Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
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oil passageways that feed the automatic hydraulic cam-chain tensioner. The EFI has been revamped as well. Gone are the system's four individual throttle bodies, and in their place are two sets of double-barrel throttle bodies. Suzuki's Dual Throttle Valve system (SOl\!) is retained and is controlled by an upgraded 32-bit computer (CPU) for smoother throttle response and power delivery. Working in conjunction with the SOl\!, a Suzuki Exhaust Tuning (SET) valve matches exhaust-system back-pressure to engine speed, throttle position and gear selection for increased torque, reduced emissions, and less noise. What this means is that the big GSX-R should provide both the power and reliability to allow you to make it home just in time to watch MTV (Ml\!) or Saturday Night Uve (SNL), or whatever your favorite program is. Uh, by the way, did we mention that the GSX-R1000 comes equipped with a new titanium exhaust system that shaves about 600 grams of weight? Even more poundage was shed through a revamping of the GSX-R's twin-spar aluminum-alloy frame. The frame geometry is unchanged, but the mainframe spars on each side are now extruded and reinforced with three internal ribs each, in order to tune the frame's overall rigidity. A new bolt-on tail section is of a simpler construction, using four straight pieces of extruded aluminum-alloy tubing. Braking and suspension has also been addressed for '03. The new GSX-R features race-proven frontbrake calipers similar to those on the GSV-R MotoGP machine. Radialmounted four-piston calipers attach to the front fork with bolts aligned with the caliper centerline, producing stronger braking power. With the radial system affording more stopping power, the rotors have been reduced in diameter from 320mm to 300mm. The 220mm rear-brake system is unchanged. The 43mm fork - which features Diamond Like Carbon (DLC) coating on the stanchions and internal cartridge damping for reduced friction - and the piggyback reservoir rear shock are fully adjustable. Finally, for racing, the 2003 GSX-R1000's swingarm pivot is adjustable with optional race-kit parts. Suzuki says that this will become more important as sanctioning bodies worldwide make the transition to allow 1000cc four-cylinder bikes into the premier Superbike classes. With increased torque, improved braking and a weight savings of about 4.4 pounds, the new Suzuki GSX-R 1000 may well be sportbikedom's king of the mountain in 2003. The GSX-R1000 also benefits from a complete restyling, sporting an even more aggressive look to match its already aggressive .performance. Highlights of the aerodynamic skin work, which incorporates design data culled from Suzuki's GSV-R MotoGP machine, include vertically stacked headlights which allow the ram-air BURGMAN 550 SV650 ducts to be positioned 20mm closer to the fairing centerline, and reshaped front and inner fenders. A new LED taillight and lightweight, more compact turn signals complete the aesthetic makeover. At the controls, a more compact instrument cluster incorporates LED lights for most of the major indicator warnings (i.e. turn signal, low fuel, etc.), while an LCD display next to the tach features a digital speedometer, odometer, dual tripmeters, clock and water-temperature gauge. A new programmable engine-rpm indicator is located under the speedometer. The MSRP for the 2003 Suzuki GSX-R1000 is $10,499. 320mm rotors with dual four-piston calipers up front, and one 220mm disc with a dual-piston caliper out back. The primary difference between the SV1000 and the SV1000S is the latter's sleek half-fairing, dual headlights, and clip-on bars. The fairing mounts above the radiator instead of around it. The naked SV1000 uses a single headlight, but both feature a sleek inner rear fender and tail section with a pair of maintenance-free LED taillights that are uniquely positioned under the tail section. The MSRP for the Suzuki SV1000 is $7999, while the SVIOOOS retails for $8599. The Burgman 400 sports a compact 385cc four-stroke single-cylinder engine with electronic fuel injection that utilizes a single 36mm throttle body. The engine is housed in a steel backbone-type frame designed for strength and durability. A 41 mm fork and link-type monoshock rear are held up by 13-inch wheels shod with radial tires. The Burgman 400 also incorporates Suzuki's Combination Braking System in which the right-hand