New GSX-R1000 L7

**H.A.Balafoutre** · 02/10/2016, 13:54

Πάντως από αισθητικής απόψεως....έχουνε πάρει μια περίεργη στροφή...σε σχέση με τα μοντέλα από το 2010 και πίσω....

**RaGe_Raptor** · 02/10/2016, 16:13

Δημοσιεύθηκε αρχικά από H.A.Balafoutre

Πάντως από αισθητικής απόψεως....έχουνε πάρει μια περίεργη στροφή...σε σχέση με τα μοντέλα από το 2010 και πίσω....

Στην ουσία το διάστημα '05-'16 ήταν ένα (ευχάριστο; ) διάλειμμα . Αυτό μοιάζει να είναι συνέχεια του Κ3

**amyroukai** · 04/10/2016, 11:56

Παρουσιάζεται τώρα...

Κάντε click στην εικόνα για μεγαλύτερο μέγεθος.

Όνομα: 14523198_2125330837692274_9189560258500579148_n.jpg
Προβολές: 315
Μέγεθος: 96,9 KB
ID: 369495

**DrIoannis** · 04/10/2016, 13:38

Πρόσθεσαν IMU και θα έχουν 2 μοντέλα (3 στην ουσία). Ένα full με αναρτήσεις Showa και ABS, ένα απλό χωρίς αναρτήσεις με και χωρίς ABS. Για άλλες διαφορές δεν είδα να έχουν. Τα 5000 διαφορά μεταξύ τους είναι πολλά...

**RaGe_Raptor** · 04/10/2016, 13:39

Κάντε click στην εικόνα για μεγαλύτερο μέγεθος.

Όνομα: IMG_2885.jpg
Προβολές: 307
Μέγεθος: 64,5 KB
ID: 369528

Suzuki returned to the drawing board when it came to its flagship superbike, designing and building a brand new machine using technology developed from competition in MotoGP. The chief engineer on the project, Shinichi Sahara, used his experience as a former MotoGP technical manager and project manager to develop a new power-plant that produces 202PS at 13,200rpm – Suzuki’s most powerful GSX-R engine, ever – to make sure the GSX-R1000 can reclaim its crown as the king of sportsbikes.

Both the GSX-R1000 and GSX-R1000R utilise an all-new, 999.8cc inline four-cylinder engine, which uses Suzuki Racing Variable Valve Timing (SR-VVT), and a new finger-follower valve train as part of Suzuki’s Broad Power System. Developed for use on the firm’s GSX-RR MotoGP racer, the system allows the new engine to produce strong low-midrange power, before the variable valve timing system boosts top-end output.

Suzuki’s SR-VVT is a compact and lightweight mechanical system, that is built into the intake sprocket and is activated by centrifugal force, while the new finger-follower valve train is 6g lighter than a conventional bucket/tappet system, and allows the engine to rev higher and increases top-end power, with reliability.

Careful thought and planning also went into the engine’s dimensions and layout, to enhance the bike’s cornering performance. The cylinder block incline angle is moved backwards by 6 degrees, reducing the engine length by 22.2mm, the benefits of which are increased front-end feel and increased stability.

Inside the engine there are new pistons, pins, and rings, as well as new camshafts and titanium valves for higher peak power.

Competition in MotoGP has also led to the development of Suzuki’s most comprehensive and sophisticated electronics package, which features a six-directional IMU, 10-mode traction control system, Suzuki’s Motion Track Brake System, and three-rider modes.

Setting the GSX-R1000R apart from the GSX-R1000 is the addition of a bi-directional quick-shifter and a launch control system that allows riders to make smoother, faster starts.

Both models utilise the ‘anti-stoppie’ function of Suzuki’s Motion Track Brake System, but only the GSX-R1000R benefits from its cornering ABS function.

Suspending the GSX-R1000R is the latest generation of Showa’s Balance Free front forks and rear shock, which give more controlled performance and improve front-end feel. The GSX-R1000 model utilises Showa’s Big Piston front forks and Showa shock.

The GSX-R1000 is due to arrive in early in the spring, with the GSX-R1000R set for arrival later in the season.