Lobo Gixxer
The Main Man
- Gick med
- 7 Mar 2003
- Ort
- Karlskrona
- Hoj
- Suzuki GSX 1400K2, TM Racing 530Fi SMR -18, TM Racing 125 SMR -19, SUZUKI AY50 Corona Ed. MiniMoto Suzuki RGV Ed. Haft otaliga. Mestadels Suzuki.
suzuki gsxr 1000 k7
- Thread starter spyan
- Start date
Lobo Gixxer
The Main Man
- Gick med
- 7 Mar 2003
- Ort
- Karlskrona
- Hoj
- Suzuki GSX 1400K2, TM Racing 530Fi SMR -18, TM Racing 125 SMR -19, SUZUKI AY50 Corona Ed. MiniMoto Suzuki RGV Ed. Haft otaliga. Mestadels Suzuki.
sandstream
Guest
Vågen brukar ju besöka sandfållorna rätt ofta så jag förstår att han vill ha en så stabil ram som möjligt till nästa säsong, helst i gjutjärnNogger skrev:....att just den saken togs upp av en ducce åkareeller va säger du sandis
(Sist jag såg honom åkte han runt på en Veidec R6:a med ett stort leende så han lämnar nog duccelägret snart)
Säkert lika uselt som 014 som satt original på min.Lobo Gixxer skrev:
Gäller iaf om man ska köra bana i lite högre tempo.
Last edited:
Lobo Gixxer
The Main Man
- Gick med
- 7 Mar 2003
- Ort
- Karlskrona
- Hoj
- Suzuki GSX 1400K2, TM Racing 530Fi SMR -18, TM Racing 125 SMR -19, SUZUKI AY50 Corona Ed. MiniMoto Suzuki RGV Ed. Haft otaliga. Mestadels Suzuki.
sandstream skrev:
Ha ha! Jo så kan det ju vara. Mina som satt på K3an åkte av ganska snabbt till förmån för ett par Power som jag var riktigt nöjd med.
Lobo Gixxer
The Main Man
- Gick med
- 7 Mar 2003
- Ort
- Karlskrona
- Hoj
- Suzuki GSX 1400K2, TM Racing 530Fi SMR -18, TM Racing 125 SMR -19, SUZUKI AY50 Corona Ed. MiniMoto Suzuki RGV Ed. Haft otaliga. Mestadels Suzuki.
Lobo Gixxer
The Main Man
- Gick med
- 7 Mar 2003
- Ort
- Karlskrona
- Hoj
- Suzuki GSX 1400K2, TM Racing 530Fi SMR -18, TM Racing 125 SMR -19, SUZUKI AY50 Corona Ed. MiniMoto Suzuki RGV Ed. Haft otaliga. Mestadels Suzuki.
Den blir bara snyggare å snyggare!
Fredde_M
--------
Lobo Gixxer
The Main Man
- Gick med
- 7 Mar 2003
- Ort
- Karlskrona
- Hoj
- Suzuki GSX 1400K2, TM Racing 530Fi SMR -18, TM Racing 125 SMR -19, SUZUKI AY50 Corona Ed. MiniMoto Suzuki RGV Ed. Haft otaliga. Mestadels Suzuki.
Vad jag inte förstår är följande.
Varför har dom fortfarande dessa jävla fula 80-tals fälgarna?
Kawasaki gör mer än 3 ekrar vilket är så jävla tilltalande. Kan dom inte göra 8-10-ekrade också, är det så mycket dyrare? Det e så sinnessjukt fult med 3-ekrat.
Tycker inte 2007an är speciell någonstans. Dom får komma med något nytt nu. jag tycker dom borde börja efterligna gp-hojjarna mer eller mindre. Det är dom hojjarna som ser brutala ut
Ducati lyckades bra med sin Desmo 999R. Dock e den dyr, men det är ju all kräm osv, utseendemässigt äger den allt på marknaden idag. Tråkigt att ingen gör något revolutionerande.
RGV, RC211V, YZR-M1,
Varför har dom fortfarande dessa jävla fula 80-tals fälgarna?
