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Suzuki GSXR 1000R review

I owned a GSXR 750 L1 and have ridden pretty much all of the current Suzuki range, this makes me quite the Suzuki fanboy. Often referred to as the king of sportbikes, Suzuki is trying to live up to that name. The old L series (L1-6) Suzuki GSX-R1000R was going stale, don’t get me wrong, the bike was mega, but it was in desperate need of a refresh compared to the competition.

Check out the GSXR1000’s Bridgestone RS10 tyre review

Unveiled at Emica in 2016, the new L7 GSX-R and GSX-RR showed off revised styling, a new 1000cc engine and new LCD dash. The RR gets beefy suspension, and daylight running lights, plus an up and down the box quick-shifter/blipper. Also, are new colour schemes to tickle everybody’s taste buds including MotoGP colours, a matte black and blood red. The RR sees a Gloss black and deep blue (below) this being my favourite.

GSXR1000 Review
Beautiful colour scheme, don’t you think?

There is always going to be some unfavourable remarks, whenever a new bike is released. At the gixer launch, it was mainly due to the size of the exhaust can. I agree it is rather large, but it does sound good for a stock can. Thin wall stainless steel construction means it is very light, the Suzuki boffins have done a great deal of work with the exhaust system getting it to flow well, whilst hitting those god-awful euro 4 regs.

GSXR1000 has masses of customisation

Aftermarket offerings for the new Suzuki GSX-R1000R are plentiful. Yoshimura has 2 cans on offer, the Alpha T and the proven R11, in various finishes. Titanium, stainless steel and carbon fibre are all available. Offerings from other manufacturers include Racefit, Arrow and Scorpion, all of which look and sound amazing. If you are planning track use, check the Db levels first!!

GSXR aftermarket exhaust
Racefit Titanium Growler, Yoshimura R11, Scorpion Serket and Arrow Racetec cans.

Suzuki has redesigned the engine from the ground up and come up with some very clever ways of extracting extra ponies while maintaining efficiency. Firstly with a VVT (Variable Valve Timing) system, which helps the torque down low but then also helps with the power when reving it hard. The VVT system kicks in at 10K revs.
The new engine revs higher and makes more peak power, that the previous model, use of titanium valves and narrower valve angles, and use of an oversquare bore/stroke ratio coupled with a higher redline and upped compression ratio all add to more smiles per gallon.

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Some fancy tweaks on the exhaust manifold including balancing the runners together with butterfly valves adjusting the gas flow with RPM’s to increase the torque and horsepower.

GSXR1000 – 200hp out of the box

Suzuki also has introduced top feed secondary injectors increasing higher RPMs without the low and mid-range suffering. All these fancy words and engineering mean a lot, but does the engine work? With the strict Euro 4 regulations, Suzuki claims the new Suzuki GSX-R1000R is 200hp out the box.

GSXR exhaust
Clever engineering on the manifold

GSXR1000R version – Worth the extra?

Showa’s new Balance free forks come as standard on the RR. Easily identifiable by the pressurized sub tanks on the front units (looks like a big cylinder on the front hubs). The rear end has a Showa Cushion lite rear shock. The ride is firm but smooth, but will no doubt need correctly setting up and adjusting to the rider’s weight.

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Other niceties included on the RR is the LCD dash, and adjustable rider modes. Wheelie and launch control (not tested, despite really wanting to) daylight running lights, traction control and cornering ABS as standard.

GSXR1000 screen
Love the dark display. Personal taste, some like it some hate it.

The new bike has had incredible success in racing too, in the American Superbike race championships with MotoGP legend Toni Elias, and Roger Hayden, the brother of the late MotoGP legend Nicky.

In the UK, new gixers are in most race championships, in BSB and British Superstock plus many privateer and club championships.

Beating up the competition on the road racing scene with Michael Dunlop winning the senior IOM TT with the Suzuki GSX-R1000R.

For me, my turn approached, and I was more excited than a kid on Christmas eve. I didn’t want to be disappointed. I had ridden an old K series 1000, and I thought it was iffy. Compared to my 750, the old K series felt heavy, lazy and sluggish, like comparing a hummingbird to an albatross. It was quick, but it just felt cumbersome. Almost as if it took a lot of effort riding it hard, to get the best out of it.
The new Suzuki GSX-R1000R has been completely redesigned, so I had faith it wasn’t going to disappoint. Plus the success it was having on track also filled me with confidence it wouldn’t!

GSXR1000R review
The best colour scheme is this blue and black

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I can’t say how quick it is at full chat, but on the UK roads, it is BALLISTIC. The torque down low is crazy, lifting the front wheel through most of the gears. The abundance of torque through the rev range means that a higher gear can be used and it still pulls hard for when sensibly overtaking other road users when in the higher gear. Equipped with a quick-shifter and auto-blipper (blipper on RR models only) both work seamlessly.

The handling is sharp and precise, and the bike itself feels light, agile and nimble. The tyres provide endless amounts of grip for mere mortals like me, and the suspension soaks up bumps smoothing the ride.

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While the ride feels sporty, it is also very comfortable. The suspension inspires confidence, and also the rider assists also give you that ego boost making you think and look like a pro. The dash is clear and concise, but still packed with information and the riding position is sporty, yet comfortable, not touring bike comfortable but certainly comfy enough to munch the miles on!

2018 Suzuki GSX-R1000R update

For 2018 Suzuki have introduced new colours, in the R version last years GP and the matte black and red stays, accompanied by a new pearl white option, and a matte black, with blue accents on. The two new colours look fantastic.
For the RR version, the GP colours remain as does the beautiful gloss black and blue, now there’s also a grey on black and a white version.
Prices remain the same at £16,099 for the RR version and £13,599 for the standard R version. Also, Suzuki offers a vast catalogue of upgrades and accessories to trick your new bike out with. Ranging from case protectors and fairing sliders to lever protectors and yummy carbon bits.

2019 GSXR1000 review
A looker in white. Image from Suzuki.

Even now as I look back in 2021, the latest evolution of the GSXR, has been a success. Suzuki has shifted huge numbers, of this version of the GSXR, with some touting 2021 as the last year of the version. Whether or not 2022 will bring a new version remains yet to be seen, but it wouldn’t go amiss. I think everybody would like to see a new GSXR with an update for 2022.

With the GSXR having been out since 2017, and plenty in circulation around the country used bikes are starting to pop up for sale, at a great value. Most have been tinkered and played with, but let’s be honest a used GSXR will more than likely have all the mods you will do to it anyway. Buying a GSXR in 2021 could be a good move for a great value superbike.

When is the new GSXR released?

Sat here writing this in 2021, we’re overdue a brand new GSXR, and while some manufacturers redevelop the bikes every year, Suzuki like to get their money out of the model before doing a LCI. Typically models have gone 8 years before getting an update, but with that in mind can Suzuki really leave it that long? Their MotoGP project is paying dividends, with the riders championship in 2020 with Joan Mir, but it feels like the other road-going bikes are leaping forward in tech. Hopefully we get a brand new GSXR in 2021 or 2022, we wait to find out!

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2 thoughts on “Suzuki GSXR 1000R review”

  1. Pingback: Honda CBR1000RR Fireblade SP1 Review - Ridewithpeaks

  2. Pingback: Suzuki GSXR 250 - Ridewithpeaks

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