Suzuki GSX-R1000R road test

Menus

• 4 cylinders, 1000 cm3, 202 hp at 13,200 rpm, 12 m / kg at 10,800 rpm, 203 kilos, € 19,939
• Incredible efficiency for a machine that is still user-friendly on the road
• Discovery
• In the saddle
• Engine and transmission
• In the city
• On motorways and main roads
• On departmental
• Part-cycle
• Brakes
• Comfort and duo
• Consumption / autonomy
• Conclusion

4 cylinders, 1000 cm3, 202 hp at 13,200 rpm, 12 m / kg at 10,800 rpm, 203 kilos, € 19,939

Incredible efficiency for a machine that is still user-friendly on the road

That’s it: after a long period of hesitation which saw Japanese manufacturers, especially Honda and Suzuki, fall behind in the super sports car niche, all the manufacturers in the land of the rising sun are up to speed.. And in a nice way, in addition, since everyone goes there in two versions: a standard version, which already sends liver pate into orbit and an "upgraded" version, which according to the manufacturers, is called "M" ( Yamaha R1), "RR", (Kawasaki ZX-10), "SP1 or SP2" (Honda CBR1000R, which goes even further than the others in this approach). Suzuki is content to add an additional R to its GSX-R1000 to qualify the exception.

So that the picture is complete, we will not forget either Aprilia, which presents the RSV4 RF and RR, BMW its S1000RR coupled with an HP4 Race version even more extreme and downright dedicated to competition, while at Ducati, we goes even further since the 1299 Panigale constitutes a real range on its own: beyond the standard version, we find the S, the R, the R Final Edition as well as the Superleggera.

In short, the Japanese are only responding to a segment of the supersports clientele who demand even more efficient and exclusive machines..

New in 2017, the Suzuki GSX-R1000R has already been tested on Le Repaire by my lively colleague Damien who, listening only to his duty, had taken a trip to the antipodes to go and wring the handle of the beautiful on the beautiful and legendary Phillip Island circuit. What follows is therefore a further test, from the angle of the actual conditions of use in our beautiful country radarized and perrichonized. Seen like that, it doesn’t make you want to. And yet !

Discovery

Since 1986, it has been the dream of generations of bikers, the big GSX-R! First launched in 1100 cm3, with mixed air / oil cooling, then with water, then relaunched in 1000 in 2000 (what a sentence!), It has obviously experienced ups and downs and its continued presence at the top of the bill. much debate. Some were missed (in particular the 1100 liquids, large turkeys weighing 240 kilos) while the 1000 of 2000 revived the legend. It still deserves an Oscar for its entire career, even if the end was less glorious, Suzuki suffering from the freeze of its R&D after the economic crisis of 2008. If we except the arrival of ABS, the last evolution dates back to 2010 and when it comes to sports, the years of delays turn into light years !

Nevertheless, it was worth the wait: the overhaul is complete, the lines are modernized without however registering in a historic break and apart, thank you the Euro4 standard, the exhaust frankly bulky and not very graceful. Nevertheless, we appreciate this effect of modernity: the lines are thinner, the template is closer to that of a 750. The dashboard is also more modern: no color TFT board here as on some competing sports cars (Aprilia, Ducati, Honda, Yamaha), but a panel with display in black which has the merit of simplicity, ergonomics and readability even in direct sunlight.

Obviously, the R stands out with a few visual touches: the colors, first. Thus, a black with blue rims characterizes it while the standard version comes rather in red or in a black with red rims. On the other hand, the historic blue color of the Suzuki is common to both versions. Don’t panic: we recognize the R by its BPF fork with external cartridge as well as by its monobloc Brembo calipers, just like, but there must be a Sioux eye, by the presence of an up & down shifter. All this is responsible for a weight increase of one kilo compared to the standard Gex: 203 with the full instead of 202.

In the saddle

When we knew the previous generations of GSX-R 1000, the metamorphosis is radical: more compact, narrower, the new one also seems to have lost a little of the versatility (relative, of course, but all the same) which was also the characteristic big GSX-Rs. We will see later what it is: a zest of suspense can never harm a good storytelling..

