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- A friend who wants you well
- First appearing in 2000, the GSXR 1000 will quickly establish itself as a sporting stallion for a long time. But in the face of competition that has evolved enormously, what remains of the myth today? To find out, Le repaire took the bull by the horns ….
- Discovery
- What’s new in 2011?
- In the saddle
- Contact
- In the city
- Departmental
- National
- Highway
- Track
- Braking
- Consumption
- Conclusion
A friend who wants you well
First appearing in 2000, the GSXR 1000 will quickly establish itself as a sporting stallion for a long time. But in the face of competition that has evolved enormously, what remains of the myth today? To find out, Le repaire took the bull by the horns ….
Discovery
Introduced in 2000, the 1000 GSXR succeeds the aging 1100 that disappeared in 1998. From the legacy of its big sister it is a clean sweep, to model its lines and volume on the "small" 750.
A wise bet because the beast only displays 5.5 kg more than the 750 (or just 200 kg all full) and develops 19 additional horses (160 hp) for a maximum speed close to 290 km / h chrono ! To achieve this feat, the engineers favored the narrowness of the engine which therefore imposes not very square dimensions (73 X 59 mm for 988 cm3).
From this philosophy will result the characteristic behavior of the thruster of the "GEX": a mechanics available and well filled. Certainly over the years, the gradual developments will reach 999 cc (74.5 X57.3) and 185 horsepower, but this dominant character will remain as part of Miss Suzy’s DNA. We can even say that it is in the genes and in these genes is part of the key to pleasure ….
What’s new in 2011?
Absolutely nothing, the 1000 has not changed since 2009 (mod K9).
To recognize the latest vintage at first glance, you have to look at its two titanium mufflers with a slightly curved profile, which contrast with the more angular mufflers used so far on the 2008 (mod K8). From the front, the headlight has widened, but the essential remains, even if the K9 has nothing in common with the K8. Suzuki had (badly) accustomed us to significant changes every two years, but the crisis requires, the manufacturer calms things down and the 2011 (Mod L 1) remains identical to the K9. So we are on familiar ground if we can say.
In the saddle
In a hyperspecialized world like that of sports cars, the GSXR is positioned as the most welcoming. The tank, which is narrower than in the previous vintage, contributes to the general comfort of a not too extreme position. The wrists are not too broken, the buttocks not too high. Large and comfortable, the saddle rises to 810 mm. The 1.70m pilot will therefore touch the ground with both feet (but not flat anyway). The older ones will just have their knees hitting the protections above the frame, but nothing dramatic.
The semi-digital dashboard is very easy to read before your eyes. A 4-bulb shiftlight (3 oranges and a more powerful white) informs when approaching the red zone located at 13,750 rpm. The digital speedometer and the presence of an engaged gear indicator are very appreciable on such a torquey engine. A control on the handlebars allows you to scroll through the information. Classic and good in short, a term that suits this GSXR perfectly in many areas.
Contact
Despite its 180 horsepower and a few, the GSX-R 1000 is discreet. The sound is deep and pleasing to the ears. We feel that we are dealing with a mechanism "that has" (the couple …). For 1533 € TTC, you can adopt a pair of very elegant Yoshimura GP EVO 4 stainless steel silencers, lighter than 1.5 kg, with a more metallic sound. The class ….
Both the cable-operated clutch and the accelerator are extremely smooth. An appreciable detail when switching on the first gear on a gearbox that does not suffer from any particular criticism.
In the city
Here Madame knows how to behave. We told you she is the most comfortable and most civilized of sports cars. The position is not binding, the controls are smooth and the engine is incredibly flexible and never jerks. You see in the mirrors, you don’t look stupid and your eyesight low like a toad on a matchbox. Everything is fine, except for the turning radius a little tight, as on many sports.
Departmental
With deliberately flexible suspensions, the Gex does not abuse your vertebrae. Its contained weight and the docility of its engine make it a docile machine that is easy to handle. You can "roll up" gently without having the feeling of carrying a piece of wood. The machine is easy to register in the bends, it follows the gaze well. A real school bike as long as you don’t get too excited about the throttle ….
National
Taking advantage of a little more space, we appreciate all the more its well "round and full" engine everywhere. A real joy. Its double butterfly injection is a real treat.
