GSXR 1000 K9
Gsxr 1000 k9: Own the race track
The Suzuki Gsxr 1000 is a legendary case study in high-performance design. Since its introduction almost a decade ago, the Gsxr 1000 has won races and filled 1000 cc production-based road-racing grids worldwide, earning its reputation as The Top Performer. From the start, it was a motorcycle design ahead of its time.
Year after year, the Gsxr 1000 continued to win races and championships with relatively minor engine refinements and periodic chassis updates.
The Gsxr 1000 offered riders everywhere a chance to Own The Racetrack. Only now is the would-be competition starting to catch up. And the same team of dedicated Suzuki engineers responsible for designing and updating the original Gsxr 1000 has delivered an answer. Introducing the all-new 2009 Suzuki Gsxr 1000 k9.
With a more powerful, cleaner-running engine. A more nimble chassis and more responsive suspension. In a more compact and lighter package. Wrapped with an edgy new look. All delivering a renewed invitation for riders worldwide: Own The Racetrack.
Suzuki Integrated Design
The 2009 Suzuki Gsxr 1000 k9 is a product of the innovative Suzuki Integrated Design approach, a dedicated engineering team of engine, chassis, electronic and aerodynamic specialists working together to expand the boundaries of motorcycle performance.
The new Gsxr 1000 k9 engine is shorter front-to-rear, allowing engineers to use a shorter wheelbase and a longer swingarm to improve racetrack performance.
The 2009 engine is, allowing a narrower frame and bodywork, in turn reducing projected frontal area and improving aerodynamic performance.
Overall, the Gsxr 1000 k9 is about 5 kilograms lighter for 2009, producing a class-leading power to weight ratio, and the integrated design of the engine and chassis raises the concept of Total Performance to an entirely new level.
More Power And Torque
The new 999 cm3 Gsxr 1000 k9 engine is a clean-sheet design, built to maximize combustion efficiency and get the most out of each drop of gasoline. The result is more power and torque across the entire rpm range, with enhanced throttle response and reduced exhaust emissions.
The basic design elements remain true to Gsxr 1000 racing heritage. Four cylinders, DOHC with chain drive, bucket tappets and four titanium valves per cylinder, set at narrow angles. Forged aluminum-alloy pistons with short skirts and cutaway sides, carried by chrome-molybdenum-steel connecting rods finished with a shot-peen treatment to harden the surface and increase overall strength. A forged, steel-alloy crankshaft.
Cylinders integrated into the upper crankcase casting and plated with the race-proven nickel-phosphorus-silicon-carbide bore coating known as SCEM (Suzuki Composite Electrochemical Material), reducing friction and improving heat transfer, durability and ring seal. Downdraft fuel injection controlled by the latest version of the groundbreaking digital engine management system pioneered by Suzuki engineers, with pressurized ram-air induction and dual-injector, double-barrel Suzuki Dual Throttle Valve (SDTV) throttle bodies. A new, more over-square bore x stroke of 74.5 mm x 57.3 mm (changed from 73.4 mm x 59.0 mm) gives the engine better overall tuning potential.
Specifically, the shorter stroke inherently increases performance at high rpm. But Suzuki engineers were also able to increase low-range and mid-range performance and broaden the torque curve by reshaping the combustion chamber, increasing the compression ratio, and developing new cam profiles.
The compression ratio is now 12.8:1 versus 12.5:1. To help maintain intake efficiency and power output at higher rpm, the downdraft intake manifolds are now 10 mm shorter. The Suzuki Ram Air Direct (SRAD) airbox is also redesigned, and is lighter. The revised combustion chamber shape also accommodates larger intake and exhaust valves. Intake valve size is increased from 30 mm to 31 mm and exhaust valve size is increased from 24 mm to 25 mm. The steel alloy used to produce the double valve springs for each valve has also been revised, along with camshaft profiles.
The intake camshaft itself is shorter, reducing weight, and the cam angle sensor used by the engine management system has been relocated from the left end of the intake cam to the center of the exhaust cam. The shorter intake cam and relocated sensor allowed the cylinder head to be reshaped, reducing weight.
The close-ratio six-speed transmission's input and output shafts are now triangulated with the crankshaft. The crankshaft is positioned more forward in the cases relative to the cylinder centerline, the transmission input shaft has been moved upwards and the transmission output shaft has been moved forward. As a result, the distance between the crankshaft and the transmission output shaft (also known as the countershaft) has been reduced by 59.6 mm, allowing the case length to be reduced and making the engine shorter front-to-rear.
