Engine: Air/oil-cooled flat twin ('Boxer') 4-stroke engine, two camshafts and four radially aligned valves per cylinder, central balancer shaft
Bore x stroke: 101 mm x 73 mm
Capacity: 1,170 cc
Rated output: 81 kW at 7,500 rpm
Max. torque: 119 Nm at 6.000 rpm
Compression ratio: 12.0 : 1
Mixture control / engine management: Electronic intake pipe injection / BMS-K+ digital engine management with overrun fuel cut-off, twin-spark ignition
Emission control: Closed-loop 3-way catalytic converter, emission standard EU-3
Maximum speed: over 200 km/h
Fuel type: Unleaded super and premium, octane number 95-98 (RON)
Alternator: three-phase alternator 720 W
Battery: 12 V / 14 Ah, maintenance-free
Clutch: Single dry plate clutch, hydraulically operated
Gearbox: Constant mesh 6-speed gearbox with helical gear teeth
Drive: Shaft drive
Frame: Two-section frame consisting of front and rear sections, load-bearing engine-gearbox unit
Front wheel location / suspension: BMW Motorrad Telelever; stanchion diameter 41 mm, central spring strut
Rear wheel location / suspension: Cast aluminium single-sided swing arm with BMW Motorrad Paralever; central spring strut, spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable
Wheelbase: 1,495 mm
Wheels: Cast aluminium wheels
Rim, front: 3.50 x 17''
Rim, rear: 5.50 x 17''
Tyres, front: 120/70 ZR 17
Tyres, rear: 180/55 ZR 17
Brake, front: Dual disc brake, floating brake discs, diameter 320 mm, four-piston fixed calipers
Brake, rear: Single disc brake, diameter 265 mm, double-piston floating caliper
Length: 2,145 mm
Width (incl. mirrors): 906 mm
Height (excl. mirrors): 1,273 mm
Seat height: 800 mm
Weight, fully fueled: 227 kg
Dry weight: 203 kg
Permitted total weight: 450 kg
Usable tank volume: 18 l
Reserve: approx. 3.0 l
Suzuki GSV-R is the name of the series of 4-Stroke V4 prototype motorcycles developed by Suzuki to compete in the MotoGP World Championship. GSV-R replaced Suzuki's 500 cc 2-Stroke V4 RGV500. 
The GSV-R was introduced on 2002 with codename XRE0. Using the chassis and fairings that were previously made for the 2-Stroke RGV500 engine, XRE0 was hampered by many stability issues. Despite that, XRE0 was able to taste its first podium on the opening round at Suzuka and sacked 3rd place at Rio in the same year. XRE0 achievements however were inconsistent, as the riders often fell down, crashed, or were forced to retire by technical failures. The top XRE0 rider by the end of The 2002 MotoGP Championship was Kenny Roberts, Jr. in 9th place overall.
For 2007, MotoGP rules were changed to allow a maximum displacement of 800 cc. Suzuki introduced an 800 cc version of the GSV-R also known as GSV-R800. The GSV-R800 was codenamed XRG0 because of its newly redesigned engine based on displacement limitations. The new XRG0 engine was based from the layout of the 2006 990cc GSV-R however, the XRG0 engines bore, stroke, and cylinder pitch had been redesigned to better suit the 800cc engine displacement. The Factory Rizla Suzuki MotoGP team stated the new engines aim was to ‘achieve the best possible horsepower and reliable high rpm operation, and to provide the riders with user friendly power delivery and predictable engine character.’ The XRG0 was also equipped with a redesigned Engine control unit supplied by Mitsubishi, capable of producing 220 horsepower at 17,500rpm. The Chassis layout and wheelbase length from the 2006 GSV-R XRE4 used in the 2006 MotoGP season remained on the new model, however the fairing design had been updated to better accommodate high speed stability. 
The 2008 MotoGP season brought another redesigned GSV-R800 that Suzuki codenamed XRG1 as the successor to the XRG0 of the previous year. This second generation 800cc four-stroke prototype was the most complex and technically advanced racing motorcycle Suzuki had ever produced at its time. The XRG1 had been developed closely with team riders Chris Vermeulen and Loris Capirossi and the feedback from the MotoGP team and Suzuki test engineers. A key focus area in refining the XRG1 was improving acceleration. This was accomplished by refining every detail of the 2007 XRG0 engine and an updated Mitsubishi ECU. The resulted engine redesigning provided lower fuel consumption and increased usability. Further refinements of the XRG0 chassis for the 2008 XRG1 allowed for better cornering performance and change of direction. Along with the chassis refinements, a newly designed fairing was developed to reduce wind resistance to enhance handling characteristics.
