September 29, 2006 The Suzuki B-King, first shown as a concept bike five years ago and one of the most anticipated motorcycles in many years has finally surfaced as a production machine using the Hayabusa 1300cc motor, and without its original supercharger. In an announcement that also included an all-new 1250cc liquid-cooled Bandit and a completely overhauled GSX-R1000 supersport machine, the biggest news was the engine management system on the GSX-R which has four times the computing power of the current machine, and in an industry first, it has a user-selectable engine mapping system with the rider able to change on-the-fly between three different power delivery curves. Suzuki suggests it is possible for a rider to use one map for one section of a racetrack then switch to another map for a different segment of the track. Each engine map was developed using experience gained building racebike maps for rainy, mixed and dry conditions, and the possibilities for making a race or road bike more suited to different types of conditions are obvious.
The K7 engine shares the same bore and stroke figures as the current 999cc 4-cylinder machine, but few details have been released as yet so it’s difficult to fully fathom the differences between models. It is known that the power has had a healthy boost but no figures have been mentioned. Both the intake and exhaust ports have been reshaped and are eight percent larger while the exhaust valves are now 26mm compared to the 24mm of the G6.
The Dual Throttle Valve (SDTV) fuel injection system has also come in for a great deal of work, with 12 smaller holes (instead of four) offering better fuel atomisation, and the secondary injectors are now located at a steeper angle for improved response.
The ventilation holes between the cylinders that reduce pumping losses are now bigger at 48mm. A new reed-valve in the crankcase breather prevents pressure waves originating in the airbox from reaching the crankcase.
A new Idle Speed Control (ISC) system automatically regulates the volume of fresh air fed into the throttle body idle circuits, improving cold starting and stabilizing engine idle under various conditions.
Another nice touch is that the GSX-R's footpegs are now adjustable, and can be moved into three different positions in a 14mm horizontal and vertical range. The brake pedal, master cylinder and gear lever move with their respective assemblies.
The new GSX-R also has a completely new chassis engineered to improve mass centralization. The frame is engineered to deliver the optimum rigidity balance for precise handling at full lean. Constructed from five main aluminium alloy castings, the new frame has less parts and uses less welding for reduced weight. The lighter, more rigid aluminium alloy swingarm features a new rear shock mounting system with a link that pivots on the swingarm itself.
Interestingly, despite several areas where weight has been pruned, the bike is a full 14 pounds heavier than the current machine, tipping the scales at 379 pounds.
More details as they come to hand.