VOL. 54 ISSUE 19 MAY 16, 2017 P105
The VVT system kicks
in at 10,000 rpm, giving
greater valve overlap for
more peak power than
the reduced overlap
and high torque required for
0-10,000 rpm. For a detailed
look at the system, check out
this video.
On the exhaust side, Suzuki's
fitted the new Suzuki Exhaust
Tuning-Alpha (SET-A) system.
Suzuki's had the SET system for
a while, but the addition of the A
is worth talking about. The new
system has exhaust valves in the
balance tubes between the num-
bers one and four, and two and
three header pipes. The system
opens and closes the valves via
a cable depending on the engine
revs—open for peak power and
closed for bottom-end torque—in
that way it's like the Yamaha
EXUP system that's been in use
in their mid-pipes for forever.
The 2017 GSX-R1000 gets
the power to the ground via a
new cassette-style transmission
Suzuki says takes only about half
an hour to remove. There's also
a new Suzuki Clutch Assist
System (SCAS) that has
larger ramps between the
sleeve hub and the clutch
basket. The system works
like a slipper clutch during down-
shifts, smoothing engine braking
while increasing pressure on
the plates during acceleration.
Suzuki says the system is so
good they only need three clutch
springs in total, making for a very
light pull at the lever.
THE LOVELY BONES
Suzuki's been using the term
Run, Turn, Stop with the new
GSX-R. The new engine runs
pretty damn good, but how about
turning and stopping? Well, the
Hamamatsu crew has given the
GSX-R an all new chassis and
swingarm, complimented by
Showa springers and Brembo
stoppers.
The new twin spar chassis is
smaller, 10 percent lighter and
far more compact than in 2016.
Never really one of the porkier
1000s out there, the GSX-R is
now 20mm narrower between
Load up that
front end on the
road and the
GSX-R will follow
its line intuitively.
OK, we'll admit
it. That muffler
does look
horrendous.
