Suzuki GSX-R1000R

199.2bhp | 203kg | Seat height 825mm

Motorcycle News (UK) - - New Bikes Special -

10-stage trac­tion con­trol Quick­shifter & Au­to­blip­per Cor­ner­ing ABS

The most im­pres­sive thing about the all-new GSX-R1000R prob­a­bly isn’t a sin­gle phys­i­cal as­pect, but more the ethos that has cre­ated the whole. Yes, it’s lit­tered with some lovely hard­ware and soft­ware – but it’s im­por­tant to un­der­stand some of what this bike isn’t be­fore we cat­a­logue what it is.

The new GSX-R has been built with an al­most cun­ning ded­i­ca­tion to sim­plic­ity – a level of re­duc­tive think­ing that makes it lighter, more me­chan­i­cally sim­plis­tic, re­li­able and ro­bust, while tak­ing noth­ing away from the sorts of elec­trick­ery that we’ve come to ex­pect.

This is the first su­per­bike with Vari­able Valve Tim­ing ( VVT) – and the way in which Suzuki have achieved their fully in-house de­signed sys­tem is im­pres­sive. De­vel­oped for their Mo­togp bike (and that’s been do­ing pretty well), it uses a sys­tem of cen­trifu­gally ac­ti­vated ball bear­ings that are flung out on the end of the cam gear to change the ori­en­ta­tion of the cam, and thus the in­take tim­ing, to give a boost at peak power. This cre­ates a 5% (10bhp) boost be­tween 10,000rpm and the red­line. All log­i­cal enough, but that’s not the clever bit per se. What Suzuki have done is given rid­ers all the en­gine, all the time, de­liv­er­ing an in­her­ently strong midrange, and a boost at the top end – the op­po­site of most VVT en­gines. The sys­tem is also lighter, dra­mat­i­cally less com­pli­cated to build, main­te­nance-free, and claimed to be durable enough to eas­ily out­live the en­gine.

Showa’s ex­cel­lent Bal­ance Free Fork and Bal­ance Free Cush­ion shock for the R take care of the sus­pen­sion ac­tion, and hang­ing off each are newly-de­signed, light­weight, six-spoke rims wear­ing 120/ 70 R17 and 190/55 R17 Bridge­stone RS10S.

As well as three rider modes for en­gine de­liv­ery, the new model also gets a six-axis In­er­tial Mea­sure­ment Unit (IMU), 10-level trac­tion con­trol, bank­ing-sen­si­tive ABS, and – on the R – launch con­trol and a bidi­rec­tional quick­shifter. These sys­tems are the same as you’ll find on most other high­end su­per­bikes and road bikes now, but all tuned in to the GSX-R’S char­ac­ter.

The tank has a lower pro­file to en­able the rider to get over it, and be­hind the screen more ef­fec­tively. And while you’re tucked in over that lower tank, you’ll get a good look at the all-new LCD dash, which hosts a be­wil­der­ing ar­ray of in­for­ma­tion, but it’s ac­tu­ally clear and easy to un­der­stand, and the menus are a dod­dle to scroll through. There’s LED light­ing all round, too. Can it be king again? Watch this space.

Like the Mo­togp bike, but about a mil­lion quid cheaper

Price £14,999 (est)

a 600 The new GXS-R1000 looks more like

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