In the meantime, the position is necessarily on the wrists, but there is worse elsewhere (an R1, for example). Suddenly, we have a less tormented mind! The new dashboard goes hand in hand with new controls and the management of the various menus is easy: you press "mode" to select your engine mapping and traction control level, on the left keypad to scroll through the information on the dashboard. Complete dashboard since we even find the time, the average consumption, the remaining autonomy, the air and water temperature: a real GT !

Engine and transmission

Variable distribution: this is the solution chosen by Suzuki to supply water and gas to all stages! Compared to the old generation of Gex 1000, the power makes a real leap forward, going from 185 hp (at 11,500 rpm) to 202 hp (at 13,200 rpm). It is true that the old one was dragging herself seriously. Suddenly, the new block is narrower (less wide by 6 mm), but above all its dimensions are completely revised: the bore increases from 74.5 to 76 mm and the stroke shorter (from 57.3 to 55.1 mm) therefore allows more turns. And more laps, on this type of mechanism, it’s more potato.

What is the potato? I recently wrote, about testing the Kawasaki Z1000R, that "the potato is when you do covers in 6th and you feel like you are in 4th". This fits perfectly to the Suzuki, since in its case, you wonder if you did not stay in third. We will talk about it again below. And presto, a second layer of suspense. Nevertheless and without killing it, the suspense, this engine is not impressive only for its raw power: its vigor from mid-range, its lack of inertia to climb in the towers, its reach: hat !

The R version also has an up & down shifter. We salute its efficiency: upshifting, which is becoming quite common on sports pedigree gear, but also downhill, since it is done smoothly with even a micro-gas boost. Bluffing !

In addition to all this, there is the traction control, adjustable in no less than 10 levels. !

In the city

Few sports cars really have their place in town and to say that the GSX-R is going to destroy the Honda NTV market among couriers would prove that we got a little carried away. Nevertheless, it ensures: firstly because the turning radius is not bad, that the mirrors allow you to see behind you (an obvious fact which is not so much so on these machines), that compactness is a asset, that the weight (203 kilos with the full) is not too felt.

Then, some sports have gearboxes with a first report long like a day without Repaire which makes urban use painful with too much use of the clutch. With its CrossPlane engine which is not very flexible at low revs and its first which takes 160 km / h, the Yamaha R1 is rather caricatured in the genre. The Suzuki is more accommodating: soft controls, Suzuki Low RPM Assist system (the start of releasing the clutch slightly increases the idle for smooth take-offs), the flexibility of the engine, all this contributes to the urban exercise. going pretty well. On the other hand, despite the excellence of the system, the shifter shows a few jerks at very low speed (normal, it was designed to operate at full load) and it would be better to use the clutch. And then, another problem: a millimeter of gas too much and you are already very speeding. Watch out for departures at green lights !

On the other hand, we can not put anything under the saddle, not even a small disc lock. And for the big chain lock, you will carry it around your neck: it will please your osteopath !

On motorways and main roads

The GSX-R1000R pulls relatively short: at 130 km / h on the last report, we are already at 6000 rpm (admittedly, the red zone is still 8000 rpm higher, that is to say the margin it rest !). However, if the position is a little more compact than in the past and if the protection is limited, then you will naturally lower your head and reduce your cruising speed. Because the problem with these motorcycles is not so much their ability to devour major axes, it is to do so at legal speed without the rider wanting to hang himself after a half-full..

However, staying within the accepted limits obviously requires taking it upon yourself, just like with other missiles of its kind, even if the large torque available means that the slightest attempt to overtake quickly turns into a launching platform at Kourou. Reason to keep, we must keep reason. Apart from that: the saddle does not irritate the foundation, the vibrations are contained, the sound of the 4 in lines begins to be a little present at this speed and the stability, of course, is imperial: which does not take anything away from the great ability of this machine to throw itself on the angle in large curves, even to change trajectory at high speed. She doesn’t have the inertia of a big old-fashioned 1000, that’s for sure !

On departmental

We do not choose these machines to drag at 4000 rpm in sixth (90 km / h) on the last report. So let’s stop talking about speed, so as not to give the impression that it is an obsession. In the same way that a motorist sets his sights on a Porsche 911 GT3 RS while for the same price he can have a Panamera Turbo S, much more comfortable, it is to have intense driving sensations and without filter. The sporty 1000 is still justified on our roads by the absolutely unique cocktail of power and precision that they bring, even more now that the electronics allow us to make a fine tuning..

