Motorcycle specifications Suzuki1000 GSX-R 2015 When the GSX-R waits for Suzuki

2015 will see Suzuki's return to MotoGP, but we'll have to wait a little longer for the GSX-R 1000 to be redesigned. Despite its undeniable qualities, the big Gex is showing its age. As a consolation, Suzuki is installing ABS as standard to reinforce the effectiveness of the Brembo monobloc calipers (introduced in 2012). In the process, the Hamamatsu hypersport gains 2 kilos. Nothing to scare off the 188-hp block, which is still copious and usable, even if it does give the segment's queens a good ten grunts. The S-DMS system for choosing between 3 injection mappings is still available, but no traction control yet. However, the new GSX-S 1000 and the big V-Strom are equipped with electronic kickstands to keep an eye on the ardor digested by the rear wheel. Suzuki's policy is sometimes confusing.

this year, the Gex 1000 sports a new color scheme copied and pasted from that of the MotoGP machine. A replica of the finest effect, with the sweet scent of paddock and performance. Our Belgian friends had a foretaste of this with a 600 GSX-R MotoGP edition. That's all for this year, as the 1000 GSX-R continues to be based on the L2->L4 generation*.

* Formerly redesigned in 2009, the GSX-R 1000 was, like most of its Japanese counterparts, in need of an overhaul. European competition is pushing hard, and Japan seems to be resting on its laurels... Unless, that is, the crisis has dampened the ardor of the rising sun too much. In 2012, Hamamatsu's sports car has evolved, but only timidly. From bow to stern, you'll have no trouble distinguishing the L2 ->L5 (Suzuki codes its vintages by a combination of letters and numbers: K for 200 + the last digit of the year, Lx for 201x, L5 for 2015).
After all, it's all the same. Obviously, the design office has closed, and there's only one intern left to look after 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; and resumed with the anti-lock braking system.

let's leave aside aesthetic considerations, always a subject of debate and passion. There's a bit of movement under the skin. 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 / 2015 boasts 8% lower fuel consumption and more power. In fact, the latter remains virtually unchanged; the work of the engine-makers has mainly consisted in making it more available.
According to Suz, the gas evacuation scheme (single pot, uncluttered plenum, revised manifolds) has smoothed the gap between 6,000 and 7,000 rpm when revving up. But as far as electronics are concerned, the Gex retains its S-DMS and 3 engine power modes... and that's all.

the chassis underwent more profound changes. Or rather, the front axle. It's the only one to go through the changeover process, but it's not a half-hearted one. Suzuki has thrown out almost everything, and all that's left of the old model is the rim. The fork is now Showa's BPF big-piston model. In terms of braking, 130 grams have been lost, and efficiency has been improved thanks to 0.5 mm thinner discs and, above all, to the action of the brake calipers. Like all 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 continues its 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.

M.B - Manufacturer's photos