Repositioning the transmission shafts also allowed the crankcase assembly to be simplified, now using two boited-together (upper and lower) sections instead of three, eliminating 16 screws and helping to further reduce engine weight by about 670 grams.
The single vibration-reducing counter-balance shaft located in front of the crankshaft is smaller, now measuring 20 mm (in bearing diameter) instead of 23 mm, reducing mechanical losses.
The clutch is now directly operated by a cable instead of a hydraulic system, improving feel and feedback reaching the rider through the control lever, as well as reducing weight. A new integrated clutch and starter motor cover is about 200 grams lighter than the two individual covers previously used.
A large radiator with an efficient trapezoidal shape developed on factory team racebikes helps maintain stable engine running temperatures, contributing to efficient combustion and consistent power production while also allowing the use of narrower bodywork, reducing drag.
A new, more efficient engine oil cooler also has a trapezoidal shape instead of a more conventional rectangular shape, allowing the lower fairing to be narrower, again contributing to improved aerodynamics by reducing drag.
State Of The Art Digital Engine Management And Emissions Control
A powerful microprocessor in the Electronic Control Module (ECM) runs the 2009 Gsxr 1000 k9's advanced engine : management system, starting with the latest versions of the revolutionary downdraft double-barrel Suzuki Dual Throttle Valve (SDTV) throttle bodies introduced on the first Gsxr 1000.
The SDTV system uses two butterfly valves in each throttle-body barrel, the primary valve controlled by the rider via the twist grip and the secondary valve controlled by the ECM. As the rider opens and closes the primary valve, the ECM computer reads throttle position, engine rpm and gear position and then opens and closes the secondary valve incrementally to maximize intake charge velocity, further enhancing combustion efficiency, making throttle response more linear and improving low-end and mid-range torque.
Each throttle body feeds two cylinders, and each throttle-body barrel carries two ultra-fine-atomization, 12-hole injectors. Each cylinder's primary injector is aimed at a steep, 30-degree angle down the intake port to improve fuel atomization and operates under all conditions.
The secondary injector is aimed at the secondary throttle valve and operates to add fuel for high-rpm, high-load conditions. The amount of fuel delivered by each primary injector is calculated by the ECM system based on engine rpm, intake pressure and throttle position. The amount of fuel delivered by each secondary injector is calculated based on engine rpm and throttle position.
The engine management system's Idle Speed Control (ISC) improves cold starting, reduces cold-start emissions and stabilizes engine idle under various conditions by automatically regulating the volume of fresh air fed into the throttle body idle circuits, based on coolant temperature.
The ECM also controls ignition timing and spark advance, based on advanced 3D mapping. Spark plugs with finer, Iridium- alloy electrodes produce a stronger spark for better combustion.
The newest version of the unique Suzuki Advanced Exhaust System (SAES) incorporates staggered-length titanium head pipes, a collector, a short mid-pipe and a stainless-steel under-engine chamber that leads to two low-slung MotoGP-inspired titanium mufflers, one on each side.
A Suzuki Exhaust Tuning (SET) servo-controlled butterfly valve built into the mid-pipe helps maximize torque throughout the rpm range and across varying running conditions, by optimizing exhaust system back pressure based on engine rpm, throttle position and gear position.
The exhaust mid-pipe is also fitted with an oxygen sensor monitored by the ECM, which precisely adjusts the fuel injection to promote cleaner burning. The under-engine chamber carries a catalyzer, to help reduce hydrocarbon (HC), carbon monoxide (CO) and nitrogen oxide (NOx) emissions,
The overall exhaust system design helps keep the center of gravity as low as possible and helps centralize mass, while delivering the larger internal volume needed to produce excellent power and more torque while still meeting the latest emissions and noise regulations worldwide.
The ECM-controlled Suzuki PAIR (Pulsed-AIR) system injects fresh air from the airbox into the exhaust ports based on engine rpm and throttle position, further reducing emissions by igniting unburned hydrocarbons.
Ventilation holes positioned underneath the bottom of the piston stroke in each cylinder bore allow air trapped underneath descending pistons to quickly escape to adjacent cylinders, where the pistons are rising.
This design feature reduces mechanical power losses and internal pumping pressure, improving piston ring sealing.
