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INTERMOT countdown 2016: 3rd

Suzuki GSX-R 1000

Ten years ago, Suzuki still dominated the 1000cc super sports event. No competitor could keep up with the phenomenal GSX-R 1000 K6. A worthy winner.

My God, what an exhaust! ”Of course, ten years ago the topic of noise dampening in super sports cars was the same as the Suzuki GSX-R 1000 K6 an issue. But apart from the mighty, somewhat clumsy-looking bag, the strong 1000 was a slim and extremely potent superbike. When fully fueled, it weighed only 200 kilograms, produced around 170 hp on the test bench and impressed with pressure in every situation, especially where it was needed, in the lower middle of the rev range.

INTERMOT countdown 2016: 3rd

Suzuki GSX-R 1000

The K6 drive is still considered exemplary today

In addition to its classy line, the Suzuki GSX-R 1000 had a lot to offer technically. Excellent workmanship, for example, which is rarely found these days. Noble titanium, for example, not only adorns the exhaust system, the valves are also made from the aircraft material. Fully adjustable suspension elements that also work perfectly on the racetrack and in everyday life.

The Suzuki engineers had come up with something very special for the engine, the smoothness of which, thanks to a balancer shaft, was well above that of most other inline four-cylinder engines in the class. With a double throttle valve system, Suzuki fought the often harsh response behavior of the highly developed injection engines. While the driver could still open the first set of throttle valves mechanically, electronically controlled additional valves ensured a smoother response. That worked perfectly and gave the Suzuki GSX-R 1000 K6 an advantage in almost every difficult situation. In city traffic, in the rain or even at the limit with maximum lean angle, the powerful 1000 always goes gently, but with vigor to the gas. Even today, the K6’s smooth performance is considered exemplary.

How does such a Suzuki GSX-R 1000 drive today in times of race ABS, eight-way adjustable traction control and semi-active suspension? The engine sounds pithy, but not overly aggressive screaming like many current super sports cars. The seating position is not bad at all, beautifully gathered you bend over to the two handlebar stubs, on which only the most necessary buttons and sliders are mounted. Select map? There is only one thing. Set setup? You have to take a screwdriver. But there is at least a shift light, an important steering damper and an anti-hopping clutch that cannot be adjusted.

Then over 13,000 rpm is really the end

And full torque, almost from a standing start. It’s fascinating how such an engine still tuned to the Euro 2 standard works. The Suzuki GSX-R 1000 pushes from 3000 rpm like the currently strongest in its class. At most, a BMW S 1000 RR can do that even better. Well, the comparatively long-stroke engine cannot offer the bite of a current 200-hp rocket. But it also lacks speed reserve, because at a little over 13,000 rpm is really over. But the almost 170 hp is still enough today for everything that free German autobahns produce on Sunday mornings. And for the country roads either way. The over 280 km / h, which the digital instrument shows after less than half a minute of full throttle, should also inspire spoiled contemporaries.

The rest, however, demands the whole rider. Nobody prevents the rear wheel from spinning vigorously on slippery terrain. That has to be handled by the throttle. Just as much feeling should be developed on the brakes. Without ABS and with a pressure point that is definitely in need of improvement, the Gixxer also causes problems here. Today’s super athletes can do that much better. And with ABS it is also worlds safer. Of course, there is no shift assistance either. You have to do blippers yourself. But you don’t miss that, the throttle and clutch can be dosed too well. That fits.

K6 successors had no more chance

Just as the chassis is by no means old-fashioned, and driving comfort has also been developed on country roads. With a decent response and not overdamped, the K6 simply ironed out most of the road mess and calmly pulls its course. Hitting the handlebars is pretty alien to her, and the Suzuki GSX-R 1000, which weighs 200 kilograms with a full tank, can even impress when it comes to handling. Seen in this way, all K5 or K6 drivers can consider themselves lucky. You have one of the most well-balanced and rideable 1000s under your bum that has ever been made.

It will be interesting to see how the upcoming Suzuki GSX-R 1000 will drive. It should not only be over 200 hp, but also be of the very best in terms of electronics, weight and dynamics. But that is about time. Because Suzuki has not been able to keep up for years. If the K6 was still superior, the GSX-R successors had no chance against the competition. As you can hear, that is about to change.

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