Suzuki GSXR-1000

Suzuki's GSX-R1000 needs little introduction these days. The flagship performance bike of the Suzi range has plenty of handy victories to its name, including a string of Australian and American superbike titles, plus the current International Bike of the Year gong. Shawn Giles (pictured) used a Phil Tainton-tuned version to come within a whisker of winning last year's Australian Superbike title, and he's now challenging for the New Zealand title on the same bike.

Whether it's the best of the litre sport bikes out there is up for debate and, having ridden most of them very recently, I have to say your decision on that may just come down to brand loyalty. It's a very tight contest.

Very little has been done to the big Gixxer for 2006, other than some new paint schemes. And, really, that's probably all it needed. Like its rivals from Honda, Yamaha and Kawasaki, the GSX-R1000 is on a two year development cycle, and therefore is barely a year into its current model life. This, the K5/K6 version, was launched in Australia around March 2005 and represented a complete make-over from its predecessor - which we reckoned was hardly a slouch.

However the vicious world of sportbikes saw the old machine overtaken in a few key areas by updated machinery from all three major rivals. Perhaps its biggest achilles heel, in marketing terms, was the comparatively modest power claim, which stood around 166 horses. The K5 went in for a capacity boost (up from 988cc to 999) plus myriad engine tweaks (such as a boost in compression from 12:1 to 12.5:1 to claim around 175 horses. That's about the same as the mighty Hayabusa, but hauling 50 kilos less mass. Package that with a healthy if not staggering 117Nm or torque, plus a very low 166kg dry weight claim and you're dialing in some very, very, serious performance.

The difference between the 2005 K5 version and the 2006 K 6 comes down to paint, but the changes from the K4 to K5 are huge.

We've run Suzuki's version of the main features at the end of this story, and so we'll avoid regurgitating all that info, and concentrate on what the changes are from the rider's point of view.

I must confess to feeling guilty when praising new models in part by comparing how much better they are than their predecessors. It seems unfair when, like the K4 Gixxer, there was probably nothing really wrong with it. Which isn't to say you can't improve things.

Okay, so what's it like? First sight of the thing can be a bit of a shock - it's very angular and has that unmistakable stubby and triangulated titanium exhaust. Like the Hayabusa when it first came out, it's a visual shock, but you get used to it and it's distinctive enough to win a few hearts over time.

The next surprise is how small it really is. For a moment there, when I was collecting the test bike from Suzuki, I was tempted to turn back and complain they'd handed over a 600 by mistake. Not so - something which was amply demonstrated the first time the throttle was cracked open at speed.

Straight line performance is adequate if not stunning to around 4500, when it starts to get on the boil. Midrange is very strong, which minimizes the need for cog-swapping on tight roads, and top end…? Well, it weighs nothing and has a huge number of horses, so it goes like the proverbial scalded cat. Whether it's substantially quicker in a straight line than its competition is a moot point. It's certainly right up there.

Cornering is where the best news is. The K5/6 is a substantial improvement on a few fronts:
1. It's smaller - more like a 600;
2. It's substantially quicker to turn in;
3. It 'talks' to the rider better.

We're waiting for the 2006 Kawasaki to be launched locally, but until it is we reckon the GSX-R is the quickest and easiest of the litre sport bikes to stuff into a corner. It's super accurate and helped in no small measure by the brakes, which have excellent feel. Oh, and there's a fairly sophisticated slipper clutch on board, to reduce the chances of rear wheel hop on the over-run.

Once you're in the turn, it seems to have plenty of stability and doesn't seem to mind the odd mid-corner wrinkle in the tar.

Where it really won me, though, is in the overall feedback department. Despite the extra performance, it feels a little less likely to bite you than a K4.

All up, it's relatively easy to ride quickly, though you have to be well and truly on the ball to mentally keep up with it.

Overall finish seems good - the titanium muffler is a nice touch though I daresay it won't be cheap to replace.

Instrumentation is standard analogue tacho and digital everything else.

The overall 'tone' of the bike is unmistakably GSX-R with that slightly raw and raucous note to the whole thing.

While it's tiny, I did manage to fold my 190cm frame on board without having to resort to a chiropractor. It's hardly luxurious, but I've ridden much worse.

There are three colours to choose from and the GSX-R comes with a two-year warranty included in the $18,950 sticker price. If sports riding and particularly track days are your gig, you should be looking closely at this.

Suzuki engine feature list 998.6cc 4-stroke, 4-cylinder, liquid-cooled engine for increased power, torque and acceleration - includes several features to reduce friction and reciprocating mass.

