Suzuki mission with the new GSX-R1000 was to produce the maximum joy or riding'. Two-wheeled ectasy with senses fried to the point of overload. Want some?
"Since the current GSX-R1000 bloodline was introduced with the K1 model, Suzuki's flagship has ruled the litre sportsbike roost more or less untroubled"
"The changes have made the Suzuki more stable without sacrificing the old bike's sharp handling"
About that 'power toggle'
Suzuki's new power band selector has three settings; Fast, faster and 'fuck me where are the brakes.' But is it any good?
The C map - basically turning the bike into a 600 - feels like a joke after the A and B settings, but the B map probably has real merit. Basically, up to around 9,000rpm, the power delivery is softened, at which point the fult-fat, full power surge comes in. It's noticeable, but not like a power-band jump. lio-san insisted that they were designed for racers to use when their tyres were shagged. but former Australian superbike champion Shawn Giles reckoned that with the B'map, coming out of slower corners was easier because you could be a lot bolder on the throttle with less risk of a highside. Sounds good - as Long as your brain can over-ride your survival instinct! I suspect that psychologically, riding on pissing wet and cold British days, flicking onto B or C mode might be a comfort....
Looking at the facts, it would be easy to get carried away. Scratch that. It would be very, very easy to get carried away by the circumstances and surroundings of the bike. Since the current GSX-R1000 bloodline was introduced in 2001 with the K1 model, Suzuki’s flagship has ruled the litre sportsbike roost more or less untroubled In 2002, the sleek, compact looks a refined chassis of Yamaha’s R1 briefly upset the apple cart, but since then, nothing has come close to toppling the Suzuki. With an awe-inspiring power plant and nimble chassis, the K5 GSX-R1000 is current king of the litre supersport hill. It’s number one by a margin does Suzuki have to try at all?
Needless development?
Inevitably Suzuki, in the shape of GSX-R project leader Hiroshi lio has rolled out this new bike, although it has to be said straight away that the K7 is not the massive dynamic leap forward that the preceding K5 model was. Indeed you can speculate if Suzuki needed to introduce this model to stay ahead in the 1,000cc class, since the K5 is still better than the rest of the new contenders. I could be wrong, but I’d be happy to take bets…
The fact that the bike is now six kilos heavier and, frankly, uglier than the previous model. The disfiguring twin exhaust and pigiron litter-tray that masquerades as a catalyser are plain ugly but we can blame the tree huggers for braconian emissions regulations. The new R1 is heavier too, although the 2007 Honda CBR600RR is six kilos lighter, so maybe the emissions ‘problem’ isn’t as straightforward as it seems.
The good news is that You can't see those exhausts when you're on the bike and you can't see them from most angles off the bike either. Besides which, Yoshimura has already developed a MotoGP-style race exhaust for superbike race teams in the USA and Australia, so guess which way the aesthetic wind is blowing? Otherwise the bike looks every bit as sleek as the model it replaces.
But looks are only skin deep and there's a lot more to the K7 than compromises to comply with emissions regulations. Under the skin, there are all manner of tweaks and changes and Suzuki says that we're going to experience maximum riding joy on a better bike. Better? Better how?
How about better because it handles better? Forget the power toggle thing for a minute (a marketing dream - three bikes for the price of one! Buy one get two free!), because the fact is that the changes made to the bike in terms of a longer swinging arm, longer wheelbase and slightly 'slacker' steering geometry have made the Suzuki more stable without sacrificing any of the old bike's sharp handling.
Corner composure
For example? When yo u're accelerating hard out of the uphill Siberia bend the Tarmac is bumpy, yet the GSX-R remains perfectly composed, with nary a shake of its head. In addition, at the heavy braking area into the, ahem, Honda hairpin, there was little, if any, fishtailing from the rear, in spite of braking from fourth, downhill, down two gears into second. True, the howling tail wind caught me out a couple of times, but the brakes are unchanged save for a couple of extra disc bolts.
And, speaking of crashing down the gears, hats should be doffed in the direction of the stipper clutch designers. The best that can be said of a slipper clutch on a bike is that you forget it's there,
The engine may not have undergone radical changes, but it screams at you and demands to he noticed
you simply use it and get on with getting your corner entry speed spot-on, safe in the knowledge that the stipper clutch will keep everything in line. The clutch is also a new hydraulic mechanism rather than the cable type on last year's model. According to boffins this means it's less likely to play up and start slipping with heavy use.
