The GSX-R 1000 is claimed to weigh only 4 kilograms more than the GSX-R 750 with nearly identical width and overall length measurements.  The engine itself is the same width as the GSX-R 750 engine, and is just 14mm taller and 6mm longer front-to-rear.

The engine layout is nearly identical to that of the 750 with liquid cooling, double overhead cams driven by chain off the right side of the crankshaft, four valves per cylinder, downdraft throttle body fuel injection, the cylinder block integrated into the upper crankcase casting, and transmission shafts positioned below and behind the crankshaft on a separate crankshaft split, to reduce overall engine length.  Cylinder bores are electro-plated with Suzuki's own race developed nickel-phosphorus-silicon-carbide coating, known as SCEM (Suzuki Composite Electrochemical Material).

The GSX-R 1000 and GSX-R 750 share the same cylinder head assembly and components, with just timing and profile revisions to the hollow-core camshafts.  The 29mm intake valves are set at 12 degrees from the cylinder centreline, the 24mm exhaust valves at 13 degrees from the cylinder centreline.  Cam lobes operate directly on bucket tappets, 26mm on the intake valves and 24mm on the exhaust valves.  Valve lash is adjusted with replaceable shims located underneath the bucket tappets.  Intake & Exhaust valves have 4mm stems and are controlled by single springs made with a new spring steel alloy and held in place by forged aluminium retainers.  Combustion chamber shape and volume are unchanged, and the cylinder head retains a separate set of internal passageways for lubricating oil.

Compared to the GSX-R 750 engine, the GSX-R 1000 engine's bore and stroke have been increased from 72x46mm to 73x59mm.  Although larger in diameter, the GSX-R 1000's forged pistons are actually 3 grams lighter than the GSX-R 750's pistons.  The pistons are lighter because they are shaped differently to work with the same size combustion chamber, with a dished done replacing the GSX-R 750 piston's raised dome.  The wrist pin is 16mm in diameter, 1mm larger than that of the 750.

The crankcases are larger to accommodate the increase in stroke as well as wider transmission gears, a larger clutch, a new oil cooler system and a compact balancer shaft positioned ahead of the crankshaft.

Primary, secondary and first gear ratios are taller, reducing the overall sixth gear ratio.  The diameter of the 19-plate clutch has been increased by 7mm.

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