the switch module on the right handlebar; there’s no need to hold the button down until the engine fires. Thanks to the system, the rider doesn’t have to pull the clutch lever in to start the engine, as long as the transmission is in neutral.

The GSX-R1000/R model also have a racing-type bi-directional quick shift system, allowing the rider to upshift and downshift without using the clutch or the throttle.

The quick shift system allows the rider to upshift smoothly and quickly at full throttle, without closing the throttle. The system automatically interrupts power delivery just long enough (between 50 and 75 milliseconds, depending upon the sensitivity adjustment) to unload the transmission gear dogs and allow a clean upshift, producing smoother, almost uninterrupted acceleration. For quicker and smoother downshifts without manually blipping the throttle twist grip or using the clutch, the system automatically opens the throttle valves just enough to increase rpm and match engine speed to the next-lower gear ratio.

The quick shift system monitors shift-linkage stroke and shift-cam rotation as well as engine rpm.

The previous generation GSX-R1000 has won many national and world championship races and titles around the world. But professional racers asked for more front-end feel and feedback under racing conditions. Testing revealed that reducing the distance between the front axle and the swingarm pivot could improve the rider’s ability to feel what the front tire was doing during hard cornering on the racetrack.

To find the room to reduce the distance from the front axle to the swingarm pivot, the engineers reduced the forward angle at which the cylinders are inclined from vertical, from 32 degrees to 26 degrees. That made the engine shorter from the front of the cylinder head to the rear of the crankcases, and provided the room.

Meanwhile, the increase in cylinder bore made the engine’s cylinder/cylinder-head assembly slightly wider. But re-routing the oil passageways in the crankcases made the engine 6.6 mm narrower at its widest point, contributing to better aerodynamics via a smaller frontal projected area.

The GSX-R1000’s chassis is more compact and narrower than the previous model’s chassis. Suzuki engineers designed a twin-spar aluminum perimeter frame that’s 20 mm narrower at the widest point between the spars and weighs 10% less. It’s constructed of four sections, welded together. Two main spar sections are built up using inner castings and outer stampings to optimize torsional rigidity, and link the cast steering head/front engine hanger section to the cast rear section incorporating upper and lower rear engine mounts and swingarm pivot plates. The frame is 60 mm wider and stronger at the rear engine mounts, reducing vibration.

The standard GSX-R1000 model’s Showa BPF (Big Piston Front) forks out-perform the suspension fitted to the standard models sold by competitors. The design eliminates the internal cartridge assembly used in conventional forks and instead uses a larger piston riding against the inside wall of the inner fork tube itself. The design responds well to small bumps with more effective compression damping, especially during hard braking on the racetrack. BPF forks feature adjustable rebound damping, compression damping and spring preload.

The standard model’s Showa rear shock works with a progressive linkage and rebound damping and both high-speed and low-speed compression damping are adjustable, as are spring preload and rear ride height.

The GSX-R1000R model goes a step farther with the latest Showa BFF, or (Balance free Front) forks and BFRC lite, or (Balance Free Rear Cushion lite) shock, developed for racing and adapted to mass production. Both improve cornering traction by delivering smoother, more controlled travel and doing a better job of dealing with pavement imperfections.

Brembo stainless steel brake discs are 10 mm larger in diameter, measuring 320 mm. Each disc features a hybrid mounting system using a 50/50 combination of 5 conventional spring loaded floating pin mounts and 5 Brembo T-drive floating mounts. The Brembo T-drive floating mounts are lighter yet have more contact area between the disc and inner carrier, requiring fewer mounts (10) than conventional mounts alone (12), minimizing the weight gain from the larger discs.

But T-drive mounts can also produce an audible rattle in certain conditions. Conventional spring-loaded pin mounts are slightly heavier and produce a smaller contact area, but are quieter. Using a combination of T-drive and pin mounts reduces rattle as well as requiring fewer mounting points.

The GSX-R1000’s Brembo radial-mount, monoblock front brake calipers each have four 32 mm pistons and work with a radial-pump, 19 mm master cylinder. The rear brake system uses a single-piston caliper and a 220 mm disc. The end of the front brake lever is slotted to reduce the chance that wind pressure will induce brake drag at high speed.