Sensitive suspension
And, talking of no time to test stuff fully, there's new high and tow-speed damping on both fork and rear suspension. For what it's worth, the few minor changes from standard I asked for (a bit more rebound damping. a bit more Low-speed compression damping and a bit less preload) att had a noticeabLe effect on handling, which is a good sign, given the minor nature of the changes.
The engine may not have undergone radical changes, but it screams at you and demands to be noticed. There may have been a trim of the midrange, but it was never lacking anyway. For all that Phillip Island is a flowing track, there are still a couple of places where you can experience spine compressing acceleration, the sort of propulsion that stretches arms and pushes you to the back of the seat.
On the exit of the 'H' hairpin, charging towards Siberia, straightlining a kink and on the throttle in second,, you've got to hold on to the bars and haul your arse forward to make sure you don't slide off the back of the bike. A few bends later, on the exit of one of the most exciting corners in the world - onto the start finish straight - another visceral thrill hits you. Pinning the throttle and snicking the gears through fourth and into fifth on a downhill piece of tarmac that Looks like a runway carrying you straight to the ocean, the start grid strips flying past your eyes like a Star Trek warp drive effect. The pressure difference inside your helmet makes your ears pop, but tuck in and look for the 100-meter marker. It takes your breath away.
Power options
And then, in case the 'basic' package isn't enough, there's the Suzuki Drive Mode Selector (SDIVIS) to consider. A toggle switch next to the twist grip offers three modes' which offer full power (A model; the same peak power but with a 'softer' power delivery up to around 9-10,000rpm (B mode) and finally C mode, which is basically 70 per cent of the power throughout the rev range.
So, in the end, has Suzuki delivered two wheeled, in-line four ecstasy - or 'maximum joy' as they put it? Obviously if you fancy a litre class sports bike, you'd be crazy not to consider this (or the K5). A bike which offers you more power than you'll probably need while giving you the confidence that you can cope with it anyway is a hell of a machine. An awesome engine in a sweet, sweet handling chassis is a wonderful thing, but make sure you're paying attention, because this bike goes from smooth screamer to 175mph in a very short space of time.
Suzuki has never made a bad GSX-R and the K7 isn't going to change that. And yet, and yet ... the K5 model that this bike replaces is still a phenomenal machine and, given that you'll be able to get one new for around E2,000 less than a new K7, you have to ask - would I part with the extra cash? Could I live without the power toggle switch, the upgraded suspension and an electronic steering damper? For E2,000 less you'll get a bit Less power, lose six kilos and one pig-awful exhaust. It's not as clear cut as it appears but that's Suzuki's fault for making such a great K5 model!.
The new tyres Bridgestone BT-015
Japanese tyre firm Bridgestone has developed a new tyre for the K7 in the shape of a BT-015. Yes, the BT-015 already exists but not in this configuration. To be precise, there's a new compound, carcass and profile on the front tyre and a new bigger shoulder on the rear, albeit with the same compound as is found on the BT-015 designed for the current Honda Fireblade.
SUZUKI GSX-R1000 K7
EXHAUSTS
The inlet and exhaust ports have been increased in size, following race bike developments and there's a slightly higher exhaust valve lift too. Say hello to more top end at higher revs, say goodbye to a bit of mid range power. Peak power is now at 12,000rpm rather than 11,000rpm as on the K5.
PISTONS
It's not flashy but Suzuki has reduced the pumping pressure caused by the returning piston by increasing the size of ventilation holes in the cylinders from 39mm to 48mm. It sounds dull, but this improves mechanical efficiency and adds power. See, that sounds sexier, doesn't it?.
FRAME
Now comprised of only fivr cast aluminium alloy sections and this smaller number mean less welding, more strength and lighter weight overall.
GEOMETRY
The bike now has a longer swinging arm, with a longer wheelbase. It's also got slightly slacker steering geometry, with trail increased to 98mm from 96mm on the K5. And it's a bit wider too, 10mm up on the previous model.