Kawasaki gör mer än 3 ekrar vilket är så jävla tilltalande. Kan dom inte göra 8-10-ekrade också, är det så mycket dyrare? Det e så sinnessjukt fult med 3-ekrat.
Tycker inte 2007an är speciell någonstans. Dom får komma med något nytt nu. jag tycker dom borde börja efterligna gp-hojjarna mer eller mindre. Det är dom hojjarna som ser brutala ut
Ducati lyckades bra med sin Desmo 999R. Dock e den dyr, men det är ju all kräm osv, utseendemässigt äger den allt på marknaden idag. Tråkigt att ingen gör något revolutionerande.
RGV, RC211V, YZR-M1,
sandstream
Guest
Det ser iaf bättre ut än på de första bilderna men någon hårresande skillnad mot K5/K6 kan jag inte se och jag tycker nog att den "gamla" är snyggare, lite råare.Lobo Gixxer skrev:
Sniper
Guest
sandstream skrev:
Jepp håller med K4,an är snyggare
Lobo Gixxer
The Main Man
- Gick med
- 7 Mar 2003
- Ort
- Karlskrona
- Hoj
- Suzuki GSX 1400K2, TM Racing 530Fi SMR -18, TM Racing 125 SMR -19, SUZUKI AY50 Corona Ed. MiniMoto Suzuki RGV Ed. Haft otaliga. Mestadels Suzuki.
Nu tror ju inte jag att det var K3/K4 Sandstream syftade på...
Men i mitt tycke så är ju just dom fetare än K5/K6. Fast jag gillar K5/K6 åxå... fäään vilken kärring an e!
Men i mitt tycke så är ju just dom fetare än K5/K6. Fast jag gillar K5/K6 åxå... fäään vilken kärring an e!
Sniper
Guest
Lobo Gixxer skrev:2483174Nu tror ju inte jag att det var K3/K4 Sandstream syftade på...
Men i mitt tycke så är ju just dom fetare än K5/K6. Fast jag gillar K5/K6 åxå... fäään vilken kärring an e!
Vet jag väl va bara tvungen
Mum!n
Ny medlem
R2 skrev:2476739
R1 2007,, nääeee
inte sätt nå hetare
Kanske handla om vikt
Kanske inte skulle skilja mkt men 3 stora ekrar väger nog mindre än 10 som du vill ha. Där har du nog ett av skälen. Sen vet vi ju inte hur mkt funktion dom lägger vikt på, tror dom lägger mindre på utseende faktiskt.
Svarta e snyggast ännu
Lite konstiga färgsättningar ser det ut som. Men kanske det är för man bara få se dom på bild
vbg_snake skrev:
Kanske inte skulle skilja mkt men 3 stora ekrar väger nog mindre än 10 som du vill ha. Där har du nog ett av skälen. Sen vet vi ju inte hur mkt funktion dom lägger vikt på, tror dom lägger mindre på utseende faktiskt.
Lobo Gixxer skrev:
Svarta e snyggast ännu
Lite konstiga färgsättningar ser det ut som. Men kanske det är för man bara få se dom på bild
Last edited:
2007 SUZUKI GSX-R1000
To the team of Suzuki engineers responsible for the GSX-R1000, Own The Racetrack is not just a slogan, it is a way of life.
It’s a life dedicated to making the most successful open-class motorcycle in the history of production-based racing even better. The key is the motorcycle’s ability to do precisely what the rider wants, when the rider wants, how the rider wants. Accelerate, brake, corner, repeat. Make it easier for the rider, and the results will show.
Once again Suzuki has raised the level of open class sportbike performance. The 2007 Suzuki GSX-R1000, it’s the reason why Suzuki riders Own The Racetrack.
The basic architecture of the compact 999cc liquid-cooled GSX-R1000 engine is well known, a model of race-winning design: Bore and stroke of 73.4mm x 59.0mm, forged aluminum-alloy pistons with short skirts and cut away sides, chrome-moly steel shotpeened connecting rods, hollow dual overhead cams, and lightweight titanium valves. Add to that a close-ratio six-speed transmission with staggered transmission shafts, an adjustable back-torque limiting clutch and a gear driven secondary balancer shaft for reduced vibration.