Light-weight, 6-spoke cast aluminum wheels contribute to nimble handling and sporty appearance. Bridgestone BATTLAX RACING STREET RS11 radial tires have earned a good reputation worldwide for producing consistent performance and durability across a wide range of ambient conditions. The GSX-R1000 comes with a 120/70ZR17M/C (58W) front tire. A larger, 190/55ZR17M/C (75W) rear tire replaces the existing model’s 190/50ZR17M/C (73W) rear tire and is designed to work with the increase in horsepower and torque.

 

The GSX-R1000/R has MotoGP-inspired, sleeker and more aerodynamic bodywork designed to improve handling and top speed on the racetrack. The front fairing is 13 mm narrower, and reshaped fairing ears are closer to the handlebars and produce better air flow around the rider’s hands and arms. The lower leading edge of the fairing nose directs air into Suzuki Ram-Air Direct (SRAD) intake ducts, which have a smoother internal shape that increases the flow of pressurized air into the air cleaner box. The fairing radiator cowl projects forward on each side, directing more cooling air into the radiator itself. The shape of the front fender increases down force, smoothes the flow of cooling air into the radiator and increases the air reaching the front brake calipers.

The bodywork has a more connected flow line from the fairing nose to the tail section. It has a smaller frontal projected area and smoother wind-tunnel-developed lines, reducing the coefficient of drag and also reducing lift at racetrack speeds. It’s lighter, producing less moment of inertia and less leverage on the center of gravity. And it directs the air flow to improve engine and brake cooling while also increasing down force, rider wind protection, and engine efficiency. Which means that besides looking great, the bodywork also helps the GSX-R1000 run, turn, and stop on the racetrack.

The GSX-R1000/R are equipped with the Motion Track Brake System, which works with the IMU (Inertial Measurement Unit).

The IMU constantly monitors vehicle movement in 6-directions along 3-axes, Pitch, Roll and Yaw. Using IMU input, the Motion Track Brake System reduces rear-wheel lift during very hard braking on the racetrack, and is especially effective on downhill sections of track. On the GSX-R1000R model, the system also optimizes brake pressure when the motorcycle is leaning.

*ABS is not designed to shorten the braking distance.

Please always ride at a safe speed for road and weather conditions, including while cornering.

The upper rear shock mount is moved back by 48 mm and down by 20 mm, making room for a race team to install a modified fuel tank for longer-distance events. The bolt-on rear subframe is made of square aluminum tubing, reducing weight by 38%.

An aluminum swingarm is braced on both sides instead of on one, to improve weight and rigidity balance. It’s also 25 mm longer from the pivot shaft to the rear-most axle position, improving cornering feel on the racetrack.

The riding position—defined by the relative positioning of the footpegs, the seat and the handlebars—is unchanged. But it’s easier for the rider to tuck in because the top of the fuel tank is 21 mm lower, and there’s more room for a helmet chin bar when the rider is fully tucked in. The fuel tank is narrower and sleeker, making it easier for the rider to move from side to side and quickly change direction on a racetrack. The tank is also easier for the rider to grip with their knees while entering hard-braking corners on the racetrack, and the shape of the tank flows seamlessly into the seat and tail section.

 

The BFF system equalizes (or balances) oil pressure above and below the solid internal piston as it moves, pushing oil out of the fork leg (or shock) and through damping circuits that run to the other side of the piston, where it is drawn back into the fork leg (or shock). The external compression and rebound damping circuits are more precise than valve stacks fitted above and below the piston in other types of forks and shock, and damping control is “set free” (or isolated) from the influence of unequal pressure. It’s a difference that can be felt on the racetrack, with riders reporting better feel and drive grip that allowed them to initiate their drive sooner and accelerate out of corners harder. As is the case with the standard model, the GSX-R1000R model’s BFR lite shock works with a progressive linkage. The BFF forks and the BFR lite shock are fully adjustable.

Both models have an automatic steering damper. The ECM monitors wheel speed and uses a solenoid to move a tapered needle in an oil passageway to adjust oil flow, increasing damping force at higher speeds and reducing damping force for lighter steering at lower speeds.

The GSX-R1000R model’s launch control system makes it easier for a racer to get a good start in competition by automatically limiting engine rpm and optimizing torque delivery while the rider holds the throttle twist grip wide open and concentrates on feeding in the clutch lever.

