2006年Suzuki GSX-R 1000 K5 -K6

Suzuki GSX-R 1000 K6

After dominating its class until 2003, the big Gixxer was surpassed in 2004 by new 1000s from the other Japanese manufacturers, particularly the 2004 Kawasaki ZX-10R. Suzuki has changed just about every component on the bike for 2005, and it should be back in the fight for top honors in the ultra-competitive 1000cc market.

The 2005 GSX-R1000 is a much more compact bike than the 04 - the bike is 40mm (1.57 inches) shorter from front to back, 45mm (1.77 inches) shorter from the top of the windscreen to the ground, and 5mm (0.19 inches) narrower from side to side. The seat is 20mm (.78 inches) lower, and the reach to the handlebars is 40mm (1.57 inches) shorter. The footpegs are also 17mm (.67 inches) closer together.

The all new frame is lighter than last years and 6mm (.24 inches) shorter from steering head to swingarm pivot. The frame, along with the new (also lighter) swingarm, was designed for different amounts of vertical, horizontal, and torsional rigidity to improve feedback and feel during hard cornering.

Despite the smaller dimensions of the new bike, the wheelbase is unchanged from 2004 at 1405mm (55.315 inches). Rake and trail have been increased to 23.75 degrees and 96mm (3.78 inches) respectively.

New cast-aluminum wheels with thinner spokes reduce unsprung weight by 300 grams (0.66 pounds) per wheel.

The engine receives a host of changes as well. Starting from the top, an all-new cylinder head features larger intake and exhaust ports, filled by larger 30mm titanium intake valves and 24mm titanium exhaust valves. The new titanium exhaust valves save a total of 99.2 grams (0.22 pounds) over the steel valves found in the 2004 model, which allows the new motor to rev 1000 rpm higher.

The flat-faced titanium valves combine with a more compact combustion chamber design to increase compression to 12.5:1 (from 12:1 last year).

The cylinders feature a small (.4mm) increase in bore, which bumps the displacement from 988cc up to 998.6cc. The forged pistons are redesigned and are lighter than those of last year's model. The bottom end has been strengthened to deal with the higher redline, with sturdier rods and a reinforced crankshaft.

In the intake tract, 2mm (0.079 inches) larger throttle bodies feed each cylinder, and each throttle body now features dual injectors. The secondary injector activates under high-rpm/high-load situations, providing better fuel atomization for more power.

Downstream, the new all-titanium muffler is shaped to decrease aerodynamic drag and provide increased cornering clearance.

And finally, the transmission features closer ratio gears and a back-torque limiting ("slipper") clutch.

Test

We have said it before, but 1000cc sportbikes are now so powerful that the way in which the engine delivers that power has taken on extreme importance. All of these bikes produce in excess of 150 rear-wheel horsepower in a package weighing less than 400lbs dry. All the manufacturers are smart enough to know that this kind of horsepower must be meted out progressively so that the "Average Joe" can enjoy the bike without getting hurt.

To no one's surprise, Suzuki worked hard at smoothing out the somewhat abrupt low-end power found in the 2004 model. Getting right to our bottom line, the 2005 GSX-R1000 offers more low-end and midrange power than any 1000cc sportbike we have ever tested and, more importantly, offers that power in a smooth, linear fashion that keeps the rear wheel hooked up (when you want it to be) and the bike driving forward out of corners in a controlled show of force. If you think Troy Corser and Mat Mladin have an advantage over their racetrack competitors when it comes to corner exit acceleration, wait until you show your buddies just how quickly the stock GSX-R1000 exits corners on the street in virtually any gear (taching as low as 4000rpm).


Suffice it to say that at streetable RPM levels on these 1000cc beasts, the Suzuki is now king.

Did Suzuki sacrifice peak horsepower to gain all of this low-rpm thrust? No way. This bike has consistently dyno'd with higher peak horsepower than any other bike in the class, and the rider has no reason to doubt the dyno figures once he finds the nerve to hold the throttle wide open as the tach approaches redline on the GSX-R1000. By the way, unless you want to wheelie this machine, be judicious when you roll on the throttle in the lower gears (particularly, first and second).

Although the engine offers plenty of controllable thrust (class-leading, in fact), it is not the smoothest engine available in the category. A bit buzzy at times, particularly, compared to Kawasaki's ZX-10R, the GSX-R1000 is not objectionably so. You could argue that the minimal vibration lends some character to this bike, but the real character comes from the intake and exhaust noises that are so typical of Suzuki's GSX-Rs. This engine not only delivers the goods, it sounds bad-ass while doing so.

You would hope that Suzuki would put this monster of an engine in a worthy chassis. They have.

Beginning with the brakes, Suzuki has rectified one of the glaring weaknesses of its 2004 model. Two, radial-mount four-piston front brake calipers squeeze larger 310mm rotors with the power of a new radial master cylinder. The result on the road is outstanding power and control. Although lacking the initial bite of Honda's CBR1000RR, the front brake lever is reasonably progressive, allowing you to take the front tire right to the edge of traction and hold it there if need be.


The relatively tiny chassis (this bike feels smaller than some 600s) features reasonably comfortable ergonomics for the class, although the footpegs are still a bit high and forward feeling. You definitely notice the narrower fuel tank and frame rails, which contributes to a lightweight feel.

The fully adjustable 43mm fork still has a low friction coating on the lower tubes, while the fully adjustable rear shock features a more linear linkage rate compared to 2004.


The fork is difficult to criticize on the street. It offers good compliance, yet is stiff enough to be pushed hard. The shock features good, progressive damping, but is really too soft when the bike is ridden aggressively by larger riders. A stiffer spring in the back would go a long way toward resolving this, and it really is a non-issue for 90% of street riding.

No complaints about the big Suzuki's transmission. A tall first gear is not a problem for this bike given its massive low-end power (unlike Yamaha's R1, which feels like it is geared much too tall at street RPM levels). A close-ratio six-speed transmission isn't really necessary under most circumstances when you have this much power spread over 7000rpm, or so. Let us put it this way - you will never have a problem finding the right gear for any situation (in fact, maybe 2 or 3 "right gears").


This bike also handles extremely well. With a stock steering damper, the GSX-R1000 exhibits rock-solid stability while still changing directions easier than most bikes in the class (with the exception of Kawasaki's ZX-10R). It is easy to understand why racers had no trouble setting up their GSX-R1000 race bikes to go fast with very little testing. Somehow, Suzuki found the right combination of "tuned flex" and geometry.

In the final analysis, Suzuki has taken engine performance to a new level in this category, and combined it with a very capable chassis. How does it compare with the winner of MD's 2004 Open Class comparison, the Kawasaki ZX-10R? Stay tuned for another article answering that question. In the meantime, check out Suzuki's web site for additional details and specifications for the 2005 GSX-R1000, which retails at a suggested MSRP of $10,849 in the United States.

Source Motorcycle Daily