Suzuki GSX-R 1000 and GSX-R 1000 R

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Suzuki GSX-R 1000 and GSX-R 1000 R

Suzuki GSX-R 1000 and GSX-R 1000 R

Suzuki GSX-R 1000 and GSX-R 1000 R

Suzuki GSX-R 1000 and GSX-R 1000 R

Suzuki GSX-R 1000 and GSX-R 1000 R

15th photos

Suzuki GSX-R 1000 and GSX-R 1000 R

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In 1994 two different variants of a Suzuki top superbike fired from their pipes for the last time. Is the surcharge for the noble offshoot worth it?

Suzuki GSX-R 1000 and GSX-R 1000 R

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Like the R version, the standard Gixxe also lasers through the corners with absolute precision. Driving pleasure at its finest!

Suzuki GSX-R 1000 and GSX-R 1000 R

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What they have in common is an absolutely identical motor with an ingenious punch below and in the middle.

Suzuki GSX-R 1000 and GSX-R 1000 R

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The body always releases an overdose of endorphin when the pilot turns the tap on the clock at around 5000 rpm at the exit of the curve.

Suzuki GSX-R 1000 and GSX-R 1000 R

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The power drive and easy-to-handle rubbers make it possible: Lean wheelie at corner exit.

Suzuki GSX-R 1000 and GSX-R 1000 R

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Same cockpit? Not quite! At the base [here] …

Suzuki GSX-R 1000 and GSX-R 1000 R

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… the numbers are black and the background white. Conversely with the R.

Suzuki GSX-R 1000 and GSX-R 1000 R

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In the standard Gixxe [here] there is a battery with 10.5 ampere hours, …

Suzuki GSX-R 1000 and GSX-R 1000 R

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… in the R a lighter battery with 9.1 Ah.

Suzuki GSX-R 1000 and GSX-R 1000 R

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Slit-shaped position lights only adorn …

Suzuki GSX-R 1000 and GSX-R 1000 R

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… the R [here], the cover is in the basic version.

Suzuki GSX-R 1000 and GSX-R 1000 R

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Here the conventional strut of the base, …

Suzuki GSX-R 1000 and GSX-R 1000 R

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… here the very attractive damper with two-pipe technology.

Suzuki GSX-R 1000 and GSX-R 1000 R

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Expansion tanks filled with nitrogen only offer …

Suzuki GSX-R 1000 and GSX-R 1000 R

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… the fine fork of the R [here]. The part works very sensitively.

Suzuki GSX-R 1000 and GSX-R 1000 R

Base versus R version

Content of

With the new Suzuki GSX-R 1000 and the Suzuki GSX-R 1000 R, Hamamatsu is pursuing a two-pronged approach, which is why it is worth asking: Is the surcharge for the luxury version worth it?

Before we get to the differences between Suzuki GSX-R 1000 and GSX-R 1000 R, first of all their great similarities: First of all, there is the absolutely identical motor. Equipped with ingenious punch at the bottom and in the middle, the Suzukis shoot up and away even at low speeds. The body always releases an overdose of endorphin when the pilot turns the tap on the clock at around 5,000 rpm at the exit of the curve. The Gixxen march mightily through the rev range, nothing can stop them. Squeezing the row fours out to the stop is unnecessary and at most brings a gain in pleasure on longer straights. Pure sovereignty! To do this, the Suzukis go directly to the gas (mode A) or a little more smoothly (B) depending on their taste. When applying the gas in C mode, on the other hand, in terms of performance, you think you are on a 600, it is best to tick this setting off and forget it – unless the sky is wide open!

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Suzuki GSX-R 1000 and GSX-R 1000 R

Honda Fireblade versus Fireblade SP
Basic and top equipment in comparison

Mandatory for the standard Gixxe too: Quickshifter!

So much for the most important similarities. But what separates the two? They differ most clearly when switching. The quickshifter of the Suzuki GSX-R 1000 R is ingenious, allowing clutch-free upshifts and downshifts. Just tap the gearshift lever and the desired gear will engage. The ignition interruptions are pleasantly short, the changes very smooth and precise, the pilot happy. Great: the automatic gearshift also allows you to change to a lower gear under full load. A huge advantage when overtaking in too high a gear. Fortunately, the Quickshifter can be retrofitted to the standard model. Suzuki has not yet finally set the price, but the part should cost around 650 euros. Plus installation, for which the importer estimates about 1.5 hours. An investment that is definitely worthwhile! In terms of price, the difference between the R version and the base is a total of 2,400 euros (18,990 euros to 16,590 euros).

What added value does the Suzuki GSX-R 1000 R offer??

