Suzuki GSX-R1000K8

Trophy Bike

WHAT IS IT?
Essentially the K7 with new paint - itself a major update from the 2005-2006 K5/K6 series. Changes were extensive, including styling, engine and chassis.

WHAT'S IT LIKE?
Fast - very fast - and surprisingly civilised for a full-house sports bike. An absolute ripper of an engine.

THE BIKE
It is probably a constant source of frustration for sports bike owners to know that whatever you own is likely to be outdated in two years. That's the typical life-cycle of the breed between major updates these days -- good from the point of view of development of the bike, bad if you're the one wearing the depreciation.

Suzuki's GSX-R1000 is now mid-way through the cycle and it really is becoming difficult to see what on earth the company is likely to do to improve the current product. Arguably sharpen up the brakes a tad, but that's about it.

As it is, the K8 is simply the K7 with different paint. Which is fine by me, as it didn't really need to be touched.

The changes from the previous generation to this were substantial. Its engine was revised with new ECU - one that offers three rider-selected power modes - exhaust system, radiator, oil pump, cylinder head and cams.

As for the chassis, the forks and rear shock link were changed, while a steering damper was added.

The all up result is something that is surprisingly compact - the size we used to expect of a 600 - with a claimed power output of 185 horses at 12,000rpm, or 190 with ram-air effect. Definitely not a bike to be underestimated, or for the inexperienced.

IN THE SADDLE
Something which distinguishes this series is the adjustability on offer. Other than the usual handlevers, there is a 14mm range of movement offered for the footpegs, which is a handy touch. All up it means you can tailor the bike reasonably effectively to suit personal taste. It's still not exactly what I'd call luxurious, and a few hours in the saddle will see some aches and pains emerging, but in sports bike terms it's reasonably good. I've definitely sat on less forgiving machinery.

You also get to play with the engine modes: A-mode is the default and full power setting; B gives max power but pulls back the low and early midrange offerings; C is a power-down setting, ostensibly for wet or slippery conditions. I have to confess to playing with it once and then ignoring it. It's an interesting idea, and maybe you might be tempted to use the C mode in really dodgy conditions, but I can see this switch gathering dust. Still, it's something to brag about down at the pub.

Get it fired up and you very quickly understand what makes this motorcycle stand out from the crowd - it's the feel of the powerplant. No doubt the unusual (for a sports bike) twin mufflers play a role here. Four-into-two systems traditionally have been the choice for makers looking for the best compromise between top end and a really broad spread of urge, and so it seems for the GSX-R.

There is loads of urge off the bottom, a super-fat mid-range, and a serious kick in power from 8000rpm and onwards. That it has a hell of a top-end rush comes as no surprise, but the fact it is so civilised everywhere else is quite stunning and sets a standard for this type of machine. No doubt helping all of this is a particularly sweet fuel injection unit, with a response that is utterly faultless.

While it looks heavily muffled, you'll be pleased to hear it from the saddle once you start burying the tacho needle in the upper reaches of the dial. It may be legal, but there's still a hackle-raising shriek from the powerplant once you're really moving.

It's probably the nicest sports engine out there at the moment.

Fortunately the chassis seems to tie all that together with the minimum of fuss. The suspension rates are well-chosen - typically short travel as per the sports brief, with plenty of adjustment. Feedback from the suspenders is good, to the point where you find yourself flinging the bike around with lots of confidence, because it communicates well what the wheels are doing.

Steering is sharp and really gives no cause for comment, other than to say that lock is quite restricted which you'll notice occasionally when threading through traffic.

Brakes are typically modern kit, with radial-style mounts and four-piston callipers up front. They work pretty much the same as all the other offerings at the fast end of the major makers' line-ups. There has been some comment out there that they might be a tad quicker to bite - perhaps, but I found no cause for complaint.

ALL UP
There's really nothing to dislike on this machine, while there's plenty to get enthusiastic about. Its one drawback is that it's not particularly comfortable for the long haul, but that description covers every sports machine on the market. However it meets its brief well and the powerplant is an absolute gem.