Once launch control is selected using a switch on the right handlebar, the system engages special maps controlling throttle valve opening and ignition timing. The system monitors throttle twist grip position, throttle valve position, engine rpm, gear position, front wheel speed, and rear wheel speed. At the moment of launch, the system is set to hold the engine at ideal rpm for an effective launch. Once the clutch lever is released and the clutch engaged, rpm is no longer limited but throttle opening is controlled to keep the engine at the ideal torque for strong acceleration.

The launch control system not only helps the rider get a good initial launch, but also helps reduce the need to close the throttle twist grip prematurely. It does so by working with Motion Track TCS and controlling throttle valve opening and ignition timing while monitoring front and rear wheel speeds. The launch control system automatically disengages when the rider upshifts into fourth gear or closes the throttle twist grip.

 

The Suzuki GSX-R1000 features a LED headlight that is more compact than a halogen headlight, yet produces excellent lighting. Installed in the nose of the fairing, the LED headlight is narrower and shorter, contributing to the GSX-R’s aerodynamics. The low-beam and high-beam elements are stacked, with the low beam positioned above the high beam. LED position lights are located above the SRAD intakes on each side of the GSX-R1000R model’s headlight.

Both the standard and R models feature LED elements for the vertical taillight and brake light assembly, as well as for the license plate light. The LED license plate light is about half the size and significantly lighter than a conventional bulb, yet produces more light and is better at resisting vibration, allowing the rear fender assembly to be lighter. Both GSX-R1000 models have LED turn signals, making them lighter and brighter. (Not available in North American market.)

The GSX-R1000 features full LCD instrumentation. The dash is brighter and easier to read, and incorporates SDMS mode and Motion Track TCS level indicators as well as a fuel gauge and readouts showing instantaneous or average fuel consumption, ambient temperature, freeze indicator and service reminders. Other features include a relocated, more visible shift light and the usual speedometer, tachometer, odometer, tripmeter, clock, lap time, and water temperature displays. Other indicators include neutral, high beam, turn signal, and ABS operation. The gear position indicator is linked to a more accurate magnetic sensor. The GSX-R1000R model also comes with a lighter, more compact battery.

 

The King Of Sportbikes is back, better than ever, ready to reign.

It is the culmination of more than 30 years of reliable GSX-R performance, innovation, domination and unmatched value.

It is the physical embodiment of the pride and passion and expertise and determination of a Suzuki engineering team that loves riding and racing like life itself. Built with pride and passion in what the name GSX-R represents. With expertise developed over more than three decades of GSX-R performance. With determination to see the GSX-R1000 reclaim its rightful title as The King Of Sportbikes.

It is a machine designed to turn a simple expression of what really matters—Run, Turn, Stop—into the powerful combination of acceleration, cornering, and braking that makes this the most awesome GSX-R ever produced.

Offered with the certain knowledge that–if you’re ready–the GSX-R1000 will Own The Racetrack.

 

 

 

 

 

 

2021 Suzuki GSX-R1000R 100th Anniversary Totalmotorcycle.com Key Features

Based upon the Team Suzuki ECSTAR livery, the GSX-R1000R 100th anniversary edition features a metallic blue and silver paint scheme.

DOHC, inline-four engine produces great top-end power with a strong low- to mid-range pull thanks to the exclusive Suzuki Variable Valve Timing (VVT) system and the highly efficient 4-2-1 exhaust with a revised muffler and heat shield.

Advanced electronics include an IMU, adjustable traction control, the Suzuki Bi-Directional Quick Shift System, and Suzuki Drive Mode Selector, plus the GSX-R1000R–specific Motion Track Anti-lock Brake** and Launch Control Systems to increase street and track-day performance.

The GSX-R1000R’s twin-spar aluminum frame is lighter and more compact than the prior-generation GSX-R1000. The frame’s adjustable swingarm pivots to help racers tune the chassis for extraordinary racetrack performance.

Advanced Showa Balance Free Front Fork (BFF) and rear suspension deliver extraordinary handling while the ABS-equipped, Brembo four-piston, radial-mount front brake calipers are fed by stainless steel brake lines for precise stopping performance.