On the electronic side, these are cornering ABS and launch control. In ideal conditions (warm tires, clean, furrow-free and dry road surface), the former prevents take-off when braking in an inclined position. Assuming a careful pilot, this should not happen very often in practice, but this feature is definitely a safety gain. Launch control, on the other hand, only makes sense when used as a starting aid. Questionable traffic light starts on public roads among a howling crowd are definitely not one of them!

Both Suzukis, on the other hand, offer a very effective, ten-stage traction control to which the wheelie control is also linked. We recommend position four for the highway bolt. It does not regulate too early, but reliably catches the rear wheel when accelerating too hard in an inclined position. If this level brakes too hard, shift to position three. A pleasant side effect: Wheelies can be practiced very well with the TC – without the aid of the clutch and on a flat stretch – without the risk of a backflip. It is somewhat curious, however, that the Suzuki GSX-R 1000 R at level three effectively captures a rising front wheel, while the front of the basic variant rises alarmingly high into the sky with the same setting. As with all assistance systems, the following applies here: slowly approach your favorite setting!

Both have chassis qualities

Sensitivity is also an issue with the spring elements. In terms of cost and hardware, they make the biggest difference. The forks and struts come from Showa. But the Suzuki GSX-R 1000 R contains extremely attractive parts, the manufacturer calls the system “balance-free”. This means that expansion tanks filled with nitrogen keep the oil reliably under pressure and thus enable constant, accurate damping. High-tech in the rear too: thanks to separate oil circuits, the twin-tube suspension strut prevents the rebound and compression stages from influencing each other. The R shoots confidently over our favorite rough road stretch and neutralizes even the worst distortions – wow! However, the slightly underdamped rebound stage hardly offers any reserves, we had to close it almost completely. Anyone who uses a harder spring must therefore expect insufficient damping during rebound.

Unlike the Suzuki GSX-R 1000 R, the basic Gixxe uses a “normal” fork (Big Piston design) and a conventional shock absorber. Both are equipped with plenty of damping power, and after a few changes to the adjusting screws, the finely balanced standard GSX-R is now also very respectable on the moguls. Only hard edges still clearly penetrate the pilot. Tips for setting up country roads are in the data boxes for both models.

There are also optically special features

From a technical point of view, this indicates the most important differences. The only thing missing is the slightly smaller, lighter battery of the Suzuki GSX-R 1000 R. It helps to reduce the weight to 204 kilos. For comparison: the base weighs 206 kilos. The remaining deviations mainly concern the design. Especially in the dark, the fine, slot-like position lights to the left and right of the headlights on the noble offshoot are noticeable. You have to take a closer look at the cockpit. In the case of the R, the background is black, whereas the numbers are white. Exactly the opposite is true for the standard GSX-R. The paintwork in “Metallic Triton Blue” is like one egg to the next. Only a small sticker on the side of the rear panel directly below the pillion seat reveals the R variant. You will look in vain for such a sticker at the base. The R is only available in this blue and also in black with blue decorative stripes and blue wheels. Also in black, but with red rims and red decorative stripes, the standard Gixxe appeals. Exclusively for them there is also a version completely in red with black wheels. Too complicated? A look at the Suzuki homepage shows the whole color palette. For those who cannot or do not want to make a decision based on color gimmicks, things will be a little more difficult. Because then the question arises: which ones to take? How we see things is stated in the following lines.

Conclusion

If you don’t have to turn over every euro twice, you clearly opt for the Suzuki GSX-R 1000 R. Just knowing that you own the noble variant inspires you. Furthermore, optical gimmicks such as the other color combination in black, the position lights or the “1000 R” stickers on the rear panel make the difference. If the worst comes to the worst, ABS cornering offers tangible advantages. Just knowing about this feature has a liberating effect when hunting. The fine spring elements do not make you faster on the country road, but bring comfort benefits, especially on bumpy terrain. The automatic gearshift is a “must have”. In practice it offers the greatest advantage, but it can be retrofitted to the standard Gixxe. A basic machine equipped in this way is still an estimated 1,600 to 1,750 euros cheaper than the premium offshoot. Too much to go for the R version? Or not enough for downgrading? Everyone can, may and must decide for themselves!

Price comparison Suzuki GSX-R 1000 vs. Suzuki GSX-R 1000 R

Used Suzuki GSX-R 1000 and Suzuki GSX-R 1000 R

Regardless of the decision, whether for the GSX-R 1000 or GSX-R 1000R, both are dream motorcycles for real racers. In any case, you should take a look at the used motorcycle market. There are cheap Suzukis waiting there in good condition. And who knows, maybe you will even find a bargain or a noble iron like the GSX-R 1000R at a low price: Used Suzuki GSX-R 1000 and Suzuki GSX-R 1000 R in Germany

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