For the record, it is the accelerator (so you!) Which controls the first shutter, while the second opens optimally according to the instructions of the computer, a bit like an electronic vacuum carburetor in short. Operation ultimately very close to a 100% electronic accelerator, with the small drawback of the presence of an additional flap which further disturbs the intake duct and therefore loses a tiny portion of power. In this area, the GSXR still shows a difference of more than 30 hp on the bench with a BMW S 1000 RR. It causes! But the 1000 GSXR is better filled. No congestion or hole, horses and meters kilograms are omnipresent. No variable intake either, no pawl, no fireworks but a good old engine that rips with incredible force. Ultimate quality of this mechanism, its excellent clamping. The power curve is simply clipped above 106 horsepower. In fact, at low revs, you have all the potential of the "full" engine and it is only at the top that you lose but without collapse. Instead of taking 13,500 rpm, it takes 12,000, the maximum power being reached from 10,000 rpm. Frustrating, but not that much, especially on the road, where there is more than enough to have fun ….
Highway
Here again, Miss Suzy amazes with her qualities of comfort and very good protection compared to other sportswomen. Its very neat aerodynamics benefit both the pilot and the maximum speed which exceeds 290 km / h chrono … on the German motorway. We can therefore say without hesitation that this Japanese woman has a good start!
Track
Overtaken by the latest generation of sports cars BMW S 1000 RR and Aprilia RSV4 in mind, the 1000 GSXR does not have to be ashamed of its performance, however. No doubt it suffers from a deliberately oriented compromise towards the road, but it derives a disconcerting ease of operation.
Here no electronics except the SDMS (Suzuki Drive Mode System) of little use, especially in 106 horsepower. So no traction control, but in fact the ease of dosing of the throttle and the very predictable response of the engine are worth all the traction control. This is true up to a certain riding pace, but for the average rider it is perfect! Good blunder all the same, past 6,500 rpm it sends seriously. But if you think twice before turning the handle like a bully you really enjoy yourself. The pure power is there, the cavalry is plentiful, impressive, but not savage. This is not the domestic pony, but the well-bred racehorse. In fact, when we get off this bike we wonder if all the technology of the R1 (and therefore its selling price) are really necessary? Without variable admission, nor cross-plane timing and other electronic accelerator (although double butterfly injection is very close to it), this 4-cylinder "howler" brilliantly demonstrates that at Suzuki, we know how to make very good engines. Here we find the benefit of a moderate bore which requires valves of reasonable size conducive to high gas speeds and therefore good filling from low and mid-range..
On the other hand, in the sequences, one appreciates a front axle certainly precise, but the GSXR lacks vivacity vis-a-vis the new references. It is not the kilos that are at issue (208 kg with the full tank, or 4 less than an Aprilia), but undoubtedly their distribution. Here we feel more the weight of the years than the pounds themselves, if one could say so. In this area, the 1000 GSXR would need an upgrade like that undergone by its little sisters 600 and 750, based on weight centering. That shouldn’t be long in coming.
Braking
Very progressive, easy to dose, the 310 mm double disc and its radial-mount calipers mark time when you pick up the pace on a track with a demanding layout. The grip slackens leaving an odd feeling for the "average" rider, while the very quick rider will use his brakes if he does not agree to give up his hand a little. On the road of course … no problem. On the next edition, it is likely that Suzuki will go to 320 or even 330 mm like some competitors, or adopt Brembo calipers, as is already the case on the new 750 …. and even the 600!
Consumption
We were unable to take any measurements, but the great availability of the mechanics and its perfectly calibrated injection suggests a reasonable appetite given the performance. The clean aerodynamics should also contribute. The tank is 17.5 L including 4 L of reserve.
Conclusion
Always up for a good fill, never disappointing, the GSXR 1000 has all the qualities to make an ideal companion. Despite the weight of the years, it remains undoubtedly the best current “road sportswoman” and at least the most versatile. On the track it is stalling, which justifies a further development that we can hope for soon. This partly explains the promotions currently underway: € 13,499 instead of € 14,499. At this price, the price / power / sensations ratio is excellent. That’s € 2,500 less than any other 1000 at the price list, something to think about, because in terms of approval, the Gex is always the benchmark and what a damn engine!
Strong points
- ease of use
- motor
- versatility
- comfort
- price / performance / approval ratio
Weak points
- braking a little tight on circuit
- lack of liveliness when changing angles
- model in decline in the face of European competition.
Competitors: Aprilia RSV4, BMW S1000RR, Ducati 1198S, Honda CBR 1000 RR, Kawasaki ZX-10R, Triumph Daytona, Yamaha R1.
Datasheet
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