DAMPER
The Kayaba unit is now electronically controlled. Which is to say that clever ECU/computer chip calculates how much damping is applied, based on speed and gear and revs. An improvement.
INSTRUMENTS
In addition to the easy to read gear indicator, the instrument panel now tells you which fuel map you are on. 'A' means full power; 'B'means you've opted to turn into a 750 in the midrange, with a softer power delivery up to the same maximum power. And finally there 'C' for 'Cissy' because you've just turned the best 1,000cc inline four engine on the planet into a gutless 600cc lump. Shame on you, you big girl's blouse, you're riding with 30% of the engine's power lopped off.
SWINGING ARM
Now 10mm longer, made from die-cast aluminium alloy rather than the stamped construction of the K5 bike. Curiously, in spite of the fact it's longer, it's also lighter by 200 grams.
ENGINE MODS
There aren't many, and none are radical, but they've been done for a reason. The Keihin fuel injectors now have 12 holes per nozzle rather than the previous four, improving fuel atomisation. They're also more compact and point the throttle body at a 'better' angle, positioned downwards at 30 degree.
FOOTPEGS
Now come with three position options in a 14mm range, the same as the design introduced last year on the GSX-R600/750 bikes.
SPECIFICATIONS
Engine
Type: Inline four , I/c DOHC
Displacement: 999cc
Bore x Stroke: 73.4mm x 59mm
Compression: 12.5:1
Carburation: Fuel injection
Gearbox: 6 speed constant mesh
Power: 182bhp@12,000rpm
Torque: 86lbf ft@10,000rpm
Cycle Parts
Chassis: Twin-spar (aluminium alloy)
Suspension:
(Front) USD fully adjustable, rebound and pompression damping force fully adjustable
(Rear) Link type Fully adjustable compression and rebound
Brakes:
(Front) Dual radial mount, four-piston calipers, 310mm disc
(Rear) Single piston caliper, 220mm disc
Wheels/Tyres:
"Since the current GSX-R1000 bloodline was introduced with the K1 model, Suzuki's flagship has ruled the litre sportsbike roost more or less untroubled"
"The changes have made the Suzuki more stable without sacrificing the old bike's sharp handling"
About that 'power toggle'
Suzuki's new power band selector has three settings; Fast, faster and 'fuck me where are the brakes.' But is it any good?
The C map - basically turning the bike into a 600 - feels like a joke after the A and B settings, but the B map probably has real merit. Basically, up to around 9,000rpm, the power delivery is softened, at which point the fult-fat, full power surge comes in. It's noticeable, but not like a power-band jump. lio-san insisted that they were designed for racers to use when their tyres were shagged. but former Australian superbike champion Shawn Giles reckoned that with the B'map, coming out of slower corners was easier because you could be a lot bolder on the throttle with less risk of a highside. Sounds good - as Long as your brain can over-ride your survival instinct! I suspect that psychologically, riding on pissing wet and cold British days, flicking onto B or C mode might be a comfort....
Looking at the facts, it would be easy to get carried away. Scratch that. It would be very, very easy to get carried away by the circumstances and surroundings of the bike. Since the current GSX-R1000 bloodline was introduced in 2001 with the K1 model, Suzuki’s flagship has ruled the litre sportsbike roost more or less untroubled In 2002, the sleek, compact looks a refined chassis of Yamaha’s R1 briefly upset the apple cart, but since then, nothing has come close to toppling the Suzuki. With an awe-inspiring power plant and nimble chassis, the K5 GSX-R1000 is current king of the litre supersport hill. It’s number one by a margin does Suzuki have to try at all?
Needless development?
Inevitably Suzuki, in the shape of GSX-R project leader Hiroshi lio has rolled out this new bike, although it has to be said straight away that the K7 is not the massive dynamic leap forward that the preceding K5 model was. Indeed you can speculate if Suzuki needed to introduce this model to stay ahead in the 1,000cc class, since the K5 is still better than the rest of the new contenders. I could be wrong, but I’d be happy to take bets…
The fact that the bike is now six kilos heavier and, frankly, uglier than the previous model. The disfiguring twin exhaust and pigiron litter-tray that masquerades as a catalyser are plain ugly but we can blame the tree huggers for braconian emissions regulations. The new R1 is heavier too, although the 2007 Honda CBR600RR is six kilos lighter, so maybe the emissions ‘problem’ isn’t as straightforward as it seems.
