Just two years ago, Suzuki launched the critically acclaimed GSX-R1000 with the aim of "owning the racetrack" and it has done just that.
The GSX-R1000 has been at the front in the Isle of Man, in the British Superstock Championship, Masters of Endurance, FIM Endurance World Championship and in national championships around the world.
But with its mission to stay at the forefront of technological innovation and stay ahead of the competition, Suzuki has completely up-rated its flagship model to give it the highest output and acceleration in its class.
The new GSX-R1000 has lost a little weight, gained new styling for improved aerodynamics, and improved efficiency in its ram-air charging system.
The 988cc in-line four's fuel injection and exhaust control module now features a 32-bit module instead of 16-bit, improving engine response and combustion efficiency while reducing exhaust emissions.
The fuel injection throttle bodies are now dual double barrel instead of the earlier four single-barrel throttle bodies. This makes the system lighter and simpler.
From stacked headlights to the trick LED tail-light, the 2003 GSX-R1000 has been revised into a stronger, lighter, faster package. An all-new twin-spar, black-painted aluminium-alloy frame adds to the sharp new look. The steering head section and swingarm pivot-plate are both cast with internal reinforcing ribs for greater rigidity. The swingarm pivot can be adjusted up or down via eccentric spacers for fine-tuning the handling - the spacers are supplied only as part of a race kit.
Even the brakes are improved - and those were amongst the best around on the "old" Thou. The new GSX-R1000 gets radial-mounted, four-piston front brake callipers straight from the MotoGP racetrack, where the system is used on the GSV-R.
Instead of the caliper bodies being bolted to the forks transversely (in line with the wheel spindles) the calipers are now bolted radially, in towards the hub. This means that the mounts and calipers are far more rigidly fixed, and so they can't flex as much under hard braking.
At 168kg, the GSX-R1000 has the lightest dry weight in its class. It looks like the big Suzuki is going to dominate racetracks again in 2003. The FireBlade might steer better and the R1 might look sharper, but nothing can match the GSX-R1000's explosive motor. Road riders with enough skill to handle it will make it the top sportsbike again.
