Awkward and tetchy at low speeds, settled and fluent when the going gets interesting. A device for the commited speed freak
The savagely quick Suzuki GSX-R1000 K1 and K2. Why you need one, what to look for
So it was a long time coming but when the Suzuki GSX-R1000 hit the showrooms in 2001 it went straight to the top of the litre bike class.the firm had been without a litre sportsbike offering in the UK since 1996 and the GSX-R1100WT.
While the GSX-R750 might have been more than enough for many, there was no way Suzuki were going to let the competition have it away in the big sportsbike sector forever. It was under attack from below as well, as 600s edged ever closer to the three-quarter litre bike in performance terms. In an instant the GSX-R1000 leapfrogged the Honda Fireblade,yamahayzf-r1 and the Kawasaki ZX-9R with more power, less weight and hence a higher (180mph) top speed.
Certainly the thou borrowed much from the 750.The frame is essentially of the same dimensions although the walls are half a millimetre thicker and there’s an extra engine mount.the swingarm is similar too aside from a few small internal construction details. Chunkier Kayaba suspension with gold-nitrided fork sliders replaced the 750’s Showa kit. Front brakes used Tokico six-piston calipers where the 750 had four-pots.
The engine is the same width as the 750 as the crankshaft measures the
same end-to-end, despite the pistons obviously being bigger. Suzuki also contrived to make those pistons lighter too. Dimensionally there’s little in it in engine size elsewhere, with the 1000 being just 14mm taller and 6mm longer.the cylinder head design came from the 750 too although of course the combustion chambers were bigger to match the larger slugs. Fuel injection came from a Suzuki Dualthrottlevalve SDTV system with 42mm throttle bodies similar to that on the 750.
Claimed dry weight for the GSX-R1000 was a mere 4kg more than the 750 and there was plenty of additional power available to overcome any slight gain in mass.
A capacity of 988cc might look like a misprint – the YZF-R1 nudged the full litre at 998cc – but Suzuki had half an eye on the imminent shift to four-strokes in Motogp where the cubic centimetre ceiling would be 990cc.as it turned out they developed av4, the GSV-R, for the new class for its launch in 2002 rather than an inline four.
For Suzuki the GSX-R1000 was a continuation of their hooligan form.the K1 and K2 are plainly and simply unrefined, unreconstructed loony tools. Light, wheelie-prone off the throttle and devastatingly fast. Every sportsbike fanatic wanted one back then.and we still do.