The headlights of the 2003 year's GSX-R1000 were mounted vertically to enable the ram-air intakes in the front to be placed 20 mm (0.79 in) nearer the bike's centerline. Though smaller, Suzuki claimed that the new brakes provide better stopping and turn-in performance. The new radially mounted four-piston calipers weigh 30 grams less and grip smaller 300 mm (11.8 in) discs that save another 300 g (11 oz). Suzuki decided to drop the six-piston calipers. The frame, as well as the wheels, were now coated black. The already rigid aluminum alloy frame was newly designed and enforced with internal ribs, also there was an updated headlight and tail fairing. The seat height and the overall height were somewhat lower but the geometry of the bike was exactly the same as before. The physical dimensions of the bike were almost identical to the previous year's model. It weighed less, had more power/torque, and handled better. The 2003 year's GSX-R1000 was improved in all three counts. Suzuki engineers had been working on the three things that made a fast bike faster weight, power, and handling. New colors, and new GSXR stickers.Īfter the GSX-R1000 had been three years on the roads and race tracks, Suzuki put out a new version of the model in late September 2002.
GSXR ECU FLASH MANUAL
The manual fast-idle was replaced with a computer operated implementation (the "STV servo"). modifications to the fuel pump, clutch, front axle, torque link, mirrors, and luggage hooks. The 2001 model carried over to 2002 with minimal changes. With the 2001 model of the GSX-R1000, the 1998 Yamaha YZF-R1 was finally surpassed with the GSX-R being lighter and more powerful. Using a servo the system dynamically adjusted the exhaust backpressure, according to engine speed, throttle position, and gear selection for increased torque, lower emissions, and decreased noise-the (stock) exhaust noise of the GSX-R1000 is notably lower than that of the GSX-R600. An exhaust tuning valve had been mounted inside the exhaust pipe. Titanium was also used in the front fork (titanium-nitride) to coat the stanchions. Using titanium for the exhaust downpipe (K1 model link pipe is black, K2 model link pipe is polished titanium) and the inside of the silencer, enabled the 1000s exhaust system to become 4 lb (1.8 kg) lighter than that of the 750. Combined with a total (dry) weight of 374 lb (170 kg) this gives the GSX-R1000 a top speed of 173 mph (278 km/h), a 1/4 mile time of 10.1 seconds at 141.7 mph (228.0 km/h), and a 0 to 100 km/h (62 mph) time of 3 seconds. The maximum torque of the engine is 80 ft⋅lbf (108 N⋅m) at 8,000 rpm. The performance of the engine is a peak of 160 bhp (119 kW) at 9,500 rpm, as measured on the crank and 143 hp (107 kW), when measured on the rear wheel with small variations between different instances of the same model. The engine weighed 130 lb (59 kg) which was slightly heavier than the 750 engine but 31 lb (14 kg) lighter than the engine of the GSX1300R. The R1000 had a 1 mm (0.04 in) bigger bore and 13 mm (0.51 in) longer stroke, newly designed pistons with lower crown, and gear-driven counter balancer. The GSX-R1000 engine was a redesigned GSX-R750 engine. Suzuki claimed the torsional rigidity of the frame had increased 10% in comparison with the GSX-R750. The mainframe is the same in both models, but the material used on the big brother was. The GSX-R1000 was not just an enlarged version of the GSX-R750, although it shared many features with its little brother. As the model name revealed, the engine's cylinder displacement was roughly 1,000 cc (61 cu in), about 100 cc smaller than its predecessor.
GSXR ECU FLASH SERIES
For 2001, Suzuki introduced a new GSX-R model that replaced the largest and most powerful model of the GSX-R series sportbike, the GSX-R1100, with the all-new GSX-R1000.
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