The GSX-R1000R–specific, black background LCD multifunction instrument panel was inspired by the GSX-RR MotoGP dash. The unique GSX-R1000R logo on the tail alerts others that this motorcycle is something extraordinary.

Aerodynamic fairing houses a bright LED headlight with eyebrow position lights above the Suzuki Ram Air Direct ducts that feed the engine’s electronic throttle bodies to boost top-end power.

The Metallic Triton Blue GSX-R1000R model features a Team Suzuki ECSTAR MotoGP motif that incudes race-inspired graphics. The GSX-R1000R is also available in a Glass Sparkle Black/Pearl Mira Red color scheme that features red body graphics and wheel trim.

 

Suzuki has announced a new GSX-R series of models that will go on sale in a number of Suzuki markets worldwide to celebrate the firm’s 100th Anniversary.

The flagship superbike sports the same retro-inspired livery as the GSX-RR MotoGP machine, with the traditional blue and slate silver colour scheme paying homage to Suzuki’s early Grand Prix machines of the 1960s.

The GSX-R1000 – which has won races and championships in the UK, the USA and Australia, plus the Senior TT on the Isle of Man following its launch – also shares more than just paint with the GP racer, and utilises the same variable valve timing system to boost both torque and peak power. It also gets a comprehensive suite of electronics, which includes 10 traction control modes, a quickshifter and auto-blipper, launch control, and lean angle-sensitive ABS.

2020 marks 100 years since the inception of the Suzuki Loom Manufacturing Co. The firm began the production of motorcycles in 1952 with the launch of the Power Free, and two years later changed its name to Suzuki Motor Co. Ltd. Since then it has gone on to produce some of the most iconic motorcycles of the 20th and 21st century, including the complete GSX-R series – most notably the genre-defining 1985 GSX-R750F and the 2001 GSX-R1000 K1 – the GT750, GSX1100S Katana, and RGV250.

 

 

 

 

2021 Suzuki GSX-R1000R 100th Anniversary Totalmotorcycle.com Features and Benefits

ENGINE FEATURES

The compact, liquid-cooled, DOHC, 999.8cc, inline-four-cylinder engine is designed with a high level of top-end performance plus strong low- to mid-range power.

The crankshaft retains Suzuki’s Even Firing Order Engine legacy. Uneven firing order engines used in other motorcycles vibrate more, while the GSX-R1000R makes good, smooth, and reliable power at all engine speeds while emitting a screamer exhaust note.

The short-stroke engine has a 76.0mm bore versus a 55.1mm stroke yet is narrower than the prior generation GSX-R1000 thanks to effective design.

The engine has been rotated back and positioned in the frame to create optimal chassis dimensions for precise handling and to balance the motorcycle’s weight.

The exclusive Suzuki Racing Variable Valve Timing System (SR-VVT) uses a centrifugal actuated mechanism on the intake camshaft sprocket to increase high engine rpm power without losing low- to mid-range power.

The Suzuki Racing Finger Follower valve train weighs less than a tappet-style valve train for reduced friction and increased valve response at higher engine speeds.

Titanium valves, two 31.5mm intake, and two 24mm exhaust valves are used for each cylinder. The lighter valves respond well to the finger follower’s arms and permit a 14,500 rpm redline that helps produce very high peak horsepower.

Aluminum pistons, 76.0mm in diameter, were engineered with use of Finite Element Method (FEM) analysis and are cast for optimal rigidity and weight.

Suzuki Composite Electrochemical Material (SCEM)–coated cylinders are integrated into the upper crankcase to reduce friction and improve heat transfer and durability.

The high 13.2:1 compression ratio helps produce high horsepower. The cylinder head’s shallow combustion chamber minimizes heat produced during operation.

The EFI system uses Suzuki’s Ride-by-Wire Electronic Throttle Bodies, where the throttle valves are controlled by a servo motor for fast response to rider throttle grip input while delivering precise and smooth power.

The automatic Idle Speed Control (ISC) improves cold starting and stabilizes the engine idle regardless of engine temperature.

Complementing the four primary fuel injectors in the throttle bodies are four Suzuki Top Feed Injectors (S-TFI) that spray fuel from the top of the airbox directly into the intake funnels. This results in higher peak power, more efficient combustion, and a higher level of fueling control.