A new more compact Suzuki Dual Throttle Valve fuel injection system is in place for 2007 with 12 smaller holes instead of four for improved fuel atomization and because the injectors are more compact and emit a finer spray, the secondary injectors can be positioned at a steeper 30 degree angle aimed directly at the intake ports for improved throttle response. Intake and exhaust ports are re-shaped and eight percent larger and exhaust valves are 2mm larger (26mm vs 24mm) to work with more aggressive camshafts and Iridium spark plugs are used for optimum combustion and longer life. Also a new Idle Speed Control (ISC) system improves cold starting and stabilizes engine idle under various conditions and larger ventilation holes between cylinders reduces pumping losses.
The Suzuki Advanced Exhaust System (SAES) features equal length head pipes feeding a collector, a short mid-pipe and a unique under engine chamber that leads to two short aluminum and titanium mufflers on each side. This system nearly doubles exhaust internal volume while lowering the center of gravity, centralizes the mass and improving aerodynamics. A proven Suzuki Exhaust Tuning (SET) valve finds a home on the mid pipe and the combination of the Suzuki PAIR system, a catalyzer and a oxygen sensor equipped closed loop engine management system work in conjunction to reduce emissions and improve engine efficiency.
A new larger radiator features a trapezoidal shape typically seen on works race bikes with nearly a ten percent increase in cooling capacity. The oil cooler is re-shaped with a third more cooling capacity and the oil pump is larger for increased flow.
Controlling the new 2007 GSX-R1000 is a new engine management system with massive computing power with four times the capacity of the previous models. The new ECM controls not only the fuel injection and exhaust systems but also make it possible for the rider to select from three performance settings to match riding conditions, using a three way switch mounted on the right handlebar. Engine mapping will vary for each setting and each map was developed using experience gained building racebike maps for rainy, mixed and dry conditions. Switching from map to map will be instantaneous making it possible for the rider to use different maps for different sections of the racetrack. A new self adjusting hydraulic clutch system uses a radial master cylinder and minimizes the change in clutch feel over the course of long races.
Taking lessons learned from the racetrack, the 2007 GSX-R1000 utilizes an all-new frame built to improve mass centralization by moving the rider toward the center of the wheelbase with a shorter fuel tank and moving the seat forward. The new frame is engineered to deliver the optimum rigidity balance for precise handling even at full lean. Constructed from five main aluminum alloy-castings the new frame uses less parts and less welding for improved accuracy and reduced weight. A new lighter and more rigid aluminum alloy swingarm finds a home under a two piece subframe and features a new rear shock mounting system with a link that pivots on the swingarm itself for improved traction and reduced side loads.
Taking lessons learned from the latest GSX-R600 and GSX-R750, the new GSX-R1000 also features three position adjustable footpegs for maximum rider control and maneuverability.
New high and low-speed compression damping adjustability is built into both front forks and the rear shock along with adjustable rebound and preload adjustments for maximum rider control. The outer tubes of the front forks are now larger in diameter below the lower triple clamp to improve rigidity while the DLC coated fork tubes remain at 43mm. Fork offset has been changed from 30mm to 28mm, increasing trail from 96mm to 98mm. Front wheel travel has also been increased from 120mm to 125mm.
The ’07 GSX-R1000 also benefits from new front brake rotors and brake carriers. Each 310mm disc is attached to the carrier using 12 floating mounts instead of 8 for improved heat transfer away from the disc.
The disc is also slightly thinner, measuring 5.0mm vs 5.5mm for reduced weight. The rear brake is a 220mm rear disc working with a single piston caliper now mounted above the swingarm, to reduce the effect of rear suspension movement caused by braking.
Handling will also benefit from the use of an all-new electronically controlled steering damper. A solenoid valve operated by the engine management system controls a tapered needle, increasing or reducing oil flow for increased or reduced damping force.
