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The GSX-R 1000's crankshaft, besides having a longer stroke, has larger diameter main bearing journals, 35mm versus 32mm, with width remaining at 24mm.  Crank pins are also larger in diameter, 38mm versus 33mm, with width unchanged at 20mm.  Overall crankshaft width is identical for the two models.

The cam, clutch, starter, alternator and driveshaft sprocket covers are all made of magnesium alloy, to reduce weight.

In a first for Suzuki the new GSX-R 1000 brings the debut of what Suzuki are calling their SET (Suzuki Exhaust Tuning) variable exhaust tuning with digital control.  Basically a similar system to Yamaha's EXUP system which Honda also an introduced a variant of in their CBR 929 Fireblade.

The four-into-two-into-one exhaust system itself uses a combination of titanium, stainless steel and aluminium parts to reduce weight.  The header pipes, collector and internal muffler core pipes and core-pipe mounting plates are made of titanium.

The new GSX-R 1000 uses a modified version of the digitally controlled Suzuki Dual Throttle Valve (SDTV) fuel injection system introduced on the GSX-R 750.  This excellent system uses a computer-operated secondary throttle butterfly valve in each throttle body to maintain ideal intake velocity by matching intake area to intake vacuum. In simple terms, the system operates like a digital constant-velocity carburettor, producing smooth throttle response, even if the rider quickly opens the throttle at relatively low engine rpm.

The GSX-R's fuel injection system uses the same 42mm throttle bodies as used on the latest 750, but the secondary throttle butterfly valve linkage is controlled by a stepping motor mounted directly on the throttle body.

The same Suzuki Ram Air Direct (SRAD) intake and pressurized airbox system is used but four 5 x 15mm slots have been built into the base of each velocity stack.  The slots reduce intake pulses created by the larger displacement cylinders to help smooth mid-range power delivery.

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