To increase top-end power without losing lower rpm performance, the airbox is equipped with stacked air intake funnels for the two outer cylinders.

This simple design allows good air flow at all intake speeds without requiring a mechanism that adds weight or complexity.

Dual Suzuki Ram Air Direct (SRAD) intake ducts are used to exponentially increase the volumetric flow of air amount coming in the airbox as road speed increases.

The digital ignition fires iridium-type spark plugs that increase spark strength and combustion efficiency. These quality components also last longer than conventional spark plugs.

The 4-2-1 exhaust system is designed to help the engine deliver a wide range of performance with an exciting rush up to redline. The black finish titanium muffler, with brushed stainless steel heat shield, is tucked up high for good clearance at high lean angles while creating an exciting, distinctive sound.

The Suzuki Exhaust Tuning (SET) system valve in the mid-pipe helps control back-pressure and flow to the muffler to widen power delivery and reduce exhaust sounds without needing a larger silencer.

SET-Alpha exhaust valves are in the balance tubes between the two outer and two inner head pipes. Actuated by a cable from the main SET-valve, the

Alpha valves open at higher engine speeds and close at lower rpm to help the engine create high peak power without losing low- and mid-range horsepower.

The cooling system was designed using advanced analysis design so the coolant flows through the engine and radiator more efficiently. This design uses 400cc less coolant than the prior-generation GSX-R1000, but has better cooling efficiency while being more compact and lighter.

The fairing lowers efficiently guide cooling air to the high-capacity curved radiator. Twin cooling fans ensure good cooling at lower road speeds.

Additional heat is removed from the engine via the use of an air-cooled, radiator-style oil cooler mounted directly below the main radiator.

 

TRANSMISSION FEATURES

The GSX-R1000R is equipped with the Suzuki Bi-Directional Quick Shift System that allows for clutchless upshifts and downshifts when the motorcycle is used in competition.

The cassette-style, six-speed transmission lets riders precisely match the gear ratio to the riding condition. A cassette-style transmission can be easily removed from the crankcase as an assembly with the engine still in the frame, facilitating racetrack gear changes and simplified service.

Based on Suzuki’s race-proven close-ratio transmissions, the GSX-R1000R gear box features vertically staggered shafts to reduce overall engine length.

The primary gear ratio is lower compared to the prior-generation GSX-R1000 for stronger acceleration.

The shift linkage can be easily set up for reverse pattern, GP-style shifting (even with the quick-shifter in use).

A programmable shift light is on the main panel to provide a visual alert to the rider to shift when a certain engine rpm is reached.

The GSX-R1000R is equipped with the Suzuki Clutch Assist System (SCAS) multi-plate, wet clutch. SCAS works like a slipper clutch during downshifts while increasing pressure on the plates during acceleration. This smooths engine braking and lightens the clutch lever pull.

To reduce moving mass, a 525-size drive chain is used with a 45/17 final sprocket ratio that complements the large rear tire.

 

ADVANCED ELECTRONIC FEATURES

Lightning-fast, 32-bit dual processor Engine Control Module (ECM) blends Suzuki’s vast street-going EFI knowledge with the intelligence from

Suzuki’s race-winning MotoGP program. GSX-R1000R riders will get sportbike performance without peer while simultaneously receiving polished street manners.

Using MotoGP knowledge, Suzuki has fitted an Inertial Measurement Unit (IMU) on the GSX-R1000R. The IMU provides six-direction, three-axis, motion and position information to the ECM so instantaneous adjustments can be made electronically to the engine and chassis components that influence performance.

The LCD multifunction instrument panel was inspired by the GSX-RR MotoGP dash. This panel is laid out so the rider can easily see the tachometer bar, speedometer digits, and other essential operational information. This effective display is critical, as it is the rider’s interface to the GSX-R1000R’s advanced electronics. The panel on the GSX-R1000R is unique, as it features a black background.

The Ride-by-Wire electronic throttle bodies are precisely opened by the ECM to match the throttle grip rotation of the rider’s hand and the refinement from the IMU-influenced electronics. The result is a strong, seamless engine power delivery from idle to redline.

The three-mode Suzuki Drive Mode Selector (S-DMS) system lets the rider select the engine’s power delivery characteristic to match riding ability and conditions.

