All Tests – A nice Superbike? – Used SUZUKI

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A nice Superbike ?

All Tests - A nice Superbike? - Used SUZUKI

With three different maps at your fingertips, the new Suzuki GSX-R 1000 innovates! And even if we don’t take advantage of its 185 horsepower in France, the K7 has other assets that make it a very valuable road bike. Test !

In 1986 the Suzuki GSX-R1100 landed. But that same year, the limitation of French motorcycles to 106 horses appeared, already preventing French motorcyclists from taking advantage of the full power of the Suzuki: 128 horses at the time. !

21 years after the launch of this 1100, the Japanese manufacturer tirelessly continues its quest for sporting excellence and offers its new GSX-R1000 … "To continue to sow terror on speed circuits", predicts Suzuki, the novelty 2007 is adorned with new parts, a new look and an unprecedented technological innovation !

Naturally, the 999 cc unit has been revised from top to bottom to allow it to deliver a whopping 185 horsepower, seven more than the previous version despite ever stricter anti-pollution and noise standards..

Among the mechanical modifications, there is in particular a new more compact injection system incorporating the double butterfly system, injectors with twelve holes – instead of four previously -, intake and exhaust ducts enlarged respectively by 10 and 20%, more aggressive profile hollow camshafts, titanium valves, forged aluminum alloy pistons and a second balance shaft.

Avalanche of novelties

Obviously, the cycle part is also reviewed. Thus the 1000 adopts a foundry aluminum frame similar to those of the new 600 and 750 "K6" and its swing arm completely changes shape compared to that of the old version: "more rigid and lighter by 200 g, it improves traction ", estimates the manufacturer of Hamamatsu.

However, Suzuki claims not to have had as a priority the hunt "to the superfluous little gram". The proof, compared to the 2005 version – and 2006, it is the same -, the new Superbike accuses 6 kg more on the technical sheet: 172 kg against 168 previously. "In reality, we favored rigidity rather than maximum lightness", explains Suzuki … We will talk about it again in 2009 ?!

The GSX-R 1000 also receives a hydraulic steering damper "controlled by the electronic box which, by actuating a valve, slows down the passage of oil to control its resistance to the speed of the motorcycle", specifies the manufacturer..

Likewise, the new "Gex" is adorned with a new hydraulically controlled clutch, equipped with a torque limiter "which eliminates the risk of rear wheel rebounds when one returns quickly", assure its designers..

But the major innovation of this new 1000 lies in the presence of an engine mapping choice system: a first on a production model! This new system had already marked the spirits during the press presentation last September (read) and convinced the testers of the "full power" version, but it remained to verify its usefulness in version 106 ch…

A little bit of Hayabusa

Seen from the front, the new GSX-R 1000 has a slightly more clumsy look than last year’s: the prominent fairing gills – which completely hide the pots when the beauty is seen from the front – give the Suzuki cheeks. rounder, appearance that the blue and white color accentuates.

The resemblance of the K7 with its big sister Hayabusa is increased by the presence of a new front optical unit: the reflector headlight gives way to a lens, making the front light more tapered. The two small upper ridges also disappear and contribute to the smoothness of the optics.

The rear of the GSX-R 1000 has also been slightly slimmer, but it retains its "GSX-R" look as it is fitted with the same integrated brake / turn signal assembly as the old version. In the end, the 1000 evolves without destabilizing its groupies.

When getting on the Suzuki, the rider is immediately surprised by the comfort "on board". The saddle is relatively low (810 mm) and its flared shape allows access to the ground even for the little ones. Naturally, the handlebars are placed low and forward but the rider’s position remains quite sustainable, even in town.

Ups and debates…

The two levers are adjustable in spacing and the hydraulic clutch is easily actuated, as are the many buttons located on the stems, including the intriguing "Mode" buttons … The dashboard, very readable and complete, is identical to the one fitted to the K5, except for the new indications A, B or C located to the right of the gear engaged indicator light.