Extensive wind tunnel testing led to new and improved bodywork for the 2007 GSX-R1000, with an aggressive style and an overall reduced frontal area for amazing aerodynamic performance. A slightly taller windscreen also makes it easier for the rider to tuck in on the racetrack. New vertically stacked headlights also debut on the new GSX-R1000. The multi-reflector headlight has a new simpler shape and uses a 55w H7 halogen bulb positioned over a 70mm projector high beam.
Because everything else is new on the ’07 GSX-R1000, the instrument cluster is new as well. The new instruments include a step motor controlled analog tachometer, digital LCD speedometer, dual LCD tripmeters, an LCD clock, coolant temp/fuel injection readout, gear position indicator and a programmable LED engine rpm indicator light. A new LCD engine mode indicator displays which performance setting has been selected by the rider.
The new 2007 GSX-R1000 has been developed with lessons learned over more than 20 years of production racing domination.
It is more than just a motorcycle. It is the most powerful and most efficient GSX-R ever built. The new 2007 Suzuki GSX-R1000, Own The Racetrack.
GSX-R1000 (K7) AT A GLANCE
Suggested Retail: TBD*
Engine Type: Four-stroke, liquid-cooled,
DOHC, four cylinder *
Bore and Stroke: 73.4mm x 59.0mm*
Front Brake: Dual Hydraulic Disc*
Rear Brake: Single Hydraulic Disc*
Wheelbase: TBD*
Dry Weight: TBD*
* Specifications not final
Källa: http://www.roadracingworld.com/news/article/?article=26974
To the team of Suzuki engineers responsible for the GSX-R1000, Own The Racetrack is not just a slogan, it is a way of life.
It’s a life dedicated to making the most successful open-class motorcycle in the history of production-based racing even better. The key is the motorcycle’s ability to do precisely what the rider wants, when the rider wants, how the rider wants. Accelerate, brake, corner, repeat. Make it easier for the rider, and the results will show.
Once again Suzuki has raised the level of open class sportbike performance. The 2007 Suzuki GSX-R1000, it’s the reason why Suzuki riders Own The Racetrack.
The basic architecture of the compact 999cc liquid-cooled GSX-R1000 engine is well known, a model of race-winning design: Bore and stroke of 73.4mm x 59.0mm, forged aluminum-alloy pistons with short skirts and cut away sides, chrome-moly steel shotpeened connecting rods, hollow dual overhead cams, and lightweight titanium valves. Add to that a close-ratio six-speed transmission with staggered transmission shafts, an adjustable back-torque limiting clutch and a gear driven secondary balancer shaft for reduced vibration.
A new more compact Suzuki Dual Throttle Valve fuel injection system is in place for 2007 with 12 smaller holes instead of four for improved fuel atomization and because the injectors are more compact and emit a finer spray, the secondary injectors can be positioned at a steeper 30 degree angle aimed directly at the intake ports for improved throttle response. Intake and exhaust ports are re-shaped and eight percent larger and exhaust valves are 2mm larger (26mm vs 24mm) to work with more aggressive camshafts and Iridium spark plugs are used for optimum combustion and longer life. Also a new Idle Speed Control (ISC) system improves cold starting and stabilizes engine idle under various conditions and larger ventilation holes between cylinders reduces pumping losses.
The Suzuki Advanced Exhaust System (SAES) features equal length head pipes feeding a collector, a short mid-pipe and a unique under engine chamber that leads to two short aluminum and titanium mufflers on each side. This system nearly doubles exhaust internal volume while lowering the center of gravity, centralizes the mass and improving aerodynamics. A proven Suzuki Exhaust Tuning (SET) valve finds a home on the mid pipe and the combination of the Suzuki PAIR system, a catalyzer and a oxygen sensor equipped closed loop engine management system work in conjunction to reduce emissions and improve engine efficiency.
A new larger radiator features a trapezoidal shape typically seen on works race bikes with nearly a ten percent increase in cooling capacity. The oil cooler is re-shaped with a third more cooling capacity and the oil pump is larger for increased flow.
