Suzuki gsx-r1000k5 ghost rider edition

The Suzuki Hayabusa was always a controversial animal. Its record-setting speeds it was, after all, at one point the fastest production motorcycle ever made alarmed regulators to the point that Suzuki had to cap its max speed at far lower than what the machine was capable of.

Motorcycle lovers everywhere felt a surge of adrenaline when in it was announced Suzuki had filed a patent for an exhaust system that could meet European regulations, and now we know that, at last, a Hayabusa is fast-approaching on the horizon.

Via: SuperBike Magazine. Via: Autoblog. Share Share Tweet Email. The engine would rev higher and make more peak horsepower, while maintaining excellent low-to-mid-range power and drive.

The details started with bore and stroke of 76 mm x 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.

Finger followers positioned between the valves and the cam lobes are by nature thicker than the top of conventional bucket tappets. To minimize the resulting increase in overall cylinder head height, conventional aluminum valve spring retainers are replaced with thinner, steel valve spring retainers. The exhaust valves are made out of titanium instead of steel, are slightly smaller measuring 24 mm instead of 25 mm and are lighter by 8.

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-R 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.

A header balance tube connects the head pipes for cylinders 1 and 4, and another header balance tube connects the head pipes for cylinders 2 and 3, a design feature that normally increases high-rpm power at the expense of mid-range and lower-rpm power. 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.

Each forged aluminum piston has short skirts and cutaway sides to reduce weight and friction, a DLC-coated wrist pin to reduce friction and a carefully shaped piston dome to increase compression while also enhancing combustion efficiency. 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 hole injectors.

One injector is mounted at a steep angle in the throttle body itself and operates any time the engine is running. The TFI showerhead injector delivers additional fuel in an improved spray pattern designed to enhance combustion efficiency, throttle response and top-end power.

As the rider turns the handlebar twist grip, the ECM reads throttle position, crankshaft position and rpm, gear position, front and rear wheel speed, IMU position, and exhaust oxygen content. The system then opens or closes the throttle body butterfly valves and increases or reduces the amount of fuel injected to maximize intake charge velocity and produce the most efficient and complete combustion possible.

The result is more linear throttle response along with more power, more torque and reduced emissions across the rev range. The S-DSI system delivers advantages of variable-length intake funnels or velocity stacks without extra weight, complexity, or cost.

The S-DSI funnels use a stacked, dual-stage design, with a longer funnel positioned over a short funnel, and a gap in between. The dual-stage S-DSI funnels are fitted to cylinders 1 and 4, with conventional funnels fitted to cylinders 2 and 3. Shorter conventional funnels are better for high-rpm power and longer conventional funnels are better for low and mid-range power.

Thanks to the physics of air flow, S-DSI funnels provide the best of both, acting like a longer funnel at low and mid rpm, and acting like a shorter funnel at higher rpm. At low and mid rpm, most of the air flows through the longer, upper funnel into the short funnel, increasing low-end and mid-range power. At higher rpm, more air flows around the base of the longer upper funnel and directly into the short lower funnel, increasing top-end power.

Using two S-DSI funnels and two conventional funnels helps produce a broader powerband and a seamless transition from low and mid-range into the high-rpm range. The pistons are carried by chrome-molybdenum steel connecting rods with a carburized surface treatment to increase strength. Cutouts in the sides of the cylinder bores below the piston stroke allow air trapped underneath each descending piston to quickly escape to adjacent cylinders where pistons are rising.

The cutouts minimize internal crankshaft air-pressure resistance to downward piston movement, reducing mechanical power loss, and contributing to better ring seal. Careful design of internal passageways increased the rate at which coolant flows through the cylinder head and dramatically improved heat transfer.

A higher-capacity radiator equipped with dual fans helps make the cooling system more efficient even with a smaller volume of coolant, contributing to weight reduction. But the gears are redesigned to handle the power increase. The SCAS design automatically reduces pressure on the plates, increasing slip and limiting back-torque , during deceleration, downshifts and hard braking on the racetrack.