To continue in the strengths of the GSX-R 1000, the space under the saddle is greater than many current motorcycles. A disc lock – it’s better than nothing! – and a substantial tool kit can easily be accommodated.

But at this stage of the description, a more controversial subject cannot be ruled out: that of the escapement! Recall that the GSX-R 2005 was equipped with an exhaust certainly corpulent but benefiting from an elegant "Titanium" finish..

But in its new version, the GSX-R is adorned with two imposing black pots whose chrome ends are only roughly arranged. “It’s the Germans’ fault,” blows Site Pierre-Laurent Feriti, communications manager at Suzuki France. "From the plenum chamber, all the pipes and exhausts are made of titanium, but the Germans prefer to paint them black. It’s a shame!", Admits the French manager.

Thus, many aesthetes will undoubtedly afford more fitting silencers. As for the plenum chamber located under the engine, it is better not to get on all fours to observe it because that of our test model presented an orange color of the least flattering … But "it is not of rust is a deposit on the paint which starts from a blow of aluminum filings ", reassures Pierre-Laurent Feriti.

Another negative criticism about this new Suzuki yet very endearing – you will understand then why – the crutch lug located between the footrest and the selector is hard to find … OK, no more quibbling: make way for the dynamic test !

When sport rhymes with comfort ?

The handling of the machine is easy, even if after having retracted the side stand, this GSX-R reminds its rider that it is a 1000, unlike other motorcycles which try to pass themselves off as Supersport.

When stationary and during small maneuvers, the difference with a 600 or a 750 is noticeable, but as soon as the engine takes over, it’s a whole different matter! Indeed, from the first hectometers, the new Suz makes you forget its increasing weight.

The efforts on the handlebars to circulate in the city or on small roads are limited and the changes of direction are at the same time sharp and precise as soon as the pace barely accelerates.

This agility is supported by a pleasant riding position for a motorcycle straight out of the Mondial Superbike. And to improve the pilot’s comfort, the footrests even have three different positions allowing their height and depth to be varied (14 mm horizontally and vertically).

Obviously, the riders will prefer the high and rear configuration, but on the road the low setting will relieve the big legs without risking touching the lugs at each turn. Finally, the saddle would benefit from being a little more comfortable because this new GSX-R lends itself very well to road use. !

The GSX-R 1000 K7 offers excellent performance on the track: just ask Max Biaggi, winner of his first World Superbike race at the controls of this Suz "mode A engaged", says the ad! And finally on the open road, the new Gex knows how to be pleasant and docile.

So on any type of surface, the suspensions of the 1000 in standard settings provide an irreproachable job. For the more experts who know in advance the exact type of roads they are about to skim, the Showa fork and the single shock absorber are adjustable in preload, compression (fast and slow!) And rebound..

Another excellent strength of the Suzuki: its gearbox! Not only are the gears quickly, precisely and effortlessly assembled, downshifts are also executed without disengaging, the simplest way in the world thanks to a devilishly effective and pleasant anti-dribble system..

Even by entering a report too much in a hidden pin, the rear axle remains stuck to the road and only the tachometer needle panics. As for braking, needless to say that the eight pistons mounted on radial calipers pinching the two 310 mm discs offer bite and flawless progressiveness. Be careful when braking for the first time !

The Biaggi wheel all the same !

But if the GSX-R 1000 K7 knows how to be very nice, it is nonetheless Biaggi’s toy in the Mondial SBK – the base in any case – and a simple rotation of the right wrist is enough to remind you. !

History to console the French bikers, the Suzuki block benefits from low and mid revs very well filled. This allows us to partly forget that in the free world almost 80 additional horses are available….

From 3000 rev / min, the engine pulls seriously and overtaking in 6th on nationals are only a formality. The accelerations on the shorter gears are frank and continuous up to 9500 rpm, where the maximum power is reached. And according to the manufacturer’s data, the 106 hp is precisely at 10,000 rpm, or 3,750 rpm before the red zone…

Obviously, we would like the thrust to continue up to 14,000 rpm, raising the front wheel in 1st, 2nd, or even 3rd! But in the clamped version, the front axle of the GSX-R remains wisely glued to the road, providing a feeling of optimal control which allows the grip to be welded out of bends without too much fear..

