Suzuki’s 2012 model doesn’t have traction control, or even ABS for that matter, so it’s certainly not going to upstage the Europeans in those fields of Endeavor, but for sheer character alone the GSX-R1000 has still got an immense amount to offer – whether on the race track or on the road.
Suzuki doesn’t have a new GSX-R1000 that sweeps you off your feet and makes your heart race just by looking at the spec sheet. There’s no traction control, no fancy new power plant… no innovative chassis changes. In fact, at first glance, it doesn’t even look much different from last year.
The GSX-R1000, however, is changed from last year’s model – even if only slightly. But let’s think about the head scratching that must have ensued with the engineers when they were handed this assignment: Make it better, boys… but you have to work with what you’ve got. No brand-new model.
The basic architecture of the liquid-cooled Inline Four, including bore/stroke measurements and capacity remain unchanged. What has changed is the operating efficiency and overall responsiveness through a combination of mechanical and electronic revisions.
Historically braking performance has been one of the weakest links in the Gixxer 1000’s pedigree. So the big news is the replacement of the inconsistent-feeling Tokico front calipers for monopoles sourced from Brembo. The new binders continue to be actuated through rubber lines and a radial-mount hydraulic master cylinder with no anti-lock option. Another change is the fitment of 0.5mm narrower thermal-resistant rotors.