The system also reduces slip by increasing mechanical pressure on the plates during acceleration, allowing the use of lighter clutch springs and making it easier to pull in the clutch lever. The result is strong, linear power and enhanced acceleration throughout the rpm range. Unlike complicated systems used by other manufacturers, the SR-VVT system is simpler, more compact, and lighter.

The system is built into the intake cam sprocket and an adjacent guide plate, using 12 steel balls positioned between slanted radial grooves in the intake cam sprocket and straight radial grooves in the guide plate attached directly to the camshaft.

As centrifugal force moves the balls outward at high rpm, the offset grooves align, rotating the position of the cam sprocket on the camshaft and retarding intake cam timing, adding significantly to high-rpm power.

The beauty of the SR-VVT system is in its compact simplicity, light weight, reliability and seamless operation. Centrifugal force is constantly produced when the engine is running, and is free in that it does not use power that could otherwise turn the rear wheel. For more than a decade, racers have not been able to feel when the system moved to change the valve timing. What they have been able to feel is a seamless, significant increase in high-rpm power, without sacrificing any low or mid-range.

And the system is built into existing parts, takes up no extra room in the engine, with a minimal weight increase. Monitoring these motorcycle motions in real time allows traction, braking and cornering control to be more precise and effective. The power mode and level of TCS intervention can be changed while riding, as long as the throttle is closed.

The Motion Track TCS continuously monitors front and rear wheel speed, throttle position, crankshaft position, gear position, and motorcycle motion, and quickly reduces engine power output when a loss of traction is detected or predicted. Power output is controlled by managing ignition timing and throttle valve position. Motion Track TCS reads sensor input every 4-milliseconds 0. Modes are designed for racetrack riding; Modes are designed for street riding; and Modes are designed for slippery road conditions.

Modes allow some rear-wheel spin on the racetrack, for the experienced rider who prefers minimal electronic intervention. When the motorcycle reaches a specific lean angle, the system softens the throttle response and power delivery for easier control using the throttle twist grip. When wheel spin or slide is detected, the system immediately reduces power. Modes are designed for slippery road conditions, and the system activates earlier than in other modes. The instrument panel indicates what Mode has been selected, and a light shows when Motion Track TCS intervention is active.

The system makes it easier to pull away from a standstill or maneuver in heavy traffic or through a crowded parking lot. The dual processor ECM also runs a one-touch Suzuki Easy Start system, and an idle-speed system, which improves cold starting, reduces cold-start emissions and stabilizes engine idle under various conditions, based on coolant temperature.

The quick shift system allows the rider to upshift smoothly and quickly at full throttle, without closing the throttle. For canyon road and highway riding, just back off from both front and rear compression and rebound settings by 2 to 3 clicks. Could I say 6 out of 5 rating? There is only enough sensation through the clip on bars to let you know the engine is running. At no point in the rpm range is there any hint of intrusive engine vibration. In fact, the engine feels light and feathery smooth, until you decide to turn up the throttle, at which time the power delivered is smooth and massive.

Any creditable video evidence is welcome on the mph top speed. Mechanical quality and reliability of all components, including engine, frame, and fairing plastics are flawless.

My bike is now more than 10 years since coming off the showroom I'm the third owner with 15k miles on the odometer and it still looks new and fresh except for a few minor and negligible scratches on the plastics. Other than an occasional clutch cable and lever pivot point lubes, frequent drive chain lube, scheduled engine oil changes, occasional tire changes, there has been no other maintenance expenses to this date.

Fork oil change will be next. Again, the bike in showroom stock is a complete package. Buying experience: At this time, the bike can only be bought as used. Whether buying from private party or from a dealer, try for a well maintained bike regardless of odometer reading.

Suzuki has this bike on a recall in the U. I suspect the first is preemptive measure, and likely in response to feedback from the field in regards to the bikes being put through abusive stunt riding. Check with Suzuki dealership to ensure that these 2 items have been taken care of if you are not able to see the modification.

Use top quality oil. Use standard pads. Grunt can eat tyres. Nothing breaks or wears out. Checked valves twice from new. All still in spec. Brilliant straight out of the box. Akrapovic, Ohlins, Harris, Bazzaz all good. Avoid GP Pro tyres - lethal when cold. Bought new in Spent 10k on upgrades since. Top end brutal. Mid range outguns anything.