The good news is that You can't see those exhausts when you're on the bike and you can't see them from most angles off the bike either. Besides which, Yoshimura has already developed a MotoGP-style race exhaust for superbike race teams in the USA and Australia, so guess which way the aesthetic wind is blowing? Otherwise the bike looks every bit as sleek as the model it replaces.
But looks are only skin deep and there's a lot more to the K7 than compromises to comply with emissions regulations. Under the skin, there are all manner of tweaks and changes and Suzuki says that we're going to experience maximum riding joy on a better bike. Better? Better how?
How about better because it handles better? Forget the power toggle thing for a minute (a marketing dream - three bikes for the price of one! Buy one get two free!), because the fact is that the changes made to the bike in terms of a longer swinging arm, longer wheelbase and slightly 'slacker' steering geometry have made the Suzuki more stable without sacrificing any of the old bike's sharp handling.
Corner composure
For example? When yo u're accelerating hard out of the uphill Siberia bend the Tarmac is bumpy, yet the GSX-R remains perfectly composed, with nary a shake of its head. In addition, at the heavy braking area into the, ahem, Honda hairpin, there was little, if any, fishtailing from the rear, in spite of braking from fourth, downhill, down two gears into second. True, the howling tail wind caught me out a couple of times, but the brakes are unchanged save for a couple of extra disc bolts.
And, speaking of crashing down the gears, hats should be doffed in the direction of the stipper clutch designers. The best that can be said of a slipper clutch on a bike is that you forget it's there,
The engine may not have undergone radical changes, but it screams at you and demands to he noticed
you simply use it and get on with getting your corner entry speed spot-on, safe in the knowledge that the stipper clutch will keep everything in line. The clutch is also a new hydraulic mechanism rather than the cable type on last year's model. According to boffins this means it's less likely to play up and start slipping with heavy use.
Sensitive suspension
And, talking of no time to test stuff fully, there's new high and tow-speed damping on both fork and rear suspension. For what it's worth, the few minor changes from standard I asked for (a bit more rebound damping. a bit more Low-speed compression damping and a bit less preload) att had a noticeabLe effect on handling, which is a good sign, given the minor nature of the changes.
The engine may not have undergone radical changes, but it screams at you and demands to be noticed. There may have been a trim of the midrange, but it was never lacking anyway. For all that Phillip Island is a flowing track, there are still a couple of places where you can experience spine compressing acceleration, the sort of propulsion that stretches arms and pushes you to the back of the seat.
On the exit of the 'H' hairpin, charging towards Siberia, straightlining a kink and on the throttle in second,, you've got to hold on to the bars and haul your arse forward to make sure you don't slide off the back of the bike. A few bends later, on the exit of one of the most exciting corners in the world - onto the start finish straight - another visceral thrill hits you. Pinning the throttle and snicking the gears through fourth and into fifth on a downhill piece of tarmac that Looks like a runway carrying you straight to the ocean, the start grid strips flying past your eyes like a Star Trek warp drive effect. The pressure difference inside your helmet makes your ears pop, but tuck in and look for the 100-meter marker. It takes your breath away.
Power options
And then, in case the 'basic' package isn't enough, there's the Suzuki Drive Mode Selector (SDIVIS) to consider. A toggle switch next to the twist grip offers three modes' which offer full power (A model; the same peak power but with a 'softer' power delivery up to around 9-10,000rpm (B mode) and finally C mode, which is basically 70 per cent of the power throughout the rev range.
So, in the end, has Suzuki delivered two wheeled, in-line four ecstasy - or 'maximum joy' as they put it? Obviously if you fancy a litre class sports bike, you'd be crazy not to consider this (or the K5). A bike which offers you more power than you'll probably need while giving you the confidence that you can cope with it anyway is a hell of a machine. An awesome engine in a sweet, sweet handling chassis is a wonderful thing, but make sure you're paying attention, because this bike goes from smooth screamer to 175mph in a very short space of time.