Electronic fuel injection system features the Suzuki Dual Throttle Valve SystemTM (SDTV) - maintains optimum air velocity in the intake tract for smooth low-to-mid rpm throttle response and high torque output - includes Auto Fast Idle System (AFIS).

Compact double-barrel throttle body design with large 52mm bores for improved power, plus narrow pitch between outer and inner bores - allows use of narrow airbox, fuel tank and bodywork to provide more room for rider's knees/elbows.

Twin injectors per throttle body for improved throttle response and acceleration - primary injector operates under all conditions while secondary injector operates under high rpm/heavy load conditions to further increase engine output.

Compact cylinder head features large 30mm intake and 24mm exhaust ports, plus smaller combustion chamber and higher 12.5 :1 compression ratio for high power output.

Titanium intake and exhaust valves with larger 4.5mm stems for increased strength.

Light weight forged pistons featuring chrome-nitride coated upper compression and oil control rings to reduce friction and improve sealing Reinforced crankshaft and chrome-moly connecting rods, plus recalibrated balancer shaft for dependable high rpm operation.

Back-torque limiting clutch allows smooth downshifts, plus a rack and pinion operating system provides more positive clutch feel.

Close-ratio transmission for strong acceleration, plus specially designed shift forks for smoother shifting.

Large trapezoidal-shaped radiator provides high cooling capacity, plus compact cooling fan design further improves efficiency - system includes high-capacity radiator-type oil cooler.

Suzuki Advanced Exhaust System (SAES) - all titanium system designed and positioned to keep mass low and close to the centerline of the machine, plus decrease drag and increase cornering bank angle.

Suzuki Exhaust Tuning SystemTM (SET) regulates exhaust pressure waves to suit running conditions and maintain optimum engine torque.

ECM-controlled PAIR (Pulsed-AIR) system - operation based on throttle position and engine rpm to reduce HC, CO and NOx emissions.

New-design generator supplies power to a compact maintenance-free battery.

Chassis features
Compact overall chassis dimensions including short reach from seat to handlebars, low footpegs, short/narrow fuel tank, low seat height - all designed for improved rider comfort and mobility.

Wind-tunnel-developed bodywork with narrow vertical headlights and specially-placed ram-air ducts, plus turn signals integrated with mirrors and tail-section for minimal frontal area and low drag.

Bright 55/65W headlight and LED taillight with clear external lens.

Compact instrument cluster features an analog tach with rpm indicator, digital speedometer and new gear indicator - also includes LCD odometer-tripmeters, coolant temp., clock and EFI diagnostics.

Lightweight aluminum frame with combination cast and extruded spar construction for precisely calculated rigidity - frame design concentrates engine mass more toward the center of the machine for improved handling.

Braced aluminum swingarm is lightweight with high rigidity - right side arm is shaped to tuck in the exhaust for improved cornering clearance.

Fully adjustable 43mm inverted fork features Diamond Like Carbon (DLC) coated stanchion tubes to reduce friction and improve response - includes cross-mounted steering damper.

Fully adjustable piggy-back shock absorber with linear rate linkage system for improved suspension response and feedback.

Radial-mount four-piston front brake calipers with large 310mm rotors and radial-mount master cylinder for optimum lever feel and feedback.

Bridgestone radial tires mounted on cast aluminum wheels featuring thin spoke design with optimized wall thickness to reduce unsprung weight.

Specs
Engine: 998.6cc, 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve, TSCC
Bore Stroke: 73.4 x 59.0mm
Compression Ratio: 12.5:1
Fuel System: Fuel Injection
Lubrication: Wet Sump
Ignition: Digital/transistorized
Transmission: 6-speed, constant mesh
Final Drive: #530 chain
Overall Length: 2030mm (80.0 in.)
Overall Width: 710mm (28.0 in.)
Overall Height: 1130mm (44.5 in.)
Seat Height: 810mm (31.9 in.)
Ground Clearance: 130mm (5.1 in.)
Wheelbase: 1405mm (55.3 in.)
Dry Weight: 166 kg (365 lbs.)
Suspension Front: Inverted telescopic, coil spring, fully adjustable spring preload, compression and rebound damping
Suspension Rear: Link-type, gas/oil-damped, fully adjustable spring preload, compression and rebound damping
Brakes Front: Dual hydraulic disc
Brakes Rear: Single hydraulic disc
Tires Front: 120/70-ZR-17
Tires Rear: 190/50-ZR-17
Fuel Tank Capacity: 18 liter (4.8 gal.)
Color: Blue/White, Silver/Gray, Red/Black