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vi copio pari pari l'articolo in inglese , se c'e q.no che il tempo e la voglia di tradurlo per tutto il forum sarebbe una bella cosa! 
Engine Features:
The 2005 Suzuki GSX-R1000 is powered by a larger-displacement 998.6cc DOHC, 16-valve inline-four-cylinder engine that features a new cylinder head and new valve train for more horsepower and torque across a wider rpm range.
Additional engine displacement is due to larger cylinders with a bore and stroke of 73.4mm x 59mm and a ratio of 0.804:1. Despite the increased bore, the forged pistons are lighter, shorter and have narrower skirts, resulting in less reciprocating mass.
Upper compression and oil control rings are electro-plated with a chrome-nitride coating applied in a vacuum chamber using a Physical Vapor Deposition (PVD) system. This new coating is harder and smoother than conventional chrome plating, reducing friction and improving sealing in the cylinder bores, which are electro-plated with Suzuki's own race-proven nickel-phosphorus-silicon-carbide coating, called Suzuki Composite
Electrochemical Material (SCEM).
New cylinder head has larger intake and exhaust ports, and carries larger, 30mm titanium intake valves and 24mm titanium exhaust valves. Both intake and exhaust valves have larger 4.5mm stems. Besides being larger, the two outside intake ports are each angled 5mm closer to the cylinder head centerline to allow for more compact throttle bodies.
Precisely shaped, lightweight titanium valves feature flat faces working with a more compact combustion chamber to increase the compression ratio from 12.0:1 to 12.5:1.
Each titanium intake valve is 6.0 grams lighter than the 2004 GSX-R's steel valves for a total intake valve weight savings of 48.0 grams. Each titanium exhaust valve is 6.4 grams lighter, for a total exhaust valve weight savings of 51.2 grams. Because the valves are significantly lighter, engine redline can be increased 1000 rpm.
To accommodate the new engine's extra rpm, the chrome-moly-steel shot-peened connecting rods have thicker, reinforcing ribs on each shoulder; the crankshaft has been reinforced; and the counterweight on the secondary balancer shaft has been recalibrated.
Additional weight-saving touches to the engine include reshaped cylinder head bolts (saving a total of 54 grams) and cam cover bolts (saving a total of 28 grams).
New trapezoidal-shaped radiator increases cooling capacity by 17 percent without increasing frontal area. It uses a new fan with an integrated ring linking the blade tips for better cooling efficiency in traffic. A radiator-type oil cooler transfers heat to the air instead of to the engine coolant.
Suzuki Advanced Exhaust System (SAES) features an all-titanium muffler and is positioned closer to the center of the bike and is shaped to decrease aerodynamic drag and increase cornering bank angle.
The Suzuki Dual Throttle Valve (SDTV) system uses two butterfly valves in each throttle body bore, a primary valve controlled by the rider and a secondary valve controlled by the Engine Control Module (ECM) based on engine rpm, gear position and the position of the primary valve.
The secondary valve opens and closes as required to maintain ideal intake air velocity, producing more seamless and more linear throttle response, improving combustion efficiency and adding to low-rpm torque. Two double-barrel SDTV throttle bodies are more compact, allowing for a narrower airbox and fuel tank, and
providing more rider knee and elbow room and in turn allowing the use of narrower bodywork.
Throttle bodies have 2mm larger bores and carry two multi-hole, fine-atomization fuel injectors in each bore. The primary fuel injector operates under all conditions, and the secondary fuel injector operates under high-rpm, heavy-load conditions, greatly increasing engine output on the racetrack. Primary injector volume is based on engine rpm, intake air pressure and throttle opening. Secondary injector volume is based on throttle opening and engine rpm. The secondary injector is aimed so its fuel spray hits the secondary butterfly valve at a steep angle, improving atomization and making the intake mixture more homogenous, for better combustion efficiency and improved high-rpm engine output.
Automatic Fast Idle System (AFIS) controls the opening of the primary butterfly valve during cold starts, based on coolant temperature.
Internal transmission ratios with closer spacing improve racetrack acceleration, and a redesigned clutch and shift forks make racetrack starts and shifts feel more positive.
Clutch features a back-torque limiting system and is now activated by a more positive, rack-and-pinion system.
The pin on the end of each shift fork now has concave sides to reduce stiction caused by side loading.
Chassis and Bodywork Features:
The 2005 GSX-R1000's overall dimensions are more compact: 40mm shorter front-to-rear, 45mm shorter from the top of the windscreen to the pavement, 5mm narrower from side to side.
The seat is 20mm lower, the reach from the seat to the handlebars 40mm shorter. The distance between the footpegs is 17mm narrower, allowing the pegs to be positioned slightly lower for enhanced rider comfort, without reducing cornering bank angle.
Wheelbase measures 1405mm, while rake and trail are increased to 23.75 degrees and 96mm.
The frame itself is 6mm shorter from the steering head to the swingarm pivot, putting the engine crankshaft 3mm closer to each, concentrating mass toward the center of the machine.
All-new, lighter aluminum-alloy frame was adjusted for vertical, horizontal and torsional rigidity to improve feed back and feel reaching the rider during hard cornering on the racetrack.