Rider-Selectable Engine Mapping, With Three Performance Settings
Hie unique Suzuki Drive Mode Selector (S-DMS) system allows the rider to select one of three fuel injection and ignition system maps, adjusting power delivery to suit personal preference.
Using a button now located on the left handlebar control module, the rider can instantaneously switch between the three available maps, which are designated A, B and C as displayed on the instrument panel.
Hie A setting produces normal power delivery.
The B setting produces more linear power delivery at low and mid-range rpm. Hie C setting makes power deliver more linear across the entire rpm range. Hie mapping for each S-DMS setting was developed using experience gained building racebike maps for rainy, mixed and wet conditions.
Using the system, a rider can select one map for dne part of a racetrack and another map for another part of a racetrack. Or a rider can choose one map for a high-speed racetrack and a different map for a tighter racetrack, or change Hie map selection at the end of a long race, when tire grip is reduced.
On the street, a rider can select a map to suit personal preferences in various riding situations, for example choosing one ¦up for tight, twisty roads and another map for highway cruising.
An All-new Chassis
The 2009 Gsxr 1000 k9 retains key chassis design elements, including a twin-spar cradle frame welded together using just five cast aluminum-alloy sections, including a steering head section, two main-spar/swingarm pivot plate sections, and cross braces above and below the swingarm.
The aluminum-alloy swingarm is welded together using just three castings, and is arched to make room for the dual mufflers to be tucked in tightly on each side.
But the new, more compact 2009 engine allowed the Gsxr 1000 k9 's integrated design team to shorten up the mainframe, reducing the distance between the steering head and the swingarm pivot while also reshaping the main spars to precisely fit the contours of the new engine.
That made room for a longer swingarm despite the fact that the wheelbase is 10 mm shorter, now measuring a class-leading 1405 mm. The Swingarm itself is now 33 mm longer, measuring 577 mm from the center of the pivot shaft to the center of the rear axle in the standard position.
The shorter wheelbase contributes to more nimble cornering on the racetrack, while the longer swingarm improves traction and acceleration out of racetrack corners while also resisting rear suspension squat. A new, one-piece die-cast aluminum-alloy rear subframe and tailsection support is lighter, and bolts onto the main frame. Seat height is unchanged at a class-leading 810 mm.
Front Disc Brakes, With Monoblock Calipers
The Gsxr 1000 k9's front brake system matches fully floating 310 mm drilled discs with radial-mount calipers and has been upgraded for 2009. New, race-proven monoblock forged-aluminum-alloy front brake calipers are more rigid despite each being 205 grams lighter than conventional bolt-together calipers, reducing flex and improving feedback reaching the rider through the lever.
Piston bores are machined from one side of the caliper; a bit cuts through from the outside and continues across the pad gap into the other side, forming matching piston bores.
A cap is welded into place to seal the machining hole, using a Friction Stirring Weld (FSW) process which localizes and minimizes heating of the forging itself, to avoid heat distortion of the pteton bores. The four-piston calipers still feature staggered piston diameters designed to produce more even pad wear.
But the trailing piston on each side of the caliper now measures 32 mm in diameter (instead of 34 mm) while the leading piston on each side of the caliper still measures 30 mm in diameter.
The radial-pump front-brake master cylinder now measures 17 mm in diameter, instead of measuring 19 mm. The changes further improve feedback to the rider. To reduce weight, engineers changed the shape of the front disc carriers. The front and rear cast aluminum alloy wheels are also lighter. The rear disc brake works with a single-piston caliper mounted above the swingarm.
More Responsive Suspension
The 2009 Gsxr 1000 k9 features a revolutionary new front suspension design co-developed by Suzuki and Showa engineers and first taken to victory in the grueling Suzuka 8-Hour endurance race.
Conventional high-performance inverted forks have an internal cartridge assembly that fits inside the fork leg on each side.
The new BPF (Big Piston Frontfork) design eliminates the internal cartridge assembly inserted into each fork leg and instead uses a single, 39.6 mm upper piston riding against the inside wall of the inner fork tube.
The larger BPF piston and shims produce more effective valving, with more controlled compression delivering better feedback to the rider.
The difference is especially noticeable during hard braking. Stiction, or resistance to initial fork movement, is also reduced, and changes in internal fork pressure are minimized, improving response to small bumps and pavement irregularities.
