Suzuki GSX-R1000K9

I'm not really a patient or tolerant soul. I stop the microwave with three seconds to go when I'm reheating my lunch; I abhor people dawdling across traffic lights; and I refuse to buy takeaway from a flyer that is riddled with grammatical and spelling errors. How many ways can you spell "parmigiana"? Just ask me.

And when I'm aboard a cutting-edge sportsbike, my patience is really tested when I'm forced to toe the line on anachronistic speed limits.

But I do - well, most of the time - but I recently dropped my guard long enough on Suzuki's new generation GSX-R1000K9 to cop a fairly handsome fright from the constabulary. It was an innocuous twist of the throttle in top gear, but with such a robust mid-range the legs were soon stretched - just as an unmarked car with three police inside blasted up beside me.

I was already preparing my 'speech', but it seems one of the Mr Plods was more interested in staring at the MotoGP-inspired mufflers and the trapezoidal (my new favourite word alongside "trousers") shaped radiator.

I was relieved and, despite being in the clear, I still took the first exit off the freeway to make good on my escape - straight into roadworks which held me up for 20 minutes. I arrived late to work that day.

EQUIPMENT AND PRICING
The above occurred within the first 20 minutes of picking up the GSX-R1000, but really by that time the die had been cast: this is Suzuki's best GSX-R1000 yet, particularly in the chassis and handling department. And it's a bona-fide licence burner, as well as being a striking piece of kit.

This is the fourth major update for the GSX-R1000 since it was first released, when it took over from the GSX-R750 as the boss cocky of Suzuki's venerable sportsbike range.

To suggest it's a quantum leap over the K8 is probably pushing the boundaries -- after all, this is sportsbike land, where updates are normally spoken about in increments, not chunks -- but Suzuki has definitely taken all-new and turned it into a winner.

Mind you, it's been quite a delay, with the machine not going on sale until a few months ago, some time after Yamaha's new crossplane crankshaft YZF-R1 hit Aussie shores. And its Aussie superbike team hasn't even raced the new bike yet, but that will come in the next round.

Mind you, German rider Max Neukirchner was giving a good account of himself on the K9 in this year's world superbike title before breaking his leg at Monza last month.

So what's new on the GSX-R1000K9? A smorgasbord really, and it's certainly broken the K8 mould in so many ways in the pursuit of the absolute pinnacle in performance. It may look a lot like the old model, but that's just a furphy.

It all starts with the engine, which is now a more oversquare (or shorter stroke) 74.5mm x 57.3mm, up from the previous 73.4 x 59.0 ratio. The 999cc engine is also shorter, and compression ratio is now 12.8:1.

The forged aluminium-alloy pistons are now 1.1mm larger to accommodate the bigger bore, and they've also been reshaped.

The Suzuki Drive Mode Selector has three different power delivery settings: A, B and C modes. The A mode is balls-out aggression; B is softer in the bottom part of the curve; and C is softer throughout.

The fuel injection is also new, as is the exhaust system, which ends with the titanium mufflers; not the four-into-one systems on the likes of the Honda CBR1000RR and Kawasaki ZX-10R.

Suzuki also claims the ram air intakes are more efficient and the airbox is lighter.

The chassis and suspension have also gone under the microscope, the former now 1.5kg lighter than on the previous model. The bike has a 33mm longer swingarm to help reduce rear squat, but a 10mm shorter wheelbase, which Suzuki claims offers better acceleration in the heat of racetrack battle.

At 1405mm it's certainly a short wheelbase, and 5mm less than the CBR1000RR.

The front suspension is Showa's Big Piston Fork, which is also on the 2009 model ZX-6R. The BPF basically relocates the fork springs so they are completely submerged in oil, offering more stable damping.

The new forks weight 720 grams less than 2008, which, in concert with the 300-gram lighter Showa shock, is a big saving on unsprung weight - and all the benefits that provides in a cut-throat sportsbike market.

I was mightily impressed with the braking stability on the ZX-6R, and the K9 is cast in the same light. There isn't as much dive with the BPF and the front end doesn't push as hard when you're on the brakes.

Less theatrics at turn-in normally equates to a higher rolling speed, and that's the case on the new Gixxer. The front end was rock solid the whole time, and there's certainly plenty of grip on offer from the Bridgestone BT016 front tyre - and the rear for that matter.

And we go on with the new stuff - brakes, bodywork and instruments, which all do their bit in shaving off vital grams here and there.

Suzuki claims a wet weight of 205kg and, although the company doesn't claim a power figure, it wouldn't be too far off that magical 1hp to 1kg ratio.

The K9 will set you back $18,990, which is the manufacturer's recommended price before statutory and dealer delivery charges.

ON THE ROAD
The acceleration is the K9 is truly magnificent. It's just such a strapping beast, which makes a strop through the mountains a delight. The power builds in a smooth manner until all hell breaks loose around 12,000rpm.

It has a first gear that will have you 'cruising' at around 160km/h, which is certainly no dawdle.

But progress on the road doesn't have to be about the stratospheric revs, as simply using the heady torque curve is enough for efficient point-to-point progress.

I played with the drive mode selector (it can be used on the fly) for a little bit, but I always found myself returning to "A", even in the 'burbs. A wet road would have been a different story, though.

At 100km/h in sixth gear, the bike cruises at 4250rpm. There is a little bit of vibration through the bars at that speed, which wouldn't have been so obvious had I not taken a current model CBR1000RR for a quick spin at around the same time, which didn't have the same buzz.

The cable clutch, like most these days, is light and progressive and the instrumentation is great - a real Suzuki calling card. The analogue tacho is large and concise, and it's joined by a digital speedo, gear indicator, fuel map indicator, engine temperature, trip meters, odometer, a clock and lap timer.

The seat height (810mm) is the same as the K8, and but the reach to the bars isn't such a long haul. That means greater comfort, but there's still enough of an aggressive crouch for the race track.

Three-way adjustable footpegs are great for accommodating all sizes, too.

I've already touched on the feedback form the BPF, but really this is where the major improvement in the Suzuki has come from. Sure, the K9 engine is great, but I'd be happy for the K8 incarnation in this handling package.

It dissects corners with absolute precision, and finishes the job each and every time. And a lower unsprung weight helps in things like change of direction.

Of course, precision cornering is one thing, but there has got to be a compromise between drive and grip - and that's where cagey use of the throttle comes into play.

The suspension and brakes are superb. Although it can feel a little harsh on occasions, that's only the 'collateral' damage of having a machine that can perform when the acid test is really on - over to you messers Giles and Waters…

It may have been a long wait, but the GSX-R1000K9 has delivered.

SPECS
ENGINE
Type: Liquid-cooled, 16-valve, DOHC, four-stroke, in-line four-cylinder
Bore x stroke: 74.5 x 57.3mm
Displacement: 999cc
Compression ratio: 12.8:1
Fuel system: Electronic fuel injection

TRANSMISSION
Type: Six-speed, constant mesh
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Alloy twin-spar
Front suspension: Inverted Showa BPF fork, fully adjustable
Rear suspension: Monoshock, fully adjustable
Front brakes: Twin 310mm discs with four-piston, radial-mount, monobloc Tokico calipers
Rear brake: Single 220mm disc with single-piston Nissin caliper

DIMENSIONS AND CAPACITIES
Wet weight: 205kg
Seat height: 810mm
Fuel capacity: 17.5lt

PERFORMANCE
Max power: N/A
Max torque: N/A

OTHER STUFF
Price: $18,990*
Test bike supplied by: Suzuki Australia
Warranty: 24 months/unlimited km

*Manufacturer's recommended price before statutory and dealer delivery charges