Suzuki has never made a bad GSX-R and the K7 isn't going to change that. And yet, and yet ... the K5 model that this bike replaces is still a phenomenal machine and, given that you'll be able to get one new for around E2,000 less than a new K7, you have to ask - would I part with the extra cash? Could I live without the power toggle switch, the upgraded suspension and an electronic steering damper? For E2,000 less you'll get a bit Less power, lose six kilos and one pig-awful exhaust. It's not as clear cut as it appears but that's Suzuki's fault for making such a great K5 model!.
The new tyres Bridgestone BT-015
Japanese tyre firm Bridgestone has developed a new tyre for the K7 in the shape of a BT-015. Yes, the BT-015 already exists but not in this configuration. To be precise, there's a new compound, carcass and profile on the front tyre and a new bigger shoulder on the rear, albeit with the same compound as is found on the BT-015 designed for the current Honda Fireblade.
SUZUKI GSX-R1000 K7
EXHAUSTS
The inlet and exhaust ports have been increased in size, following race bike developments and there's a slightly higher exhaust valve lift too. Say hello to more top end at higher revs, say goodbye to a bit of mid range power. Peak power is now at 12,000rpm rather than 11,000rpm as on the K5.
PISTONS
It's not flashy but Suzuki has reduced the pumping pressure caused by the returning piston by increasing the size of ventilation holes in the cylinders from 39mm to 48mm. It sounds dull, but this improves mechanical efficiency and adds power. See, that sounds sexier, doesn't it?.
FRAME
Now comprised of only fivr cast aluminium alloy sections and this smaller number mean less welding, more strength and lighter weight overall.
GEOMETRY
The bike now has a longer swinging arm, with a longer wheelbase. It's also got slightly slacker steering geometry, with trail increased to 98mm from 96mm on the K5. And it's a bit wider too, 10mm up on the previous model.
DAMPER
The Kayaba unit is now electronically controlled. Which is to say that clever ECU/computer chip calculates how much damping is applied, based on speed and gear and revs. An improvement.
INSTRUMENTS
In addition to the easy to read gear indicator, the instrument panel now tells you which fuel map you are on. 'A' means full power; 'B'means you've opted to turn into a 750 in the midrange, with a softer power delivery up to the same maximum power. And finally there 'C' for 'Cissy' because you've just turned the best 1,000cc inline four engine on the planet into a gutless 600cc lump. Shame on you, you big girl's blouse, you're riding with 30% of the engine's power lopped off.
SWINGING ARM
Now 10mm longer, made from die-cast aluminium alloy rather than the stamped construction of the K5 bike. Curiously, in spite of the fact it's longer, it's also lighter by 200 grams.
ENGINE MODS
There aren't many, and none are radical, but they've been done for a reason. The Keihin fuel injectors now have 12 holes per nozzle rather than the previous four, improving fuel atomisation. They're also more compact and point the throttle body at a 'better' angle, positioned downwards at 30 degree.
FOOTPEGS
Now come with three position options in a 14mm range, the same as the design introduced last year on the GSX-R600/750 bikes.
SPECIFICATIONS Engine
Type: Inline four , I/c DOHC
Displacement: 999cc
Bore x Stroke: 73.4mm x 59mm
Compression: 12.5:1
Carburation: Fuel injection
Gearbox: 6 speed constant mesh
Power: 182bhp@12,000rpm
Torque: 86lbf ft@10,000rpm
Cycle Parts
Chassis: Twin-spar (aluminium alloy)
Suspension:
(Front) USD fully adjustable, rebound and pompression damping force fully adjustable
(Rear) Link type Fully adjustable compression and rebound
Brakes:
(Front) Dual radial mount, four-piston calipers, 310mm disc
(Rear) Single piston caliper, 220mm disc
Wheels/Tyres:
cast aluminium alloy/Bridgestone BT015
(Front) 120/70ZR 17
(Rear) 190/50ZR 17
Rake/Trail: 23.8 degree /98 mm (3.9 in.)
Wheelbase: 1,415mm (55.7in.)
Capacity: 18 liters
Dry Weight: 172kg (379lbs)
(Front) 120/70ZR 17
(Rear) 190/50ZR 17
Rake/Trail: 23.8 degree /98 mm (3.9 in.)
Wheelbase: 1,415mm (55.7in.)
Capacity: 18 liters
Dry Weight: 172kg (379lbs)
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