Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/824646
VOL. 54 ISSUE 19 MAY 16, 2017 P107 sition Sensor to determine rear wheel slip and the torque allocated to the rear wheel. Levels one to four are designed for track use, five to eight for road twisties and nine to 10 for wet weather riding. Back for another crack this year is the three-stage Suzuki Drive Mode Selector (S-DMS) system, but unlike previous years where it would change the overall power of the bike in the mode you were in, the 2017 version just softens the initial torque delivery while still giving you all the power at the top of the rev range with Mode A the most aggressive, Mode C the least. There's also the Suzuki Easy Start one-touch system and the Low RPM Assist feature. Just hit the starter like you're flipping on a light switch and the ECU will crank the motor until it fires. It's a pretty cool feature, but I like the fact more that you don't have to be in neutral to fire the bike up, like every other Suzuki. The Low RPM Assist feature first came out on the 2016 Suzuki ELECTRONIC ELEPHANT IN THE ROOM This is the first GSX-R1000 to come with not just traction control but also an Inertial Measurement Unit. The must-have gizmo of 2015 has now finally made its way to the GSX-R (to be fair to Suzuki, they were originally going to release the GSX-R1000 as a 2016 model, but delayed it one more year). The Suzuki's IMU measures the machine in six axes—pitch up and down, roll left and right, and yaw left and right—and communi- SV650. When necessary, the ECM activates the ISC air-bleed system, raising engine rpm slightly for a smoother start. Suzuki claims the system also makes it easier to ride at low speeds in heavy traffic or through a crowded parking lot. Sadly, for the base model GSX-R, it doesn't come standard with a quickshifter. You can add one on if you like, but it's omis- sion is a mark against the bike, in my opinion. Phew. OK. Let's ride this thing! (L-R) The new dash isn't the easiest to read with the remaining fuel bar—the most important part of the dash— hidden at the bottom. Svelte and small—the new GSX-R's butt is indeed a thing of beauty. brand new six spoke cast alloy wheels wrapped in Bridgestone RS10 tires as standard. There's no point showing up to the ball in an old dress, so Suzuki's given the GSX-R a full cosmetic makeover with a much skinner seat section, a 21mm lower gas tank (with a corre- sponding 0.4-gallon reduction in capacity to 4.2-gallon), and a re- worked front with a much smaller LED headlight but without the LED daytime running lights of the GSX-R1000R. cates that information to the ECM to determine the intervention of traction and wheelie control. The GSX-R1000 doesn't run separate wheelie and traction maps like the Yamaha YZF-R1 and in this guise, is like the 2017 CBR1000RR. Dubbed Motion Track Traction Control, it's a 10-stage system with nine levels plus Off that takes in inputs from the Throttle Position Sensor, Acceleration Position Sensor, IMU, ECM, front and rear wheel speed sensors, Gear Position Sensor and the Crank Po-