Cycle News Staff | December 2, 2016
Suzuki is coming back hard in 2017 with the new GSX-R1000 range. We sat down with the bike’s Chief Engineer, Shinichi Sahara, to find out more.
By Jon Urry
Photography Courtesy Suzuki
If you’re into motorcycles—high-performance street motorcycles in particular—it’s been very exciting times lately. It seems all of the manufacturers are introducing very cool, high-tech and exciting new models the past couple of years, and one of those motorcycles is the Suzuki GSX-R1000. Okay, so the GSX-R1000 isn’t exactly a new model, but it’s been so long since its last major update that when Suzuki finally did announce it’s all-new GSX-R1000 for 2017, it seemed like we were getting an all-new model.
Some say, however, that the new GSX-R1000 doesn’t look all that new, but don’t worry—it is. And we recently got a chance to chat with Shinichi Sahara, the man behind the latest GSX-R1000, who explained what Suzuki did, like sticking to an inline-four configuration with the GSX-R1000, and why.
What other projects have you worked on within Suzuki
I was project leader and technical manager for the MotoGP team, mainly the V4 but also the beginning of the inline-four project.
Last year the GSX-R1000 was shown as a prototype, now it is the final production version. What has changed?
Basically it is the same, but almost every part has been upgraded or optimized. The main work has been within the engine to meet performance expectations, but also the electronics.
Last year Suzuki said the bike had no Bosch IMU; this year it does. Why the change in the level of electronic assists?
Last year the plan was for the IMU to only be on the R model, not the standard bike, so we were being truthful… 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.
How long has the new GSX-R1000 been in development?
This is a very difficult question to answer, as the actual start point is hard to say. Many years ago we started discussions about the bike to build up a base philosophy on the bike and we knew we needed to make a fundamental change to the bike’s engineering. We spent a long time discussing with the engine, chassis and electrical teams to decide on a direction. Once we had agreed to a philosophy the bike only took around two or three years to develop.
Were there a lot of people asking you for a new GSX-R?
Yes! I still have many friends in the World Superbike paddock and they were always saying to me “We want a new GSX-R, when will it arrive?!”
Considering your MotoGP background, did you ever consider a V4 or uneven firing order inline-four engine for the GSX-R1000?
Both a V4 and inline-four have their own advantages and disadvantages and my experience with a V4 told me that for a production bike, an inline-four is a better option. Honestly speaking, it is also good for the MotoGP and street bike to have a similar engine. We simulated many engine configurations, including an uneven firing order inline-four, but the conventional firing order was the best solution. 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.
How much MotoGP influence is there in the GSX-R1000?
When I was MotoGP project leader I had many secrets from the project in my head. When I was asked to develop the GSX-R1000 road bike I no longer needed to keep them secret.
The GSX-R has the slogan “Own the race track,” will we see it in WorldSBK?
I wish and I hope so but this is still in discussion.
You quote 199 bhp, is there still a 200 bhp “gentleman’s agreement” between the Japanese manufacturers?
I think this is something that has been made up by journalists. I am not aware of it existing!
During development you will have tested your engine verses current rivals such as the Kawasaki ZX-10R and BMW S 1000 RR. How did it compare?
On the dyno we had the highest peak power, but this is just one figure. The more important characteristic is the midrange and the GSX-R has more torque and midrange than its rivals thanks to its variable valve timing system. The GSX-R is known for its torque as well as its power, so we have not thrown away this history and characteristic. The new exhaust system also helps boost midrange performance.
Why develop an R version?
The GSX-R1000 has two different target users. One wants high performance with an affordable price, the other wants the ultimate GSX-R.
Will we ever see a MotoGP replica for the road from Suzuki?
That’s my dream. There is no reason to say no. CN