Used Buyer’s Guide
Everything you need to know when buying a K1/2 Gixer Thou’.
When Suzuki pulled the covers off their long-awaited response to the FireBlade and YZF-R1 in 2001, everyone knew it was going to be good. But just how good was the question. We didn’t have to wait very long for the answer because as soon as the GSX-R1000 K1 landed kicking and screaming it set the standard for the next generation of litre bikes to match. And that standard was far from the refined and mature machines its sportsbike rivals were evolving into.
Mad, bad and very, very wild, the GSX-R1000 K1 was a typical Suzuki product from its very outset. In taking the GSX-R750 as a base and effectively giving it a whole heap of steroids, Suzuki made a bike that while outwardly and technologically didn’t really change the game that much, in terms of performance it ripped up the rule book, stamped on it, set it on fire and then pissed on it to put the fire out.
Powered by a 988cc inline four, an odd choice of capacity that
was actually due to Suzuki considering running the inline four in MotoGP with its 990cc capacity limit before opting for a V4, the GSX-R1000’s lump made class-leading power. Ok, the claimed 160bhp never quite materialised, but a genuine 143bhp at the rear wheel did and it was aligned with a stompinducing 103Nm of torque, figures that made the GSX-R a clear step ahead of its rivals in terms of raw performance. And raw was the key word with the GSX-R.
Compared to the smooth power delivery of a modern litre bike, the GSX-R1000 K1 is a bit of a shock to the system. It may make roughly 60bhp less, but the way it delivers all 143 of its ponies is way more engaging as it feels like an engine that is desperate to cut loose and go mad. The airbox growls, the motor vibrates and the low-end stomp puts many a modern machine to shame. Even by today’s standards, and especially considering you get absolutely no electronic assists, it’s a touch intimidating at first. But also gloriously raw and unsanitised, and this feeling of on-the-edge riding also extends to its chassis.
As with its motor, there isn’t actually anything that groundbreaking about the GSX-R1000’s chassis. It’s a fairly standard aluminium dual spar
affair with inverted forks, chunky brake calipers and a monoshock. But what Suzuki did to ensure their new sportsbike led the field was concentrate on weight. Or more precisely, a total lack of it!
Tipping the scales at a claimed 170kg, the GSX-R was the featherweight of the litre bike class as well as the most powerful. And we all know what happens when you makes something light as well as powerful…
True to form, get the GSX-R up and running and you really do need to be on your game. More than capable of running in a trackday fast group, especially with some modern suspension and tyres, the GSX-R is a proper sportsbike at heart and responds as such. Yes, she’s a big old girl (which makes for a really roomy and comfortable road riding position) with a fat tank splaying your legs wide apart, but the
basics are there to really get down and have some fun on. Aside from the brakes, which it has to be said are a touch crap. But here is the odd thing about the GSX-R1000 K1.
Where the likes of the original R1 or Blade are very sought-after, the K1 is generally overlooked and as a result prices are cheap. You can scoop up a nice K1 for less than £3000 – you try finding a red/white original R1 for that much. So why is the Suzuki so under-valued?
In truth, the bad boy attitude and brash nature of the GSX-R1000 K1 works against it in the used market. To most it is too much of a lout to be considered a future classic, but for those who appreciate what it is, and that is a bloody stunning example of a pre-digital superbike, it is a total bargain. Snap one up now, but just treat it with a degree of caution as this beast still has all its own teeth and will bite if given half the chance.