Steering head and the frame's front half of the two main spars and the upper engine mounts on each side are formed by a single casting, linked by two extruded, tapered spars to a cast swingarm pivot section. The extruded spar sections each have an internal reinforcing rib.
Front section of the new swingarm -- including the pivot tube, front deck, cross brace and forward part of the arms on each side -- consists of a single casting. The inner arm wall and the axle carrier plate on each side are formed by another casting, while the outer arm walls are stamped aluminum. The welded-together swingarm is lighter and, like the new frame, has precisely calculated rigidity. The right side of the swingarm is shaped to
allow the Suzuki Advanced Exhaust Sytem (SAES) to tuck in more tightly, improving cornering clearance.
The swingarm pivot shaft is 3mm smaller in diameter, and the swingarm pivot shaft location can be adjusted up and down by inserting optional race kit spacers.
The bolt-on rear subframe/tailsection support is now made of two bolted-together aluminum-alloy castings sections instead of welded-together extruded rails and stamped cross braces, reducing complexity and weight.
Front and rear suspension are fully adjustable for spring preload, compression damping and rebound damping.
Kayaba inverted, cartridge forks have redesigned 43mm inner tubes, plated with anti-stiction, anti-wear Diamond Like Coating (DLC).
A new, more-linear link is used with the Kayaba piggyback reservoir rear shock, improving suspension response and feedback.
New cast-aluminum-alloy wheels have redesigned, thinner spokes with optimized wall thickness, reducing unsprung weight by 300 grams per wheel. Rim dimensions remain 3.50 x 17-inch front and 6.00 x 17-inch rear, carrying 120/70ZR-17 front and 190/50ZR-17 rear Bridgestone Battlax radial tires.
Fully floating front brake discs measure 310mm and provide better feel and performance. Opposed-four-piston radial-mount front brake calipers feature aluminum-alloy pistons and are controlled by a radial-piston master cylinder.
Rear brake consists of a 220mm disc and a dual-opposed-piston caliper, with aluminum-alloy pistons.
Aggressive, new bodywork is wind-tunnel-developed and contributes to overall performance with the rider aboard.
Shorter, narrower fuel tank is no wider than the seat, and the frame itself is narrower at its widest point, allowing the rider's elbows and knees to fit inside the fairing, reducing drag.
New, reshaped dual headlights are vertically stacked, allowing the intake ducts to be located closer to the center of the fairing nose, where air pressure is highest, improving ram-air efficiency.
Front turnsignals are integrated into the streamlined mirrors, and the rear turn signals are built into the tailsection.
Engine Features:
The 2005 Suzuki GSX-R1000 is powered by a larger-displacement 998.6cc DOHC, 16-valve inline-four-cylinder engine that features a new cylinder head and new valve train for more horsepower and torque across a wider rpm range.
Additional engine displacement is due to larger cylinders with a bore and stroke of 73.4mm x 59mm and a ratio of 0.804:1. Despite the increased bore, the forged pistons are lighter, shorter and have narrower skirts, resulting in less reciprocating mass.
Upper compression and oil control rings are electro-plated with a chrome-nitride coating applied in a vacuum chamber using a Physical Vapor Deposition (PVD) system. This new coating is harder and smoother than conventional chrome plating, reducing friction and improving sealing in the cylinder bores, which are electro-plated with Suzuki's own race-proven nickel-phosphorus-silicon-carbide coating, called Suzuki Composite
Electrochemical Material (SCEM).
New cylinder head has larger intake and exhaust ports, and carries larger, 30mm titanium intake valves and 24mm titanium exhaust valves. Both intake and exhaust valves have larger 4.5mm stems. Besides being larger, the two outside intake ports are each angled 5mm closer to the cylinder head centerline to allow for more compact throttle bodies.
Precisely shaped, lightweight titanium valves feature flat faces working with a more compact combustion chamber to increase the compression ratio from 12.0:1 to 12.5:1.
Each titanium intake valve is 6.0 grams lighter than the 2004 GSX-R's steel valves for a total intake valve weight savings of 48.0 grams. Each titanium exhaust valve is 6.4 grams lighter, for a total exhaust valve weight savings of 51.2 grams. Because the valves are significantly lighter, engine redline can be increased 1000 rpm.
To accommodate the new engine's extra rpm, the chrome-moly-steel shot-peened connecting rods have thicker, reinforcing ribs on each shoulder; the crankshaft has been reinforced; and the counterweight on the secondary balancer shaft has been recalibrated.
Additional weight-saving touches to the engine include reshaped cylinder head bolts (saving a total of 54 grams) and cam cover bolts (saving a total of 28 grams).
New trapezoidal-shaped radiator increases cooling capacity by 17 percent without increasing frontal area. It uses a new fan with an integrated ring linking the blade tips for better cooling efficiency in traffic. A radiator-type oil cooler transfers heat to the air instead of to the engine coolant.
Suzuki Advanced Exhaust System (SAES) features an all-titanium muffler and is positioned closer to the center of the bike and is shaped to decrease aerodynamic drag and increase cornering bank angle.