The exclusive 10-mode Motion Track Traction Control System (MT-TCS)*, with IMU influence, increases rider confidence by allowing adjustments to the amount of intervention to match riding ability and surface conditions.

Exclusive to Suzuki, the Motion Track Anti-lock Brake System (ABS)** brings additional control to anti-lock braking. Like a conventional ABS system, the Motion Track Brake System provides the appropriate amount of braking force for the available traction. When the IMU detects the rear wheel lifting up from extreme braking forces, the ABS control module will adjust the front brake pressure to reduce the rear wheel lift. If the IMU senses the motorcycle is leaned over when the brakes are used, the ABS unit will adjust the brake pressure to an optimal amount to help maintain good braking force and tire grip.

The Suzuki Easy Start System simplifies startup for the GSX-R1000R rider as the ECM automatically cranks the engine for 1.5 seconds (or until it starts) with a momentary press of the starter button. There is no need to pull in the clutch lever if the transmission is in neutral. Once started, the

ECM will control the electronic throttle bodies to maintain a consistent engine idle speed, whether the engine is cold or warm.

The innovative Suzuki Low RPM Assist System smooths takeoffs and reduces the chance of the rider stalling the motorcycle. If necessary, the ECM raises engine rpm slightly for a smoother start when the clutch is released so it’s easier to ride away from a stop or navigate at very low speeds in traffic.

The Suzuki Launch Control System provides GSX-R1000R riders a competitive advantage when launching their motorcycle at the start of the race.

This system will modulate power so the rider can concentrate on clutch operation.

The Suzuki Bi-Directional Quick Shift System lets GSX-R1000R racers shift faster than ever before. By ignition timing manipulation on upshifts and electronic throttle body manipulation on downshifts, clutchless shifting helps deliver faster and more consistent lap times.

 

CHASSIS FEATURES

Using lessons learning from Suzuki MotoGP chassis development, the engine angle of the GSX-R1000R was rotated backward six degrees as compared to the prior-generation GSX-R1000. This had the joint effect of reducing the distance of the fork to the center of the chassis by 20 mm and increasing the swingarm length by 40 mm. This increases chassis stability and improves aerodynamics.

The aluminum twin-spar-style frame was designed using FEM analysis technology to place strength in the proper places; the new frame is also 10 percent lighter than the prior-generation GSX-R1000. The spars of the frame are set 20 mm closer to help improve aerodynamics and looks and to bring more comfort to the rider.

The aluminum Superbike-braced swingarm has equalized bracing to the main beams to provide balanced support and movement to the shock absorber, improving racetrack handling while conveying a consistent suspension feel to the rider.

The GSX-R1000R’s swingarm pivot features an adjustable location so the chassis can be better tuned for competition use (please use the standard position for street riding).

The fork and shock absorber on the GSX-R1000R 100th Anniversary model have a gold anodized finish like the suspension components on the Team Suzuki ECSTAR GSX-RR race bike.

Racetrack-developed links connect the single Showa Balance Free Rear Cushion Light (BFRC-lite) shock to the braced swingarm. The BFRC-lite’s innovative design controls damping force outside of the shock body to not only control how the suspension strokes but helps smooth reaction over bumpy surfaces or when the chassis is pitched during braking. This produces a superb level of response in a racetrack environment and sets a new standard for rider feedback and comfort during street riding.

The Showa Balance Free Front Fork (BFF) uses race-level technology to bring excellent damping force responsiveness not seen in a SuperSport motorcycle before. This suspension’s design controls damping force outside of the spring chamber so the fork precisely maintains consistent damping regardless of its stroking action. With the BFF the rider enjoys an unparalleled level of surface feedback and ride compliance.

The GSX-R1000R is also fitted with a lightweight, race-ready upper triple clamp in conjunction with the BFF.

Brembo Radial Mount Brake Calipers provide the rider with strong braking performance combined with superb feel as well as up front, stainless steel brake lines to improve feel and brake response.

Brembo T-drive Brake Rotors feature two methods of attaching the 320mm floating disc to the carrier. There are five conventional floating rotor spools that maintain the rotor’s relationship to the caliper, and there are five new-design T-drive fasteners that enable the rotor to absorb more braking energy than a disc with conventional spools alone. As a result of the larger-diameter discs, and the energy they can absorb, the GSX-R1000R has more braking force available to the rider than ever before.

