2012 Suzuki GSX-R1000: First Ride

Name: 2012 Suzuki GSX-R1000: First Ride
Brand: Suzuki

It might not be the technological pacesetter these days, but Suzuki's GSX-R1000 is still an awesome sports bike and talks the talk with the best of them

Buying habits are changing, and we’ll probably never return to the days when sports bikes dominated the sales landscape with absolute authority. And as developing nations command more attention from manufacturers with their low cost base, huge volumes of low-tech bikes and accompanying profits, it’s just about a fait accompli that we’re now heading down a more utilitarian path.

There could be worse things, I suppose.

We’re already starting to see signs that sports bikes are not being afforded their previous status as kings of the jungle, with the once routine two-year model turnover – and we’re talking major updates, not minor tinkering – now a thing of the past, as the massive R&D costs, coupled with a softening in sales, simply doesn’t make good economic sense. And that’s the crux of the matter.

But those factors aside, sports bikes still have a real aura about them, the kind of halo effect that other bikes just can’t compete with in terms of sheer technological prowess and supreme attention to detail. Every morsel of a sports bike is pored over from concept to production, which is why bikes like the Suzuki GSX-R1000 in standard trim can lap around circuits like Phillip Island only a handful of seconds less than a prototype MotoGP bike. It’s incredible engineering.

AWARD WINNER

Suzuki Australia recently held the official national launch for its 2012 model GSX-R1000 at Phillip Island, which is the sixth iteration of the machine since it was first introduced in 2001 – when Shawn Giles immediately showcased its potential with victory in that year’s Australian Superbike Championship. And just for good measure it also went onto win the prestigious International Bike of the Year (IBOTY) crown, with subsequent Gixxer 1000s also hoisting the award in 2003 and 2005.

No other one-litre sports bike has been a three-time IBOTY winner, which is why the Suzuki was looked upon as something of the pacesetting gold standard in sports bikes in the first half of the noughties. It also continued to dominate on the race track, with only the World Superbike crown proving to be elusive.

Since then there’s no doubt the one-litre sports bike war has taken on a new dimension, particularly in the last few years as the Europeans (Aprilia, BMW and Ducati) have left behind the Japanese manufacturers in a technical sense, with new-age features like traction control taking centre stage. Yep, it’s a viciously competitive world out there.

Suzuki’s 2012 model doesn’t have traction control, or even ABS for that matter, so it’s certainly not going to upstage the Europeans in those fields of endeavour, but for sheer character alone the GSX-R1000 has still got an immense amount to offer – whether on the race track or on the road.

The 2012 GSX-R1000, which carries an L2 suffix, has received only a moderate update based on four key pillars – a weight reduction; a boost in the low to mid rpm range; improved throttle response; and improved fuel economy.

That’s not exactly a smorgasbord, but what Suzuki has managed to undertake, much like it did on the 2011 GSX-R600 (which had a similar suite of updates) is to ramp up some impressive performance gains without the need for a massive R&D-led broad brush.

The increase in mid-range performance over the L1 is a real boon, with Suzuki consigning a noticeable dip between 6000-7000rpm to history. The end result is strong and predictable power to really fire out of turns with conviction, and the engine just sounds better and better the more you lean on it, building to a beautiful raucous climax as it spins up to and beyond the 13,500rpm redline; unmistakable GSX-R1000 on that front.

The exquisite mid-range would also minimise the need for cog-swapping on tight roads, I’d hazard a guess. Meanwhile, the top end is typical of this genre – it goes like the proverbial scalded cat. Quicker than the opposition? Who knows, but it’s probably a moot point, as you’re not going to be slow at any rate.

Like most high-performance sports bikes, there’s not a great deal to talk about in the depths of the rev range, say below 4500rpm, but given the fact the GSX-R1000 is already spinning in that creamy rich mid-range even with the lightest throttle action, it’s not really an issue. And certainly nothing to worry about on the race track, where you only see below 4500rpm when it’s on its sidestand.

Peak power for the L2 is unchanged over the L1 – 185hp – but the peak now comes 500rpm lower at 11,500rpm. Torque remains 117Nm at 10,000rpm, and the bike still has three power modes: the full biscuit A, which is also the default mode; B, which has the same top end as A but just gets there with a gentler persuasion; and C, akin to a “rain” or “touring” mode for other manufacturers. Riders can toggle between the three on the fly.

Fuel consumption is also claimed to be eight per cent better on the 2012 GSX-R1000 – a sign of the times that even sports bikes, where performance is the raison d'être, are not immune to pushing the green barrow.

