Thursday 26th November 2015

Suzuki GSX-R chief engineer: PH2 Meets

Suzuki's Tatsuya Sasaki on why he thinks the new GSX-R1000 will lead the sports bike field

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Top honours in the fiercely competitive sports bike market are hard won and easily lost; assistant manager and chief engineer for the GSX-R1000 talks to PH2 about how he plans to get Suzuki back in the game.

Has been in development for a long time

PH2: How long have you been involved with the GSX-R?
Tatsuya Sasaki: "I started working for Suzuki 29 years ago! In 1986 my first job was as the chassis designer on the second generation of GSX-R750 and I worked on every bike until 1995. I then moved to the product planning section with ATVs before returning to two wheels in 2008 following the economic crisis. At that time we couldn't make any new products due to the poor economy, but since the recovery my role has moved to mainly GSX-R."

When did work on the new GSX-R1000 start?
"I can't say specifically, it has been in development for quite a long time."

What needed improving on the new bike compared to the old model?
"The new GSX-R needed to be king of the sports bikes, which has always been the GSX-R series' goal - to be the top performer. Nothing has changed in the philosophy, but everything has changed on the bike to allow it to make this next step in its evolution - chassis, geometry, engine, electronics, everything..."

Worked with Suzuki since 1986

Can you be more specific?
"We needed to give the GSX-R a better front end feeling, so we have moved the weight bias more forward, shortened the front end and extended the swingarm. This is the same design route almost all current sportsbikes have followed."

Was the design focus on track or road riding?
"We feel it is very good at both disciplines, but the test riders always want more track orientated focus! I had to tell them 'not too much', it is a hard balance."

The engine is all-new and has finger followers instead of a bucket and shim valve train, why is this?
"This system allows us to increase the rev limit and therefore gain more power as it is lighter than a traditional valve train. The current GSX-R has 185hp but our competitors have nearer to 200hp, so we need to grow at least 15hp and that has to be done by increasing the rev limit as well altering the combustion chamber's shape and increasing the compression ratio."

The GSX-R has traditionally had a longer stroke/smaller bore engine than its rivals, which is good for mid-range power. Is this still the case?
"The bore is larger on the new GSX-R, which is why we introduced the variable valve timing system. Big bore engines can have a dip in their torque curve in the mid-range, by using the VVT system we have managed to retain the GSX-R's traditional low and mid-range performance while adding to its peak power. The exhaust balance pipe also helps the mid-range."

Is the valve timing system continually variable like Ducati's system or more of an on/off system?
"It is a mechanical system and operates very quickly, it is not continually variable and not electronically controlled so can't be operated as precisely as some other systems."

Speaking of electronics, does the 2017 GSX-R1000 have gyroscopic sensors?
"No, there are no gyroscopes. We don't want to rely on electronic controls too much at this stage. The basic component is more important and we have focused on getting the mechanical capabilities and performance of the GSX-R correct without relying on electronics. In the future electronics can enhance the bike's performance even further once the fundamentals are correct."

"needs to be the king of sport bikes"

Has there been much input from the MotoGP team during the GSX-R's development?
"Yes, members of staff have worked on both projects. The teams have been giving feedback to one another."

The MotoGP bike has an uneven firing order, does the new GSX-R1000 also?
"No, it is a conventional in-line four even firing order like the previous model."

Why are there two models?
"Some riders want something a little bit more special, so we are studying the possibility of giving it to them with a GSX-R1000R."

Finally, there is a 'gentleman's agreement' between the Japanese manufacturers not to claim over 200bhp. Is this still in place?
Kawasaki announced 200bhp without ram air on their ZX-10R, 208bhp with ram air, so I think possibly not. I don't know for sure...

[Renn Sport]

How utterly boring...

Perhaps if they had used the un-even firing order, used the MotoGp fairing style and pushed it out a little we could get a little excited.

[Renn Sport]

Prof Prolapse said:

Renn Sport said:

How utterly boring...

Perhaps if they had used the un-even firing order, used the MotoGp fairing style and pushed it out a little we could get a little excited.

Blah blah blah and something about being retarded.

That or you're Rossi.

... I am probably Rossi and also fking Yawning with it.

This bike has done nothing to excite me.

ZX10R
R1
RSV4R
S1000RR
Panigale all flavours

... make this bike look st. The spec reads st.

I'm a suzuki fan too... yet somehow I expected more.

[Renn Sport]

Lol.. mate I dont think Suzuki have committed a crime here. So, I'm not outraged by this effort, just very dissappointed in a very sedate British type of way.

I just think they could have pushed the boat out in terms of design. Look at what they are doing in MotoGP.
Awesome looking bike... cross plane firing order.

Why couldnt we have some of that? Look at the fairing... my Fireblade is better looking and its an old 13' Honda!

[Renn Sport]

The only Suzuki's that float my boat are..

GSXR 750 awesome track bike.

Hayabusa as its an icon.

B-King

V-Strom 1000 as its competent, cheap and characterful. I just like it... not having even ridden it.