2017 SUZUKI GSX-R1000
FIRST TEST
P106
the spars with the motor rotated
six degrees rearward in the chas-
sis. That's allowed much tighter
packaging—the distance from the
front axle to the swingarm pivot
is 20mm shorter, with the swing-
arm itself 40mm longer. The
wheelbase has grown 15mm to
1420mm, although trail has been
reduced to 3.74 in from 3.85 in.
Brembo has supplied the front
brakes for the GSX-R with dual
radially-mounted four-piston
calipers up front gripping the
weight gain despite the bigger
diameter disc (320mm for the
2017 bike versus 310mm for
the 2016). The T-drive is also
claimed to reduce the rattle
noises associated with floating
discs. Nissin takes care of the
rear brake with a single piston
caliper and 240mm disc.
Showa's thrown their fully-ad-
justable 43mm Big Piston Fork
at the GSX-R—the same unit
found on the base model Honda
CBR1000RR—plus their fully-
adjustable Remote Reservoir
Shock, and the show rolls on
The new Suzuki isn't a massive
departure from the previous
generation, but it's been nipped
and tucked everywhere to make a
more complete machine.
company's new T-drive 320mm
discs. What is T-drive, I hear you
ask? Well, it features two meth-
ods of attaching the 320mm
floating disc to the carrier. There
are five conventional floating
disc spools that maintain the
discs' relationship to the caliper,
and there are five new T-drive
fasteners.
The T-drive is claimed to pro-
duce a larger contact area be-
tween the outer and inner brake
discs, allowing fewer mounting
points than conventional mounts
(10 instead of 12). That minimizes
