SUZUKI GSX-R1000 K5
Why this is a ‘Coming Classic!’
Strange to think that a 2005 machine can be so close to official ‘classic’ status, but so it is with the GSX-R1000 K5… The VJMC says 15 years or more and – in 2020 – this amazing machine hits 15 years of age. Firstly, let’s set the scene and say that (since its launch in 2001) the GSX-R1000 family pegged both the Yamaha YZF-R1 and various Fireblade/fireblade models as each tried to outdo each other. With the K5, they just nabbed it – but (in hindsight) created a classic that just possibly edges its contemporaries from the time.
This isn’t just hyperbole or rose-tinted visors, the K5 was a beautiful mix of power, performance, poise and even comfort. That motor was the star of the show, so much so that (in de-tuned form) – even today – it powers machines in Suzuki’s 2019 range, including the GSX-S1000/F and the new retro Katana. We think this makes the K5 motor a legend – up there with the mighty air/oil-cooled GSX-R1100 mill. It's really that good...
So let’s start there. The motor had been given a capacity hike of around 11cc from the K3/4 to 998.6cc, which sounds negligible, but the overall power was now 175/178bhp at the crank (150-160 back wheel) at 11,000 revs with 87ft-lb of torque (76-80 back wheel) at 9000rpm. The inclusion of lighter pistons and titanium valves, along with a heavily revised fuel delivery system, gave it the free-to-rev feel, while a newly introduced slipper clutch helped on the down-changes. When you remember that this was pushing just 166 ‘dry’ kilos (say, 200 wet) this was one fast machine. Handling was superb too, with revised, lower centre of gravity, while still remaining an agile bike overall and braking was brilliant, courtesy of radial Tokico four-pot calipers and 310mm discs.
So why was this incremental improvement such a big thing looking back? Well, while Kawasaki’s 2004/5 ZX-10 Ninja was crazy as a box of frogs and Honda’s 04/05 CBR1000RR Fireblade a bit on the ‘safe’ side, the GSX-R just had the edge – even over the then R1 5VY model. It just seemed so beautifully harmonised as a real-world breathtaking sports machine.
Sadly, the K7 had to be heavily revised, gaining weight thanks to a new exhaust system that had to comply with the then latest emissions. Even updated aerodynamics and revisions to the motor couldn’t hide the fact that the newer bike had been somewhat strangled. But that’s another tale… the K5/K6 stands as a masterpiece – maybe not as bold a change as the original Blade or R1, but a more subtle one and it’s not the lesser machine for it.
Today, prices are firming up and it’s hard to find a good K5/K6 for less than £4000. If you can, buy it – but take care. While this model was much better finished than before, it still attracted the same type of owner: and that means either tat, or thrash, end-cans and under-seat butchery. The motor is bulletproof, but the aesthetics and brakes need looking after. Expect to pay £5-£6000 for low milers and more for the limited edition all black version of 2005 and the ‘Phantom’ of 2006, with Yoshimura end-can and one-off black/silver paint.