The front brakes are complemented by a 240mm rear disc brake with a Nissin single-piston caliper to help make sure the rider can have controlled stops.

Like conventional ABS, the Motion Track Brake System provides the appropriate amount of braking force for the available traction, with additional chassis pitch input from the IMU. When the IMU detects the rear wheel lifting up from extreme braking forces, or the motorcycle is leaned over, the

ABS system will adjust the front brake to help settle the chassis and maintain braking.

Unique to Suzuki, the lightweight six-spoke wheels reduce unsprung mass and have been designed to handle the braking and drive forces that a GSX-R1000R can create.

The GSX-R1000R comes with track-day-ready Bridgestone Racing Street RS11 low-mass tires. The tires’ tread pattern reduces wear and increases grip for improved high-speed cornering.

The aerodynamic bodywork was created by Suzuki styling designers and engineers using numerous wind tunnel tests to achieve a slippery shape and compelling appearance. Narrower than ever before, the GSX-R1000R’s shape directly aids performance by improved handling and top speed on the racetrack.

The dual SRAD intake ducts are positioned close to the center of the fairing nose, where air pressure is highest. The intake ducts are also larger, thanks to the compact LED headlight.

The reasonable sport riding position is created by a carefully crafted relationship between the clip-ons, footrests, and seat. Compared to the prior-generation GSX-R, the top of the fuel tank is 21mm lower to make it easier for the rider to tuck in on a racetrack straightaway.

The seat height is an appropriate 825mm (32.48 inches) and contributes to the good rider interface that aids in guiding the motorcycle on the road or racetrack.

The passenger seat can be removed and exchanged with an optional color-matched solo tail cowl.

The shifter and rear brake pedal are adjustable in relationship to the footrests, and the hand controls are adjustable in relation to the grips. The front brake lever has a slot machined in the end to prevent wind pressure from applying the front brake.

 

ELECTRICAL FEATURES

Controller Area Network wire harness (CAN Bus) allows for fast and precise communications between all of the GSX-R1000R’s electronic systems.

With a CAN Bus system, riders will experience swift and trouble-free electronic system operation while the size and complexity of the wiring is simplified.

The LCD multifunction instrument panel has a black background with white digits and has an adjustable intensity, white color backlight for great nighttime visibility. The LCD main panel is flanked by LED indicators that include the turn signals, high beam, traction control, and shift light, plus coolant temperature and oil pressure alerts.

The LED headlight is lightweight, bright, and distinctive. This low-electric-draw light has a narrow, stacked shape to allow the SRAD ducts at the nose of the fairing access to the high-pressure air created at higher speeds.

The LED combination tail and brake light has a very low electrical draw, and the vertically stacked shape permits the tail section to be narrow for better air flow at the back of the motorcycle. The outer section of the tail light uses surface-type light-emitting diodes for a smooth glow, while the center portion uses bright, conventional LEDs for attention when the brakes are applied.

A pair of distinctive, arched LED position lights accent the top edge of the SRAD ducts in the fairing nose to increase visibility and add to the motorcycle’s unique character.

The turn signals are lightweight and use incandescent bulbs with amber lenses, so the motorcycle’s turn indication is highly visible to other traffic.

The polyfunctional “Start/Stop” switch combines the engine stop and start functions. The switch is a fine complement to the Suzuki Easy Start System fitted to the GSX-R1000R.

The motorcycle’s lightweight battery is a great benefit during closed-course competition or track-day use. This compact battery (YTZ10S, 12V8.6AH) has ample capacity to start the engine and supply power to the advanced electronics.

 

ADDITIONAL FEATURES

A variety of Genuine Suzuki Accessories are available, plus a large selection of GSX-R logo apparel.

12-month unlimited mileage limited warranty. Longer coverage periods with other benefits available through Suzuki Extended Protection (SEP).
*The Traction Control System is not a substitute for the rider’s throttle control. It cannot prevent loss of traction due to excessive speed when the rider enters a turn and/or applies the brakes. Neither can it prevent the front wheel from losing grip.

