Inside the 2017 Suzuki GSX-R1000 Part 1: Chassis and Electronics

A closer look at Suzuki's long-awaited new literbike

Suzuki recently unveiled its new GSX-R1000 and GSX-R1000R at the Intermot show, and the new bike is packed with updates and new features. Here we look at the chassis and electronics of the updated GSX-R, through a series of images release by Suzuki. Scroll through the gallery to learn more about the new GSX-R1000 and GSX-R1000R.

Suzuki's goal for the 2017 GSX-R's chassis was to make the bike the most compact and aerodynamic GSX-R1000 so far, with optimized dimensions to increase the rider's confidence. Rake and trail are similar to the previous model (now 23.2 degrees and 95 mm vs. 23.5 degrees and 98mm). Suzuki claims a curb weight of 441 pounds for the non-ABS standard model, a reduction of seven pounds compared to the outgoing GSX-R. The ABS adds five pounds, and the GSX-R1000R (with ABS) will scale in at 448 pounds.Courtesy of Suzuki
The new frame is 10 percent lighter than the previous model, with a different design and relocation of the welding points; for example, the steering head and front engine hanger on each side are now a one-piece cast structure whereas they were separate previously.Courtesy of Suzuki
The new frame is 20mm narrower at the widest point. The engine has been rotated rearward in the frame by five degrees, allowing the swingarm to be moved 20mm closer to the front wheel. At the same time, the swingarm is 40mm longer, with a net increase in wheelbase of 15 millimeters.Courtesy of Suzuki
The GSX-R's electronics package includes a Continental inertial measurement unit (IMU) which tracks the motion and position of the motorcycle in six directions.Courtesy of Suzuki
Monitoring the motorcycle's movements in the pitch, roll and yaw directions as well as along the three axis allows traction, braking and cornering control to be more precise and effective.Courtesy of Suzuki
The Motion Track TCS (traction control system) has 10 levels of intervention, and can be adjusted while riding provided the throttle is closed. The system monitors wheel speeds, throttle position, crankshaft position, gear position and data from the IMU, and reduces power by managing throttle valve position and ignition timing when a loss of traction is detected or predicted. Data is read from the various sensors every four milliseconds. Modes 1 to 4 are designed for racetrack riding, modes 5 to 8 for street riding, and modes 9 to 10 for wet or bad road conditions.Courtesy of Suzuki
The GSX-R1000R has a Launch Control system, with automatically limits engine rpm while the rider holds full throttle. The system engages special maps controlling the throttle valve position and ignition timing, and monitors twist grip position, rpm, wheel speeds and gear position. Once the clutch lever is released, rpm is no longer limited but the throttle opening is controlled to keep the engine at the ideal torque for strong acceleration. The Launch Control system also works with the TCS to reduce the chance of a wheelie; the system automatically disengages when the rider shifts into third gear or closes the throttle grip.Courtesy of Suzuki
The bi-directional quick shift system on the GSX-R1000R allows the rider to shift up or down without using the clutch or any throttle operation. On upshifts, the system interrupts power for between 50 and 75 milliseconds (depending on sensitivity adjustment) to unload the gear dogs. During downshifts, the system automatically opens the throttle valves to increase rpm and match engine speed to the next lower gear ratio.Courtesy of Suzuki
The GSX-R1000R and the ABS version of the GSX-R1000 are equipped with the Motion Track Brake System, which works with the ABS to reduce rear-wheel lift during hard braking. The system on the GSX-R1000R also incorporates a cornering ABS function, optimizing brake pressure when the motorcycle is leaning.Courtesy of Suzuki
The ABS unit under the seat. The rear subframe/tail section has been redesign, with the previous model's die-cast aluminum piece replaced with a simpler aluminum tube design, saving more than two pounds.Courtesy of Suzuki
The front brake on both the standard GSX-R and the R model utilize Brembo radial-mount calipers with rotors 10mm larger in diameter than previously. The calipers each have four 32mm pistons, and the master cylinder is a 19mm radial-pump unit. This is the standard GSX-R, which features a Showa Big Piston Fork.Courtesy of Suzuki
Each Brembo disc has a hybrid mounting system, with five conventional floating buttons and five Brembo T-drive mounts. The T-drive mounts are lighter and have a larger contact area between the disc and carrier, but can also rattle under certain conditions. This mix of conventional and T-drive mounts reduces weight as well as noise, and requires fewer (10 vs. 12) mounts.Courtesy of Suzuki
The new wheels are a six-spoke design (three-spoke wheels were on the previous model), with Bridgestone Street RS10 tires. The rear tire is now a 190/55 vs. the previous 190/50.Courtesy of Suzuki
The standard GSX-R1000 has a black-on-white full LCD instrument panel, with six levels of brightness. The segmented bar-graph tach features a peak-hold function, which shows the peak rpm reached prior to each shift.Courtesy of Suzuki
The R model has the same features but has a black background with white graphics.Courtesy of Suzuki
Suzuki's Low RPM Assist function monitors and adjusts engine rpm while riding slowly or away from a stop.Courtesy of Suzuki
The GSX-R1000 and GSX-R1000R also use Suzuki's Easy Start System, which requires just one touch of the starter button to start the engine, with no need to hold the button down until the engine fires.Courtesy of Suzuki
The Drive Mode Selector (S-DMS) allows the rider to pick from three available engine power characteristics. Full power is available in all three modes at full throttle, although power is reduced at in B and C modes at less than full throttle.Courtesy of Suzuki
The Balance Free Rear Custion (BFRC) lite on the GSX-R1000R equalizes oil pressure above and below the solid internal piston as it moves. Oil is pushed through the damping circuit external to the shock body, through the valve stack, and back into the shock body on the other side of the piston. Compared to conventional shocks, this isolates damping control from the influence of unequal pressure, with a corresponding improvement in damping control. There is no necessity to separate high-speed and low-speed compression damping, which also helps to make the shock lighter.Courtesy of Suzuki
The GSX-R1000R features Showa's latest Balance Free Front (BFF) fork, which also isolates the damping circuits external to the fork and improving performance, as the compression and rebound circuits are external to the fork and separated from the influence of unequal pressure.Courtesy of Suzuki
This diagram illustrates the oil path in the front fork. The external compression and rebound circuits are more precise than valve stacks fitted above and below the piston in conventional forks.Courtesy of Suzuki
The standard GSX-R1000 has a Showa rear shock with preload, rebound damping and high- and low-speed damping adjustability. Both models use a new progressive linkage that makes the suspension more responsive and increases traction over uneven pavement ripples as well as over larger bumps.Courtesy of Suzuki
The new bodywork is more compact, with less lift and improved drag coefficient. The fairing is 16mm narrower than before, measured at the widest point, and the fuel tank as a lower top and sleeker shape. Even new fairing mount bolts have been used, which have a flat-top design to reduce weight and air resistance.Courtesy of Suzuki

Be sure to check our part 2 for more details of the new GSX-R1000: Inside the 2017 Suzuki GSX-R1000 Part 2: Engine