New Suzuki GSX-R1000 unwrapped

PH2 catches up with Shinichi Sahara, chief engineer for the new Suzuki GSX-R1000 models

A year is a long time in the motorcycle world, especially when it comes to bringing out a new sports bike. Shinichi Sahara is more than aware of this and, as the man tasked with heading up the new GSX-R1000 project, he hasn't spent the last year twiddling his thumbs. So what has he been up to? Over the last 12 months, Sahara and his team have turned the GSX-R1000 'prototype' we saw at last year's Milan show into two full-on production bikes, the GSX-R1000 and GSX-R1000R. And both now come with added spice.

"Since last year almost every part has been upgraded or optimised on the GSX-R1000 models," confirms Sahara when PH2 caught up with him at the recent Cologne show. "The main work has been within the engine to meet performance expectations, but also the electronics."

And that brings up an interesting point. Last year Suzuki said the GSX-R didn't have electronics, but now it comes with the all-important IMU. Why the change of heart? "Last year the plan was for the IMU to only be on the R model, not the standard bike. However after the show we decided to put the IMU on both models as it was easier to develop the two versions together rather than have very different specifications." That's Sahara's official answer, though you wonder if everyone asking why it didn't have the all-important gyroscopic electronic systems as standard may also have been a motivating factor.

So, a year on and with not only an updated BMW S1000RR to contend with, but also a new Kawasaki ZX-10RR, Fireblade and Fireblade SP, what does the GSX-R1000 have in its locker? Previously to the GSX-R project, Shinichi Sahara was Project Leader and Technical Manager for the MotoGP team. With this kind of knowledge we can expect a pretty decent handling bike (Sahara admitted to taking a few MotoGP secrets with him to the GSX-R project) but why didn't he go radical with the engine? Suzuki has used a V4 on track and currently runs a (very good) uneven firing order in-line four after all.

"We simulated many engine configurations, including an uneven firing order in-line four and a V4. But the conventional firing order was the best solution," he says. "An uneven firing order needs a heavy balancer shaft and stronger engine cases where the conventional engine is lighter and makes better power characteristics throughout its entire rev range."

Which leads us to the most important point. When PH2 spoke to Masatoshi Sato, the new Fireblade's Project Leader, he said meeting the headline-pleasing 200hp figure wasn't necessary. But Suzuki has merrily claimed 202hp for the GSX-R1000. Is this a figure to be believed?

"On the dyno we had the highest peak power when compared to our rivals," says Sahara. "But this is just one figure. The more important characteristic is the mid-range and the GSX-R has more torque and mid-range than its rivals, thanks to its variable valve timing system. GSX-R is known for its torque as well as its power, so we have not thrown away this history and characteristic." It all sounds very promising indeed for the many fans of the GSX-R1000, and there is also a fair chance that the price tag will also be pleasingly lower than the competition. We can't wait!