Motorcycle specifications Suzuki1000 GSX-R 2013 Competition momentum

previously redesigned in 2009, the GSX-R 1000, like most of its Japanese counterparts, was in need of a refresh. European competition is pushing hard, and Japan seems to have fallen asleep on its laurels... Unless the crisis has dampened the ardor of the rising sun too much.
And yet, 2012 saw the renewal of 75% of Japanese hypersports models. But let's be honest, not enough to shake up the segment. The Yamaha R1 gains a bit of electronics, the CBR 1000 changes its silhouette slightly; will the new GSX-R 1000 make more noise, more bluster, more enthusiasm for taking the next step towards madness?

Don't count on it. Hamamatsu's sports car is evolving, but timidly. From bow to stern, you'll have no trouble distinguishing this L3 (Suzuki codes its vintages by a combination of letters and numbers: K for 200 + the last digit of the year, Lx for 201x, L3 for 2013).
After all, it's all the same. Obviously, the design office has closed, and there's only one intern left to take care of the colors. The latter had a chat with a technician one evening, however, and the result is a slimming of 2 kilos, mainly thanks to the removal of an exhaust silencer. If only it were handsome, that would console us...

Let's leave aside aesthetic considerations, always subject to debate and passion. Underneath, there's a bit of movement. No new engine, no enriched uranium crankshaft, but a good dose of elbow grease to improve torque and mid-range availability. The engine-makers have worked on a compression ratio increased to 12.9 to 1 (+0.1), new pistons 11% lighter, revised camshafts and reprogrammed the ECU. As a result, the GSX-R 1000 2012 / 2013 claims an 8% drop in fuel consumption and more power. In fact, the latter remains virtually unchanged; the engine-makers' main concern was to make it more available.
According to Suz, the new gas evacuation system (single pot, uncluttered plenum, revised manifolds) has smoothed the gap between 6,000 and 7,000 rpm when revving up. But when it comes to electronics, the Gex retains its S-DMS and 3 engine power modes... and that's it. No racing ABS or traction control.

The changes are more profound for the chassis. Or rather, the front axle. It's the only one to go through the changeover, but it's not half-hearted. Suzuki has thrown out almost everything, and all that's left of the old model is the rim. The fork is now Showa's big-piston model: the BPF. The smaller 600 and 750 sisters adopted it a year ago, and Honda and Kawa have also chosen it. Braking is 130 grams lighter and more efficient, thanks to 0.5 mm thinner discs and, above all, new brake calipers. Like the smaller Gexs, the 1000 is fitted with Brembo monobloc calipers. A top-notch piece of equipment, but poorly supported by a set of standard hoses; a combination that borders on the scandalous. When will the Japanese accept that a sports car must be fitted with aviation hoses as standard? All it would take is the right set of hoses and a master cylinder from the same source as the calipers to propel the GSX-R 1000 to the pinnacle of trapper braking.

As timid in its evolution as other Japanese hypersports, the Suzuki 1000 GSX-R relies on its glory to prolong its career. The queen of endurance racing, it also set the benchmark for the category in the previous decade. This new version builds on that momentum, while the European competition has already kicked into high gear. It still boasts an excellent competitive base, which many amateur and professional drivers alike appreciate. In financial terms, the absence of electronic debauchery and minimal upgrades mean that the price is among the most attractive in the category, €2,000 to €3,000 less than the segment benchmarks. All in all, it's still in the game, even though it was ahead of the game not so long ago.

M.B - Manufacturer's photos