At the opening round of the 2012 Australian Superbike Championship, the L2 machine piloted by overall winner Josh Waters produced around 212.5hp, just a smidgeon behind the old model – but before development has really kicked in. Suzuki team boss Phil Tainton expects the L2 to be producing a massive 217hp by season’s end when all the kit parts are fitted and dancing the way they should.

A few times, Bridgestone’s latest Battlax S20 190/50 rear tyre became a little loose around Phillip Island during our test, but they weren’t the type of disconcerting slides that had me making a beeline back to the pits for some mental therapy. Instead, the GSX-R1000 quickly composed itself and my confidence wasn’t dented. Sure, if traction control was there it may not have been an issue at all, but I can honestly say that I wasn’t pining for it either. We’ve been fed the traction control ‘safety net’ diet a lot recently, and it was kind of liberating not to have to worry about this time out.

There are a number of engine upgrades to the GSX-R1000, including 11 percent lighter pistons; increased compression ratio from 12.8:1 to 12.9:1; revised camshaft profiles; redesigned valve tappets; newly designed crankcase ventilation holes; shortened valve overlap duration; and changes to the ECU.

Engine weight loss responsibilities have been primarily shouldered by the valve buckets, which are 2.5 grams lighter. We’re not talking huge numbers, but in a high-performance mill which spins over at a high rpm for long periods of time, any weight loss (ie less reciprocating mass) is a boon.

Overall, Suzuki claims the $17,990 machine is 2kg lighter than its predecessor, most of that because of the move back to a single muffler from twin units, which is claimed to improve agility and handling.

Begs the question though: why did Suzuki go the two-way thing in the first place?

Perhaps we should have been expecting an even bigger weight saving considering a muffler has been ditched, but 2kg it is. Kerb mass is now a claimed 203kg.

FORK IN THE ROAD

What I love about bikes like the Honda CBR1000RR and GSX-R1000 is the way they “talk” to you, and the biggest thing for me on GSX-R1000 is the Big Piston Fork (BPF). I don’t like too much dive under heavy braking and the BPF delivers on that front, making the bike feel a lot more settled before turn-in.

That’s not everyone’s cup of tea, as others prefer more feedback from the front end, even if the resultant geometry change makes the bike feel a little more flighty at the rear end.

Once committed to a turn, it doesn’t take much to alter the GSX-R’s trajectory if you’re a little off course, but there can’t be too much dilly-dallying before that glorious mid-range gets to work and launches you to the next frontier in the blink of an eye.

Compared to its opposition, I probably found the GSX-R1000 a little easier to ride quickly (as in my pace quickly, not Giles’...), although it’s still a scalpel – you can’t let your mind wander at Phillip Island, because you’ll be found out very quickly. Save your mental deliberations about the pros and cons of the carbon tax for a more forgiving motorcycle.

The BPF fork is both shorter (by 7mm) and had less travel (by 5mm) than the previous set-up, but the ride height remains the same courtesy of increased preload.

The gold Brembo monobloc calipers are also new to the scene in 2012, replacing the Tokicos. In a word, they are excellent, with the supreme power and feel you’d expect from a sports bike of this ilk. The discs on the L2 have been reduced in thickness from 5.2 to 5mm, lowering unsprung weight in cohorts with the 130-gram gain made on the front wheel nut.

The Brembos, along with the single muffler, are the two most obvious signs that the L2 has changed, as the very angular bodywork and tank are carry-over items. Sharp lines don’t always pair well with a lot of bikes, but I reckon Suzuki does it well on the GSX-R1000.

Instrumentation is standard analogue tacho and digital everything else – gear, temperature, reserve, trip meter, lap timer – while the GSX-R1000 will be available in black or the traditional blue and white livery.

ROAD WARRIOR

It really seems a little unfair to praise the 2012 GSX-R1000 too much, as there was really nothing wrong with the previous model. In fact, it was one helluva bike and I’d probably lap Phillip Island at the same pace on that as the newbie.

But, that isn’t to say that you can’t improve things and Suzuki has certainly managed to eke out some more gains on an already tried and true design. And the GSX-R1000’s ergonomics are first-rate too, which, combined with the bike’s user-friendliness, means it will continue to be a great road bike – perhaps nearly the best of the lot.

And I’d happily hand over $17,990 for this bike. What you may not get in electronic wizardry you’ll make up for with a razor-sharp price.