Actively participating in the surly character and "ready to pounce" of the 4-cylinder, the sound of the airbox and the tone of the exhausts are hoarse as you want! The volume and depth of the melody being proportional to the opening of the throttle, it is often slightly exaggerated, just to take advantage of the superb vocalizations of the Japanese !

But be careful: in 1st, the Suz can exceed 130 km / h and without particularly mistreating it, it takes you in a few seconds to shameful speeds. A cruise control would find its place on such a monster, even if, as Pierre-Laurent Feriti wisely points out to us, "on a GSX-R we watch out and we take the fold in a few days, while paradoxically a Burgman 650 will surprise more! ". Not false…

Less than 5 liters per 100 on the highway !

In these impressive increases in pace, the cycle part remains unperturbed. We expected no less from equipment which in France only endures the assaults of a "half-engine". It should also be noted that despite all of our "application", no guide bar has been identified..

Curiously, it is on the motorway that another defect appears: road holding is not at fault, quite the contrary, since the Gex enjoys exemplary stability at high speed and in large curves..

But between 4,500 and 6,000 rpm – the Suz takes 25 km / h per 1,000 laps in 6th gear – vibrations appear in the footrests and can cause tingling in the feet, depending on the type of boots worn. and the thickness of the socks.

It is all the more regrettable that the protection of the bubble is not ridiculous and that the saddle, very long, makes it possible to wedge itself effectively against the tank. In this position, the kilometers go by without fatigue and consumption drops below 5 liters per 100 km (4.91 to be precise) !

Gogo gadget with 80 horses

Last point addressed in our test: the famous SDMS (Suzuki Drive Mode Select) system, which offers the possibility of choosing three engine maps (see box) managed by a new electronic unit "with the computing power multiplied by four" compared to the old one, Suzuki points out !

Mode A, B or C ?
A mode like "A-aaargh"
The GSX-R 1000 delivers its maximum performance, namely 185 hp at 12,000 rpm and 116.7 Nm at 10,000 rpm in the free world (106 hp at 10,000 rpm and 94.2 Nm at 7,500 rpm in France).

B mode like "B-ieeen"
For an opening of the throttle less than 85%, the power and torque curves are smoothed, securing the go-around on the angle. Once the motorcycle is raised, when the throttle is fully loaded (+ 85%), the rider once again has maximum engine performance..

C mode like "C-oool"
The bike is limited to around 120 hp (around 80 hp in France) and the power and torque curves are very smooth. This allows you to drive in the rain more calmly, or to save your rear tire….

"The Dry, Mixed and Rain modes can be selected with a simple press on the button of the stalk positioned on the right strap", explains the manufacturer, quite proud of its novelty! Unfortunately, if this technology is useful on a monster of 185 hp that is muzzled at around 120, it becomes superfluous on its castrated version at 106 hp…

The use of this system remains very simple: off by default when the ignition is switched on, a long press on one of the two buttons – up or down arrow – activates mode A, which does not modify in no way the maximum performance of the GSX-R.

Pressing the bottom button selects mode B, pressing again activates mode C and the next press returns to mode A. These changes are possible when stationary as at 140 km / h – odometer, of course. ! – on the highway.

Even in the restricted version, the differences between each cartography are very palpable. In French C mode – the most "Cool"! -, the power of the GSX-R tops out "at around 80 horsepower", indicates Suzuki, that is to say a little less than a Bandit 650 … Difficult to find interest in this option on a motorcycle logically intended for cream sporty bikers already passed through the roadster box !

As for the colors, the blue / white and black / matt black liveries are available in concessions at a price of € 13,699. The gray and yellow models limited to 100 copies in France are already all sold, but on the other hand, the last 50 black-orange copies (out of the 200 planned) should be available soon. To watch closely !

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