The Suzuki Dual Throttle Valve (SDTV) system uses two butterfly valves in each throttle body bore, a primary valve controlled by the rider and a secondary valve controlled by the Engine Control Module (ECM) based on engine rpm, gear position and the position of the primary valve.
The secondary valve opens and closes as required to maintain ideal intake air velocity, producing more seamless and more linear throttle response, improving combustion efficiency and adding to low-rpm torque. Two double-barrel SDTV throttle bodies are more compact, allowing for a narrower airbox and fuel tank, and
providing more rider knee and elbow room and in turn allowing the use of narrower bodywork.
Throttle bodies have 2mm larger bores and carry two multi-hole, fine-atomization fuel injectors in each bore. The primary fuel injector operates under all conditions, and the secondary fuel injector operates under high-rpm, heavy-load conditions, greatly increasing engine output on the racetrack. Primary injector volume is based on engine rpm, intake air pressure and throttle opening. Secondary injector volume is based on throttle opening and engine rpm. The secondary injector is aimed so its fuel spray hits the secondary butterfly valve at a steep angle, improving atomization and making the intake mixture more homogenous, for better combustion efficiency and improved high-rpm engine output.
Automatic Fast Idle System (AFIS) controls the opening of the primary butterfly valve during cold starts, based on coolant temperature.
Internal transmission ratios with closer spacing improve racetrack acceleration, and a redesigned clutch and shift forks make racetrack starts and shifts feel more positive.
Clutch features a back-torque limiting system and is now activated by a more positive, rack-and-pinion system.
The pin on the end of each shift fork now has concave sides to reduce stiction caused by side loading.
Chassis and Bodywork Features:
The 2005 GSX-R1000's overall dimensions are more compact: 40mm shorter front-to-rear, 45mm shorter from the top of the windscreen to the pavement, 5mm narrower from side to side.
The seat is 20mm lower, the reach from the seat to the handlebars 40mm shorter. The distance between the footpegs is 17mm narrower, allowing the pegs to be positioned slightly lower for enhanced rider comfort, without reducing cornering bank angle.
Wheelbase measures 1405mm, while rake and trail are increased to 23.75 degrees and 96mm.
The frame itself is 6mm shorter from the steering head to the swingarm pivot, putting the engine crankshaft 3mm closer to each, concentrating mass toward the center of the machine.
All-new, lighter aluminum-alloy frame was adjusted for vertical, horizontal and torsional rigidity to improve feed back and feel reaching the rider during hard cornering on the racetrack.
Steering head and the frame's front half of the two main spars and the upper engine mounts on each side are formed by a single casting, linked by two extruded, tapered spars to a cast swingarm pivot section. The extruded spar sections each have an internal reinforcing rib.
Front section of the new swingarm -- including the pivot tube, front deck, cross brace and forward part of the arms on each side -- consists of a single casting. The inner arm wall and the axle carrier plate on each side are formed by another casting, while the outer arm walls are stamped aluminum. The welded-together swingarm is lighter and, like the new frame, has precisely calculated rigidity. The right side of the swingarm is shaped to
allow the Suzuki Advanced Exhaust Sytem (SAES) to tuck in more tightly, improving cornering clearance.
The swingarm pivot shaft is 3mm smaller in diameter, and the swingarm pivot shaft location can be adjusted up and down by inserting optional race kit spacers.
The bolt-on rear subframe/tailsection support is now made of two bolted-together aluminum-alloy castings sections instead of welded-together extruded rails and stamped cross braces, reducing complexity and weight.
Front and rear suspension are fully adjustable for spring preload, compression damping and rebound damping.
Kayaba inverted, cartridge forks have redesigned 43mm inner tubes, plated with anti-stiction, anti-wear Diamond Like Coating (DLC).
A new, more-linear link is used with the Kayaba piggyback reservoir rear shock, improving suspension response and feedback.
New cast-aluminum-alloy wheels have redesigned, thinner spokes with optimized wall thickness, reducing unsprung weight by 300 grams per wheel. Rim dimensions remain 3.50 x 17-inch front and 6.00 x 17-inch rear, carrying 120/70ZR-17 front and 190/50ZR-17 rear Bridgestone Battlax radial tires.
Fully floating front brake discs measure 310mm and provide better feel and performance. Opposed-four-piston radial-mount front brake calipers feature aluminum-alloy pistons and are controlled by a radial-piston master cylinder.
Rear brake consists of a 220mm disc and a dual-opposed-piston caliper, with aluminum-alloy pistons.
Aggressive, new bodywork is wind-tunnel-developed and contributes to overall performance with the rider aboard.
Shorter, narrower fuel tank is no wider than the seat, and the frame itself is narrower at its widest point, allowing the rider's elbows and knees to fit inside the fairing, reducing drag.
New, reshaped dual headlights are vertically stacked, allowing the intake ducts to be located closer to the center of the fairing nose, where air pressure is highest, improving ram-air efficiency.
Front turnsignals are integrated into the streamlined mirrors, and the rear turn signals are built into the tailsection.
si perch? il cbr1000 avrebbe 177 cv? ma dove? attaccati davanti alla moto con le briglie :P 
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