2016 Suzuki GSX-S1000 Engine - TECH UPDATE

A look at how Suzuki has cleverly adapted the old K5 powerplant and used it to power the new 2016 GSX-S1000.

2016 Suzuki GSX-S1000 studio 3/4 view

In this time when few young men can afford a new 1000cc sportbike, manufacturers either hope for market recovery or modify product to appeal to buyers with disposable income.

One such buyer, Suzuki tells us, is the man of greater-than-average income, over 40 years of age, who in the past has owned sportbikes. Such riders want light weight, agility, and strong performance, but not the riding position and harder-to-use powerband of a superbike.

Therefore, this new 2016 Suzuki GSX-S1000 is not just a superbike with a relaxed riding position. Its engine, based on the classic 73.4mm x 59.0mm GSX-R1000 K5 powerplant of 2005 to 2008, is re-optimized to deliver punchy acceleration for the street and weekend curves. It features basic modern electronics that the legendary K5 lacked: three-mode traction control sampling at 250 cycles per second, and optional digital ABS.

Suzuki GSX-S1000 engine and exhaust

The Suzuki engine is re-cammed to boost the bottom quarter of the torque curve. Such cam timing with reduced valve overlap entails a sacrifice of top-end, so this engine peaks 1,000 revs short of the original K5, giving a claimed 145 horsepower at 10,000 rpm. Over the range of rpm used by most riders, this engine offers strong bottom and mid acceleration without need to tap down for revs. Its exhaust sound is the famed Suzuki flat-crank wail.

Lower peak revs allow the use of stainless instead of lighter titanium valves—a valuable economy in a price-competitive category—but they are the same 30/24mm size as in the K5. This engine doesn’t need the usual racing twin-injector fuel system, having single 10-hole injectors in 44mm throttle bodies (same size as on K7 GSX-Rs). Because compression boosts torque at all rpm, this engine’s ratio is the normal 12.2:1 on regular-grade 87 (R+M)/2 gasoline. The connecting rods are shot-peened steel rather than expensive titanium, and there is no slipper clutch.

Lastly, there is an easy-start system. Simply turn the key and let the throttle positioner maintain a stable idle through warm-up.

Studio view.

GSX-S1000 engine and exhaust.

SDTV throttle body.

CAD engine illustration #1

CAD engine illustration #2

CAD engine illustration #3