The 43 mm inner fork tubes have a carbonized titanium coating to further reduce stiction. The BPF design relocates the fork springs to the bottom of the each fork leg, where they are completely submerged in oil, reducing fork oil foaming and thus contributing to more stable damping. Rebound and compression valving adjustment screws are indented into the fork caps.
Spring preload is adjusted at the bottom of the fork leg assembly.
The BPF system simplifies fork revalving, because the entire damping assembly may be quickly pulled out of the top of each fork leg and replaced without completely disassembling the forks. Professional race teams testing the BPF system have been able to change damping in less than 10 minutes, while on pit lane.
The new front forks are also 720 grams lighter than the conventional forks they replace.
The Showa rear shock works through an aluminum-alloy linkage mounted on the swingarm, with extruded aluminum-alloy link rods connected to the frame.
The layout reduces the lever ratio as the rear wheel moves upward, making the suspension more progressive and more responsive and increasing traction over pavement ripples while still responding smoothly over larger bumps.
The shock itself features adjustable rebound damping, spring preload, and both high-speed and low-speed compression damping.
An electronically controlled, automatic steering damper is fitted as standard equipment.
The ECM monitors motorcycle speed and directs a solenoid to move a tapered needle away from or toward a seat in the main damping circuit, reducing or increasing oil flow for reduced or increased damping.
Damping force is increased at higher speeds, and reduced for lighter steering at slower speeds.
A Clean New Look, With Improved Aerodynamics
Glance at the 2009 Gsxr 1000 k9 and it is obvious that its styling is sharp, edgy and clean. But thanks to extensive wind-tunnel development, that exciting styling does more than make the Gsxr 1000 stand out visually.
The upper fairing is wider, providing better wind protection for the rider's upper body and hands while actually reducing turbulence and drag.
The lower fairing is narrower, also reducing drag. Redesigned SRAD (Suzuki Ram Air-Direct) intakes are positioned cioserto the centerline of the fairing nose, where air pressure is the highest while the motorcycle is in motion. New louvers in the intake ducts reduce turbulence and smooth airflow into the airbox.
The multi-reflector headlight incorporates a new look, with vertically stacked high and low-beam halogen bulbs centered between position lights on each side. The front turn signals feature clear lenses over amber bulbs and are incorporated into the rear-view mirror mounts.
The sharply creased fairing sides feature a layered shape that improves the flow of cooling air through the radiator and away from the rider, and the fairing lowers extend rearward to smooth the flow of air over the dual mufflers. Minimal external fairing screws reduce turbulence and add to the Gsxr 1000's uncluttered look.
The rear turn signals feature clear lenses over amber bulbs and the lenses are integrated into and wrap around the outside edges of the seat cowl.
The LED combination tail light and brake light is built into the rear of the tailsection.
The seat is designed to be comfortable as well as complimenting the overall styling, and careful attention to the relative positioning of the seat, handlebars and footpegs also contributes to riding comfort.
Footpeg positioning remains adjustable, with a choice of three different positions in a 14 mm horizontal and vertical range. The rear brake pedal and master cylinder move with the right footpeg assembly, and the shift lever linkage can be adjusted to accommodate changes in the position of the left footpeg.
The sculpted fuel tank is lighter, while capacity remains 17.5 liters. A tailsection cover is included, to replace the passenger seat for solo rides or track days.
The instrument cluster is centered around an analog tachometer framed by an elegant silver ring, with an adjacent digital LCD speedometer. Additional LCD readouts include an odometer, dual trip meters, reserve trip meter, a clock, a coolant temperature/oil pressure warning indicator, a gear position indicator, a laptimer/stopwatch, an S-DMS setting indicator and a bar graph indicating the instrument lighting level, or brightness.
A programmable engine rpm indicator system incorporates four LEDs. LED fuel injection, low-fuel, neutral, high beam, coolant/oil pressure and turn signal indicators are also included. For applicable markets, an LED immobilizer activation indicator is included.
A speedometer display mode switch is now mounted on the right handlebar control module and can be used to trigger the laptimer/stopwatch.
A Personal Invitation
Consider this your personal invitation to own and ride the 2009 Suzuki Gsxr 1000 k9.
Never has a liter-class motorcycle delivered so much power and torque while also reducing emissions.so effectively.
It is the latest version of a machine that pioneered advanced performance technology and built its name on racetrack handling to match. It is a machine that has become famous for the slogan, Own The Racetrack, and has backed up that slogan by taking over racing grids around the globe.
Ride it, and see for yourself.