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The 2008 Suzuki GSX-R1000 is here and it's ready to ride! The GSX-R1000, also known as the Gixxer, is a legend in the Suzuki lineup. Year after year the Gixxer ranks near the top with the best performing motorcycles in its class.

Boasting a 999CC, four-stroke, four-cylinder engine, the GSX-R1000 is ready for the street or track right out of the box! The engine is liquid cooled with dual overhead cams and 16 valves, helping to increase the power of this beast. Suzuki features their Suzuki Dual Throttle Valve system (SDTV) on this model to aid in the fuel-injection, making their fuel system compact and efficient.

The 2008 Gixxer sounds great in part from the Suzuki Advanced Exhaust System (SAES), featuring aluminum/titanium mufflers located on both sides of the bike, with pipes of equal length that run under the engine. With Suzuki you would expect a cutting-edge chassis, and they deliver in spades! The five-casting, twin-spar frame, is lightweight and durable, offering flawless performance! Suzuki also boasts a rigid aluminum-alloy swingarm that pivots for better traction and performance. The front suspension is race-ready with an inverted telescopic design, featuring coil springs, and is fully adjustable. The rear suspension is a link-type, gas/oil set-up. The 2008 model is available in Blue/White, Black/Gold, and White/Silver.

The Suzuki Hayabusa is the flagship motorcycle of this company, but the GSX-R1000 is an ample and nasty little brother to it. In typical Suzuki fashion, the GSX-R1000's acceleration is swift and the handling is track-ready. If you're looking for a motorcycle with speed and performance, this model might be perfect for you!

Like the Kawasaki Suzuki GSX-R1000? Visit http://2008suzukigsx-r1000.blogspot.com for more.

Throttle Pressure and Throttle Response

From a technical point of view, throttle response can be measured by how fast your engine can build vacuum in its intake manifold, via throttle pressure. The faster and higher peak vacuum is reached in the intake manifold, the higher the pressure differential will be between outside air, and your engine. This pressure differential forces the air to flow from the area of high pressure (outside air) to the area of low pressure (the engine and cylinders), and the higher the pressure difference, the greater the pressure force, and the faster the air flow into the engine.

This is essentially how throttle response works. To improve throttle response several engine alterations can be used to achieve a higher peak vacuum in the engine or a faster change in vacuum per throttle input... some of these include:

1- Using undersized intake pipes and intake plenum runners to increase the airflow velocity in the intake system, making the engine able to suck all the air out of it faster and create vacuum sooner.

2- Adjusting intake cam timing to open the intake valve as peak vacuum is created inside the cylinder near bottom dead center.

3- Reducing the overall intake system volume, by using smaller manifolds, less vacuum lines, and more electrically operated (rather than vacuum operated) engine auxiliaries which means the engine has less air volume to clear from the intake system to create a vacuum in the manifold to force new air in.

4- Using cam separation and cam overlap (when both intake and exhaust valves are open at the same time) to have the previous cycle's exhaust gasses help pull in fresh intake gasses for the beginning of this combustion cycle.

One interesting application of this concept is the G-Power supercharger kit for the BMW M3. The ASA supercharger powered kit focuses on response and efficiency rather than on astonishing peak power figures. The G-Power kit utilizes a very conservative boost supercharger by ASA giving a peak of only 4.4 psi of boost. Since the engine already very highly powered at 420hp, the addition of just 4.4psi of boost results in well over 500hp (as a conservative estimate) and as much as 560hp as a result of this combination.

The focus of the G-Power kit is not just power figures, as rather than just providing a supercharger kit for the M3, G-Power has designed a completely new intake manifold for the M3. The manifold although has higher volume than the original M3 manifold (for more peak power as this is now a supercharged car), does have a narrow profile that promotes high air velocities to improve throttle response. Furthermore, the new manifold has integrated individual runners for each cylinders complete with trumpet style inlets raised from the floor of the plenum, which has been proven through fluid flow simulation to reduce boundary pressure differentials, reduce the pressure drop inside the intake manifold, and promote higher air velocities that lend themselves to higher peak vacuums and faster vacuum buildup inside the manifold.

Even though centrifugal superchargers typically show a linear boost curve with engine rpm, and thus produce little to now power gain in lower rpms, the combination of this supercharger with the redesigned intake manifold and new tune reportedly provides over 20% increase in torque at ALL engine rpms, and with increased response.

Here it is in G-Power's own words:

Air duct: Sport air filter system, CAD-FEM flow optimized boost recooling system consisting of an air duct made from aluminum cast, high capacity air-to-air intercooler made from aluminum cast in the car's front and a large volume air box made from aluminum cast, including 8 integral resonance induction pipes made from light polyamide, ensuring an optimal throttle response and a perfect torque curve; pneumatic controlled, engine load related boost control; boost level approx. 4 psi rel.

The G-Power kit comes in 3 power ranges corresponding to 4, 6 and 7psi of boost. The 7psi kit with their full titanium exhaust is capable of peaking out over 580 hp with great response to match. Last but not least, the new G-Powered M3 is capable of doing a 0-124 mph 2 seconds faster than a factory M3, which at those speeds is about 20 car lengths of distance between the two cars. Moreover the G-Power with its unlimited speedometer will keep pulling all the way up to 223mph!

About the Author

I am a master electrical engineer who has been Interested in cars and performance modifications for the last 13 years. I have moderated one import performance website for 3 years. I have turbocharged one car, highly modified a twin turbo monster, and have a lot of gained 'experience' on my friend's cars. My current vehicle is a 2005 Mercedes C200 Kompressor which is supercharged and modified.

Find out more about supercharger performance by visiting:
My blog: http://www.superchargerperformance.com

Anyone looking for a Z3?

Supercharged along with high lift, long duration cams. Aluminum pistons with hardened rings that have been designed to lower my compression ratio to 9:1. I added titanium valve guides and redid the springs to keep the valves from floating. I have caster/camber adjustments on all 4 wheels, along with heavy duty sway and dropped it about 1.5 inches. High flow intake and hot cat-back exhaust. I've rerouted intake air from the fog light cutouts for cold air intake. Of course, front and rear stress bars and bilstein shocks, hardened brake disks with steel lines. I added 19" wheels just for looks. I can easily take a highway cloverleaf at 80 without even squealing the tires. On a straightaway, the ground effect of the air dam increases about 25% from being lowered. Much, much more....Not a racecar - it's an incredible roadster.

Sounds great mate, but I would haveto swim that far to purchase it, cheers.

Chevrolet Expects to Create Waves at Detroit Auto Show with the All-New 2012 Sonic
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