Let’s say it right away: this GSX-R1000R is a treat on the secondary network. If the damping is relatively firm, it is never brittle; no racket from the rear, flawless traction, a fork that absorbs perfectly and which manages in a progressive, almost silky way, mass transfers, helped by the ABS coupled to the IMU inertial unit which optimizes the phases of braking. Then, what more should you rent? The engine, that damn 4 in line full like an egg above 5,000 rpm, which is considerably earlier than its rivals from Kawasaki and Yamaha. In addition, its sound becomes rocky past this stage: a treat.

Finally, the ergonomics are top notch: although the machine is compact, a "pilot" of a large size can easily move on board. This is not immediately necessary, because the big GSX-R reveals the agility of a 750, requiring little effort to stay on course and not move, even at a high pace. A delight !

Part-cycle

The R version is therefore justified by the 2700 euros difference (note, the prices have changed since the launch at the beginning of the year: on 08/22/2017, the GSX-R1000 is worth 16,599 euros and the R 19,939 euros. is justified by more high-end suspensions: it is not from Ohlins, almost official supplier of all "upgraded" motorcycles on the market, but from Showa, with a BPF fork with external reservoir at the front and a BFRC shock absorber which, according to Suzuki, is derived from competition. What must be remembered in the context of road use is the almost ideal compromise between sporting sensations, relative comfort, but all the same real and precise and detailed information feedback.

Brakes

Same 320mm discs for everyone as well as the equipment supplied by Brembo, the R is distinguished by its monobloc radial calipers: it brakes, hard, long, with a soft attack followed by a powerful and precise bite. In short, that’s two good news: because in addition, the time of the Gex 1000 which did not brake terrible (on track) is now over..

Comfort and duo

Frankly, the duo are stiff, with a fetal riding position and nothing to hold onto. However, the passenger seat is thicker than the string of a thong, which is not the case with all of its competitors. For the pilot, on the other hand and against all expectations, it is not so bad: excellent suspensions, saddle that does not irritate despite the hours spent on the road, if you accept the necessarily typical driving position.

Consumption / autonomy

With 16 liters in the tank, the GSX-R1000R had better be sober: and it is, in any case much more than an R1. At the end of a small quiet trip (punctuated by a few accelerations and a few dynamic turns, because, alas, I’m not a saint), the fuel consumption is 5.8 l / 100. Conversely, more generous gas periods resulted in a 6.9 l / 100. Not so bad for a block that makes 202 hp per liter !

Conclusion

They sell less and less and yet, what power of fascination have retained the sports! What driving pleasure they still know how to deliver! This makes them absolutely addictive, intimidating and more and more out of step with the reality of traffic on our roads! In this context, we must welcome this notable evolution of the GSX-R, which brings an excellent engine, agility worthy of a 750, an electronic endowment (finally) in line with what is best on the market (however , without the possibility of calibrating the ABS), a complete and readable dashboard, a perfect up & down shifter.

In short, the big GSX-R has recovered to the level, enough to make you forget the (long, long …) years when the power of the myth had more and more difficulty to make you forget the obsolescence of the product. Now, we can say it very well: the big GSX-R is back (and she is not happy and she will kick your ass!). To enjoy it: a circuit, or a nice winding playground far from the radars of civilization. More than ever with these machines: to live happily, let’s live in hiding !

Strong points

• Really super punchy engine
• Welcome evolution of the GSX-R line !
• Quality suspensions
• Powerful and adjustable braking
• Handling of 750
• Successful up & down shift
• Complete and readable dashboard

Weak points

• Should come with 3,000 license points !
• Duo a stiff hair, necessarily !
• Muffler too big and too ugly
• No ABS setting for trackers

Suzuki GSX-R 1000 R technical sheet

Test conditions

• Itinerary: 800 km in a week of testing with daily life in Paris and a walk in Rouen in the loops of the Seine, as well as an outing in the Chevreuse valley.
• Motorcycle mileage: 2500 km
• Problem encountered: to add urgently to Santa’s list, but with the crisis I’m afraid he will refuse me.

Competition: Aprilia RSV4 RR, BMW S1000RR, Ducati 1299 Panigale S, Honda CBR1000RR SP1, Kawasaki ZX-10RR, Yamaha R1M

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