Quick steering. Never misses a beat. Bought another recently for winter near bog standard but still brilliant. Nothing else I have ridden comes close. Buy a well cared for example and wheely your way to happiness. I own a k7 my review can be found on this site marked wtf! That feeling was blown apart within 50 yards I was a little disturbed by the dunlop tyres on it but it didn't stop me having the best days riding in my life.

The current fireblade has the best current engine almost scary how it takes off after rpm and the previous model fireblade preferably in repsol colours was probably the best looking bike since the in my humble opinion. BUT as a fun filled every ride every day bike this is still number 1 the daddy!!! Since then I have covered miles visited 16 countries done approx 25 track days including Nurburgring and miles on the Isle of Man TT course.

It has never used a drop of oil and let me down only once after an mile ride undertaken on 3 consecutive days in torrential rain when water got into the ECU fine once dried out. I am 6'3" and find it perfectly comfortable for touring and during a mile ride in Europe never once wished I was on any other bike. On the track it corners with the 's and stays with the latest 's on the straights new Blade can pull out a few meters though. Its ability to adjust its line mid corner is excellent and the chassis is beautifully neutral.

Currently running on Diablo Corsa iii's which suit it on the road and track although rear is completely worn on RHS after only miles but 5 trackdays. BTs were fine on road but would move around on track but very preditably when pushed hard. Can't honestly think what I would replace this bike with but if I had to I am sure I would find something Not really too worried about frame cracking mine has been tested and brace fitted and has a 5 year warranty.

Why do they insist on making these things smaller and smaller. I have had a few modern jap bikes in the last few years. They were all reliable and had good and bad points, as would be expected. This gixxer is the most complete package I have ever ridden!

It have a slick quality feel with every input and control movement. It actually pulls well in 6th showing just a couple of thousand revs, I've tried it! Its devastatingly fast, too fast in fact. I always thought you can't have too much power, but power corrupts, and this bike can make you do some silly things. But then that just demonstrates its quality I guess, although its a super litre bike, I feel happier chucking it about, than my old 04 zx6rr.

The riding position I'm 6'1" , clocks, engine, brakes only ever need one finger! It may be a surprize then to read I am selling it It's just too good, I have cornered quicker on this than on anything else I have ridden, and have gone faster, WAY faster, just because the bike makes it possible. I need to slow down!

I would recommend this bike to those who have self control, there is no upgrade from one of these! This is what real men ride. Had it for about three weeks and would not say a bad thing about it. It cornes so stable yet so fast. Really easy to turn in and feels really planted out of the corners.

I ride in the lake district and all of the bumps in the roads are like take off ramps for my little gixxer. Love it!!! Any of you R1 rider want a race to sort it all out just get in touch. Simply the fastest, sharpest, and sexiest bike on the market.

No other bike makes you feel like this one does. Why buy anything else? Just love the way it goes.. Had my K6 for two weeks and done miles, even with this crap weather! Power and speed are addictive, as is the sound from a Racefit Mega can.

Buy one or miss out on an amazing experience. Tootling around town, Storming the autobahn, or Ripping through the N in Spain this bike is superb. Faster and better handling than the latest version and all the other 07 litre bikes, this bike will be an icon.

In an age where sports bikes keep getting smaller, and on the surface this bike is the same. I have the Gixxer Thou Phantom K6. The Ltd Edition Phantom comes in a very classy grey and black colour scheme and a dedicated Suzuki, Yoshi exhaust that sounds and looks quite simply awesome.

I had the 06 ZX10R previously and this thing quite simply blows it away. Lighter, more tourqe throughout the rev range and more stable but just as exciting. Corners like its on rails and seems to find itself doing mph all on its own honestly officer. A magnificent piece of kit thats a credit to Suzuki and having seen next years Gixxer thou with its twin trumpet exhausts and "i cant ride a litre bike in the wet" switch the K6 is destined to become a must have classic.

Buy one NOW before the Eurocrats legislate these things away.