**Depending on road surface conditions, such as wet, loose, or uneven roads, braking distance for an ABS-equipped vehicle may be longer than for a vehicle not equipped with ABS. ABS cannot prevent wheel skidding caused by braking while cornering. Please drive carefully and do not overly rely on ABS.

 

 

 

 

 

2021 Suzuki GSX-R1000R 100th Anniversary – Totalmotorcycle.com USA Specifications/Technical Details
US MSRP Price: $ 17,999 USD
Canada MSRP Price: $ CDN
Europe/UK MSRP Price: £16999 GBP (On The Road inc 20% Vat)
ENGINE
Engine 999.8cc, 4-stroke, liquid-cooled, 4-cylinder, DOHC
Bore x Stroke 76.0 mm x 55.1 mm (2.992 in. x 2.169 in.)
Compression Ratio 13.2:1
Fuel System Fuel injection with Ride-by-Wire throttle bodies
Starter Electric
Lubrication Wet sump
DRIVETRAIN
Transmission 6-speed constant mesh
Clutch Wet, multi-plate type
Final Drive Chain, DID 525HV3, 120 links
CHASSIS
Suspension Front Inverted telescopic, coil spring, oil damped
Suspension Rear Link type, single shock, coil spring, oil damped
Brakes Front Brembo 4-piston, twin dic, ABS-equipped
Brakes Rear Nissin, 1-piston, single disc, ABS-equipped
Tires Front 120/70ZR17M/C (58W), tubeless
Tires Rear 190/55ZR17M/C (75W), tubeless
Fuel Tank Capacity 16 L (4.2 US gal.)
Color Metallic Triton Blue / Metallic Mystic Silver
ELECTRICAL
Ignition Electronic ignition (transistorized)
Headlight LED
Tail Light LED
DIMENSIONS
Overall Length 2075 mm (81.7 in.)
Overall Width 705 mm (27.8 in.)
Overall Height 1145 mm (45.1 in.)
Ground Clearance 130 mm (5.11 in.)
Seat Height 825 mm (32.5 in.)
Curb Weight 202 kg (445.0 lb.)
WARRANTY
Warranty 12 month unlimited mileage limited warranty
Extension Longer coverage periods with other benefits available through Suzuki Extended Protection (SEP).

 

 

 

2021 Suzuki GSX-R1000R 100th Anniversary – Totalmotorcycle.com Canada Specifications/Technical Details

TBA

 

 

 

 

2021 Suzuki GSX-R1000R 100th Anniversary – Totalmotorcycle.com European Specifications/Technical Details

DIMENSIONS AND WEIGHTS

Overall length 2075mm (81.69in) Overall width 705mm (27.76in)
Overall height 1145mm (45.08in) Wheelbase 1420mm (55.91in)
Ground clearance 130mm (5.12in) Seat height 825mm (32.48in)
Kerb mass 203.0kg (447.54lbs) Fuel capacity 16.0 litres (3.5UK gallons)

 

 

ENGINE SPECIFICATIONS

Engine capacity 1000cc Engine 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore 76.0mm x 55.1mm (2.9in x 2.17in) Compression ratio 13.2 : 1
Lubrication Wet-sump Ignition Electronic ignition
Fuel system Fuel injection Transmission 6-speed constant mesh
Drive Chain Starter Electric
MPG* 45.56 CO2 144 g/km
Power 148.5 kW @ 13200rpm (202PS)  Torque 117.60Nm @ 10800rpm (86.70lb.ft)†

 

 

CHASSIS SPECIFICATION

Front suspension Inverted telescopic, coil spring, oil damped Rear suspension Link type, coil spring, oil damped
Front brakes Disc brake, twin Rear brakes Disc brake
Front tyres 120/70ZR17M/C (58W) Rear tyres 190/55ZR17M/C (75W)

 

 

 

 

Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle (TMW).

About Michael Le Pard 4937 Articles
"Mr. Totalmotorcycle". Owner and Founder of Total Motorcycle. Supporting over Motorcyclists and Motorcycling for 21 great years. Total Motorcycle is my pride and joy and being able to reach out 330 million people has been incredible but I could not have done it without the support of my visitors, readers and members, thank you so much! You are making a difference to millions of riders worldwide. Thank you.