Suzuki GSX R-1000

Not that any more evidence was needed, but the Gixxer (along with rivals like Yamaha's R1) is living proof that the humble in-line four architecture still has a lot of life left in it, when it comes to sports motorcycles.

We've had one recently for a week, managing a mix of riding, including a play on a favourite patch of tar.

Wot's this then?

Here's Suzuki's version of the plot: "The new Suzuki GSX-R1000¹s 988cc four-cylinder liquid-cooled engine features several revised internal components complemented by an upgraded digital engine control module (ECM).

" The ECM upgrades allow for the quicker and more precise calculation of fuel injection volume and ignition timing which aids combustion efficiency and throttle response. "

" New lightweight double-barrel fuel injection throttle bodies incorporate the revolutionary Suzuki Dual Throttle Valve (SDTV) system, while the Suzuki Exhaust Tuning (SET) butterfly valve increases torque and throttle response. "

" Reducing the GSX-R1000¹s overall weight is a new titanium exhaust system featuring an enlarged muffler with titanium core pipes and end plate, and an aluminium-alloy cover, which is lighter than an all-titanium equivalent. "

" Weighing in at just 166kg dry (some overseas stats say 168 - Editor), the Suzuki features an all-new black twin-spar aluminium-alloy frame and is two kilograms lighter than the previous model, with the main frame spars on each side comprising of three internal reinforcing ribs."

"To offset the GSX-R1000¹s additional power, the Suzuki has radial-mount, four-piston front brake calipers that produce stronger braking performance, and are similar to those used on the new GSV-R MotoGP and GSX-R World Superbike racebikes. "

" This increased stopping performance allows the diameter and weight of the front brake discs to be reduced, adding to the turn-in capabilities of the 2003 GSX-R1000. "

" A new engine rpm indicator light featured in the comprehensive instrument console can be programmed to a pre-set engine rpm. "

" The GSX-R1000¹s all-new 43mm inverted forks with smooth-action Diamond Like Carbon (DLC) coated inner tubes are fully adjustable for spring preload, compression damping and rebound damping, as is the single rear shock. "

" Styling-wise, the 2003 Suzuki GSX-R1000 is distinguished by an aggressive new dual vertically-stacked headlight design that allows the ram-air intake ducts to be positioned closer to the centre of the fairing nose, which is the point of highest air pressure. The increase in air pressure improves the charging efficiency of the machine and provides more torque.

" Adding to its unique styling, the new GSX-R1000 has a black-painted frame and swingarm, the latter of which is adjustable at the pivot using optional racing kit parts."

"Suzuki has also incorporated practicality with the aggressive new look of the GSX-R1000, a narrower fuel tank adding knee room to make it easier for the rider to tuck in under the slipstream, whilst maintaining a generous 18 litre capacity tank."

The powerplant runs 12:1 compression, and a catalytic converter in the muffler, which means premium unleaded is the fuel of choice. The company claims 164ps at 10,800rpm (redline is 12,000) and 11.3kgm of torque at 8400rpm. In other words, we're within a whisker of seeing our first 1 horsepower-per-kilo road bike. Your average family car would need something in the order of 1500 horsepower to match those figures!

Wot's it like?

You could get on the thing blindfolded and start the engine, and immediately know this is a GSX-R. There's the characteristic uncompromising ride position - fine for the track, ordinary for the road - and the raw snarl of an engine note that's been there since the launch of the first 750 in 1984. Something that's helped make the GSX-R series a success is that sense of purpose and a clear continuation of the family 'line'.

Slimming down the rider end of the fuel tank has been a good move, as it allows you to settle 'in' the machine better.

Overall precision of the bike is excellent - particularly in the steering department, which is faultless. Suspension is, not surprisingly, a little on the firm side, but responsive enough to cope with reasonable road conditions.

Throttle response is good, which is just as well, as this thing has an awe-inspiring amount of power. As a package it's not immediately user-friendly for mere mortals, and takes some time to learn. Once you do, there's undoubtedly enough performance and handling available to make life very uncomfortable for anything else out there.

Braking is super strong and the feel on our front stoppers was particularly good - maybe there is something to the radial mount design for the calipers. The rear on our example was vague - though we suspect the pads may have been glazed during a previous riding session.

Price is $18,690 (plus ORC), which is ball park for this class and represents a lot of performance for the money. Though you might have to book into some regular track days to get real value out of it.

Story: Guy Allen