Controlling the new 2007 GSX-R1000 is a new engine management system with massive computing power with four times the capacity of the previous models. The new ECM controls not only the fuel injection and exhaust systems but also make it possible for the rider to select from three performance settings to match riding conditions, using a three way switch mounted on the right handlebar. Engine mapping will vary for each setting and each map was developed using experience gained building racebike maps for rainy, mixed and dry conditions. Switching from map to map will be instantaneous making it possible for the rider to use different maps for different sections of the racetrack. A new self adjusting hydraulic clutch system uses a radial master cylinder and minimizes the change in clutch feel over the course of long races.
Taking lessons learned from the racetrack, the 2007 GSX-R1000 utilizes an all-new frame built to improve mass centralization by moving the rider toward the center of the wheelbase with a shorter fuel tank and moving the seat forward. The new frame is engineered to deliver the optimum rigidity balance for precise handling even at full lean. Constructed from five main aluminum alloy-castings the new frame uses less parts and less welding for improved accuracy and reduced weight. A new lighter and more rigid aluminum alloy swingarm finds a home under a two piece subframe and features a new rear shock mounting system with a link that pivots on the swingarm itself for improved traction and reduced side loads.
Taking lessons learned from the latest GSX-R600 and GSX-R750, the new GSX-R1000 also features three position adjustable footpegs for maximum rider control and maneuverability.
New high and low-speed compression damping adjustability is built into both front forks and the rear shock along with adjustable rebound and preload adjustments for maximum rider control. The outer tubes of the front forks are now larger in diameter below the lower triple clamp to improve rigidity while the DLC coated fork tubes remain at 43mm. Fork offset has been changed from 30mm to 28mm, increasing trail from 96mm to 98mm. Front wheel travel has also been increased from 120mm to 125mm.
The ’07 GSX-R1000 also benefits from new front brake rotors and brake carriers. Each 310mm disc is attached to the carrier using 12 floating mounts instead of 8 for improved heat transfer away from the disc.
The disc is also slightly thinner, measuring 5.0mm vs 5.5mm for reduced weight. The rear brake is a 220mm rear disc working with a single piston caliper now mounted above the swingarm, to reduce the effect of rear suspension movement caused by braking.
Handling will also benefit from the use of an all-new electronically controlled steering damper. A solenoid valve operated by the engine management system controls a tapered needle, increasing or reducing oil flow for increased or reduced damping force.
Extensive wind tunnel testing led to new and improved bodywork for the 2007 GSX-R1000, with an aggressive style and an overall reduced frontal area for amazing aerodynamic performance. A slightly taller windscreen also makes it easier for the rider to tuck in on the racetrack. New vertically stacked headlights also debut on the new GSX-R1000. The multi-reflector headlight has a new simpler shape and uses a 55w H7 halogen bulb positioned over a 70mm projector high beam.
Because everything else is new on the ’07 GSX-R1000, the instrument cluster is new as well. The new instruments include a step motor controlled analog tachometer, digital LCD speedometer, dual LCD tripmeters, an LCD clock, coolant temp/fuel injection readout, gear position indicator and a programmable LED engine rpm indicator light. A new LCD engine mode indicator displays which performance setting has been selected by the rider.
The new 2007 GSX-R1000 has been developed with lessons learned over more than 20 years of production racing domination.
It is more than just a motorcycle. It is the most powerful and most efficient GSX-R ever built. The new 2007 Suzuki GSX-R1000, Own The Racetrack.
GSX-R1000 (K7) AT A GLANCE
Suggested Retail: TBD*
Engine Type: Four-stroke, liquid-cooled,
DOHC, four cylinder *
Bore and Stroke: 73.4mm x 59.0mm*
Front Brake: Dual Hydraulic Disc*
Rear Brake: Single Hydraulic Disc*
Wheelbase: TBD*
Dry Weight: TBD*
* Specifications not final
Källa: http://www.roadracingworld.com/news/article/?article=26974
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