One injector is mounted at a steep angle in the throttle body itself and operates any time the engine is running.

It embodies the life work of Suzuki engineers who are passionate about the GSX-R1000 and its place in motorcycle history.

Men who love riding and racing, determined to restore the GSX-R1000 to its throne as The King of Sportbikes.

With a supremely effective electronic engine management system that doesnt require a degree in engineering to understand, and doesnt need a squad of computer technicians to make work.

Built to run right and be reliable, designed to help make everybody a better rider.

Engineered using experience gained over 30 Years of Domination in production-based Superbike, Superstock and Endurance races worldwide, combined with proprietary technology developed in the MotoGP World Championship.

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But take off the mirrors and the license plate and tape the lights and theyre also ready for closed-course fun.

The fundamental capabilities that make a great sportbike were distilled down to three words: Run.

Turn. Stop. Make the GSX-R1000 run better, turn better and stop better than any other sportbike.

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Add advanced electronics that arent too complicated to actually use, plus bodywork with refined aerodynamics that reduce drag at top speed on the racetrack and improve rider comfort on brisk street rides.

Engine dimensions, shape, and positioning affect wheelbase and swingarm length and overall handling, as well as the room available for the fuel tank and air cleaner box and ram-air intake ducts and the width of the frame itself.

The engine would rev higher and make more peak horsepower, while maintaining excellent low-to-mid-range power and drive.

It would be a compact and lightweight Inline Four, DOHC with chain cam drive and four titanium valves per cylinder set at narrow angles, with a more over-square borestroke ratio, a higher redline and a higher compression ratio.

Followed by a valve train developed in MotoGP competition, using thinner-wall, hollow camshafts operating lighter, F1-style pivoting finger followers.

Each finger follower is 6 grams lighter than a conventional bucket tappet (10 grams vs.

The lighter moving mass allows maximum engine rpm and valve lift to be increased while improving valve response and maintaining accurate valve control.

Each finger follower in the GSX-R1000 is designed based on the actual followers used in the GSX-RR MotoGP racebike, including a DLC coating to increase durability.

To minimize the resulting increase in overall cylinder head height, conventional aluminum valve spring retainers are replaced with thinner, steel valve spring retainers.

But exploiting the higher engine speed and increasing the high-rpm power without affecting lower and mid-rpm power presented a challenge.

The valve timing needed for higher peak power also reduces mid-range and lower-rpm power.

GSX-R1000 models have long used a servo-operated Suzuki Exhaust Tuning (SET) butterfly valve built into the mid-pipe to help maximize torque throughout the rpm range by optimizing back pressure based on engine rpm, throttle position and gear position.

But the GSX-R1000s exhaust system improves on that idea with the addition of Suzuki Exhaust Tuning-Alpha (SET-A) butterfly valves.

Suzuki engineers added a servo-operated SET-A butterfly valve in each header balance tube, which remains closed to enhance mid-range and low-rpm power, then opens at high rpm to add significant top-end power.

The L-shaped upper compression ring is pushed out against the cylinder wall by combustion pressure, reducing blow-by and improving sealing.

The oil control ring features a chrome-nitride coating, which is harder and smoother than conventional chrome plating, reducing friction, increasing durability, and also enhancing sealing.

Each one has a single butterfly valve controlled by an advanced electronic engine management system, and each cylinder is fed by two ultra-fine-atomization 10-hole injectors.