lever actuates the front brake only, whereas the lefthand lever activates both the front and rear brakes. The Burgman 400's body features stepped seating with comfortable backrests for the rider and passenger. The backrests feature five-position adjustability via a user-friendly hand lever. The Burgman 400 also boasts 55 liters of storage capacity - the main compartment alone has enough room for two full-face helmets - under the seat and in the fairing. The Suzuki Burgman 650 definitely represents the more high-tech scooter realm, boasting a liquidcooled 638cc V-twin four-stroke powerplant designed with an emphasis on torque at low to mid range revs. The power is transferred to the rear wheel via a Suzuki Electronically Controlled Variable Transmission (SECVT). Via the flip of a switch, the SECVT allows the rider a choice of two automatic modes (normal and power) or one manual mode for sportier riding. The 650 drivetrain is surrounded by a tubular-steel frame, designed with strength and agility in mind. Suspension consists of a 41 mm fork and a five-way spring-preload adjustable rear shock. The underseat storage is a cavernous 56 liters, with additional storage space in the fairing. Speaking of the fairing, a digitial instrument cluster is housed behind the windscreen, sporting an LCD display for the speedometer, tachometer, odometer, dual tripmeters, oil-change indicator and oil-level indicator. A shift position indicator is located under the main LCD screen, while water temperature and fuel-level meters, a clock, and turn-signal indicators are displayed elsewhere within the instrument cluster. The suggested retail for the Suzuki Burgman 400 is $5599. The Suzuki Burgman 650 retails for $7699. CN SV1000 AND SV1000S With the SV650j650S platform selling like hotcakes, and the demise of the TL1OOOS (the R model remains in the lineup for 2003), Suzuki is jumping back into the big-bore fun market with its all-new SV1000 and SV1000S. All-new may not be the most accurate description of the SV's TLlOOO-based, liquid-cooled, 90degree V-twin, but the engine has been retuned specifically for the SV family. The SV sports a bore and stroke of 98mm x 66mm for a total displacement of 966cc. Its aluminumalloy bores use Suzuki's own SCEM coating for increased durability, lighter weight and improved heat transfer. The shot-peened chromemoly rods work side by side on a single crank journal. The motor is housed in an all-new, aluminum-alloy truss-style frame comprising four major components: a cast steering head and swingarm pivot welded to two cast trusses. The new frame sections are constructed as single-precision die castings using a high-vacuum mold process which is said to eliminate bubbles, air pockets and porosity which could potentially weaken the structure. The upshot is reduced weight and more accurately controlled rigidity. The 46mm front fork is preload, compression and rebound adjustable and boasts 4.72 inches of travel. The rear suspension offers three clicks of adjustability for spring preload, and rebound and compression damping, and provides 5.12 inches of travel. Braking duties are handled by twin SV650 AND SV650S A hit since their introduction, the Suzuki SV650 and SV650S return with many of the same styling and engineering updates found on their big-bro SV1000 models. New to both SV650s is Suzuki's SDTV digital fuel-injection system, which utilizes a secondary butterfly valve in its 39mm throttle bodies to control intake velocity. The intended results are smoother power delivery and seamless throttle response in a variety of conditions, and an increase in low- to mid-range torque. The 650s also sport the all-new four-piece aluminum-alloy truss-style frame - same as the SV1 000/1 OOOS and both are suspended via 41 mm forks and a piggyback reservoir shock that are preload adjustable only. Braking is handled via dual 290mm floating rotors with twin-piston calipers up front, and a single 220mm rotor with a single-piston caliper in the rear. The SV650 and SV650S have also benefited from aesthetic upgrades to match the spiffy styling of the 1000cc versions, including the S model's dual-headlight fairing and the trick LED taillight units on both machines. The MSRP for the '03 SV650 has been set at $5899, while the SV650S is $6299. BURGMAN 400 AND 650 Suzuki has jumped into the bigbore scooter market for 2003, introducing a pair of high-tech scoots in the form of the Burgman 400 and the Burgman 650. cue •• n e _ S • OCTOBER 2, 2002 27