Test: Suzuki GSX-R 1000 from 2006 and 2012
Kilo-Gixxer in a generation comparison
Suzuki’s GSX-R 1000 from 2005/2006 enjoys cult status thanks to its formidable drive. Nevertheless, the Kilo-Gixxe, newly renovated for 2012, should actually iron the oldie without any problems. Or?
Everything was better before.
Some things burn into the brain forever. Such as the appearance of the GSX-R 1000 in 2005. The testers took their breath away, they hadn’t known such an ingenious series propellant before: velvety, strong as a herd of buffalo, perfectly dosed. Even in the here and now, the four-cylinder still captivates, the shooting on the borrowed 2006 Suzi is like a déjà vu. Simply phenomenal, the power with which Suzi peppers out of the corners, the way she constantly pushes, pushes and pulls, as if she were fired by the incarnate himself.
And the L2? She can’t quite keep up in this regard. Although she marches properly, the quadruplet does not generate such a gripping thrust in direct comparison. In practice it looks like this: While the K6 rushes wildly at the exit of the curve, it seems as if a huge invisible hand is braking the forward thrust of the 2012 GSX-R. Despite the slightly shorter gear ratio of the primary drive – gear steps and secondary gear ratio are identical – the new one loses a tight 1.2 seconds (8.6 s to 7.4 s) on the K5 / K6 when pulling through in the last gear from 50 to 150 km / h . Small consolation: With this value, this series holds the lone superbike record to this day.
After all, the new one has her ancestor under control when it comes to maximum output. There it is 173 to 170 hp. Nevertheless, the question must be allowed whether this comparatively small increase in performance represents the entire progress in this long period – regardless of different Euro standards. The difference between the real output and the nominal output (185 HP) is also quite clear in the current 12 HP model. But even with the K5 / K6, eight ponies are still missing (nominal power: 178 hp).
Adjustable footrests on the 2012 model.
The current GSX-R, on the other hand, has slight advantages when it comes to throttle response. It has three driving modes that also influence the load change behavior. In A-mode she accelerates very directly, almost too abruptly – clearly an option for the race. As on “A”, the 2012 Gixxe generates full power in B mode at full load, but implements throttle commands at partial load just as gently as the ancestor, who excels in this discipline, who has to get along without different driving modes. Setting “C” cuts both torque and power, a variant for those who are cautious on wet roads.
The position of the 2006 notches cannot be varied.
Running culture. The engine of the K6 once set standards in this respect. The engine of the test motorcycle runs a tad rougher than we remembered it. But the superbike has six years and over 20,000 kilometers under its belt. The rests, handlebars and seat can tingle a bit. Especially since the new one with just 600 kilometers on the clock cannot break away in this discipline. The bottom line is that the older of the two sisters wins the engine rating!
The two worlds separate when it comes to braking effect and dosage …
Does the new GSX-R strike back on this chapter? She undoubtedly has the prerequisites for this, after all, Suzuki has revised the chassis several times in recent years. The Big Piston fork, which was newly tuned for 2012, is a real highlight. It is extremely sensitive, has enormous reserves and provides excellent feedback. The Japanese, on the other hand, overshot the set-up of the shock absorber a little. Especially because of the mercilessly hard spring, it works quite uncomfortably, which is particularly annoying on bumpy roads. The L2 also tends to kickback on such slopes.
… The old one muddy and weak, the new one crisp and hot.
The K6 does not know such tactlessness. It pulls its course well and calmly, handlebar fidgeting is a nil. Fork and shock absorber respond properly and can easily handle even sporty country road rides. It only gets tight on the race, where experience has shown that the spring elements could use a little more cushioning reserves. Here the new one is clearly ahead.
In order to exclude the influence of different tires on driving behavior, we equipped both bikes with the brand new Sport Attack 2 from Continental. The Suzis willingly burn around corners on these soles. The K6 is a tad more manageable. It turns more easily and allows very tight lines in an inclined position. The new Gixxe is different. It requires a little more physical effort to stay on course, as it tends to make wide lines. To do this, it stabs the corners with great precision. In this exercise, the 2006 Suzuki can’t hold a candle to her. Not with the brakes either: muddy pressure point, lack of bite, poor transparency. In stark contrast to this, the new Brembos of the current 1000s anchor at their finest, maximum score! Especially because of its stoppers, the new one decides the landing gear chapter for itself – stalemate!
The rear of the current Gixxe is also more stylish. However, the differences are not very big.
Unlike the previous criteria, design does not allow points to be awarded. After all, styling, shapes and colors are a matter of taste. It is clear, however, that surprisingly little has happened in this regard in the past seven years. The new one looks a bit slimmer, conceals her pounds more skillfully. But revolution is different. After all, Suzuki uses a single muffler again for the current model. Much to the pleasure of the large majority, who could never make friends with the strangely curved, pompous-looking double exhaust of the direct predecessor.
This aspect also hardly illustrates the period that lies between the two models. Okay, the current Gixxe has adjustable footrests, high-speed compression damping on the shock absorber, steel flex lines on the front brake, fewer welds. The brightness of the cockpit lighting can also be regulated. We have already mentioned the different driving modes. But features like ABS or traction control are still missing.
1. Suzuki GSX-R 1000 (2012): It doesn’t get any closer! With one point ahead, the new one saves the win. You don’t always notice that there are seven years between the two series.
2. Suzuki GSX-R 1000 (2006): The superb drive of the K5 / K6 models continues to impress. With better brakes, the sensation would be perfect.
The 2006 Suzuki GSX-R 1000.
Suzuki GSX-R 1000 model 2006
Drive: Four-cylinder in-line engine, 4 valves / cylinder, 131 kW (178 hp) at 11,700 rpm *, 118 Nm at 9,000 rpm *, 999 cm³, bore / stroke: 73.4 / 59.0 mm, compression: 12, 5: 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, U-Kat, secondary air system, chain.
Landing gear: Light alloy bridge frame, steering head angle: 65.2 degrees, caster: 96 mm, wheelbase: 1405 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm.
Wheels and brakes: Light alloy cast wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17, first tires: Bridgestone BT 014 “J” / “SJ”, 310 mm double disc brake with radially attached four-piston fixed calipers at the front, 220 mm single disc with two-piston fixed calipers at the rear.
Measurements and weight: Length / width / height: 2035/775/1125 mm *, seat / handlebar height: 810/860 mm, handlebar width: 640 mm, 200 kg fully fueled, v./h .: 51.5 / 48.5% rear wheel performance in the last Gear 118 kW (160 PS) at 259 km / h.
Consumption: Fuel type: Super unleaded. Average test consumption: 8.2 liters / 100 km, tank capacity 18 liters, range: 219 km.
Base price: 13 090 euros (plus additional costs).
The 2012 model year Suzuki GSX-R 1000 has three driving modes.
Suzuki GSX-R 1000 model 2012
Drive: Four-cylinder in-line engine, 4 valves / cylinder, 136 kW (185 PS) at 11,500 rpm *, 117 Nm at 10,000 rpm *, 999 cm³, bore / stroke: 74.5 / 57.3 mm, compression: 12 , 9: 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain.
Landing gear: Light alloy bridge frame, steering head angle: 66.5 degrees, caster: 98 mm, wheelbase: 1405 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression (high / low). Suspension travel front / rear: 120/130 mm.
Wheels and brakes: Cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17, initial tires: Bridgestone S 20 “F”, 310 mm double disc brakes with radially attached four-piston fixed calipers at the front , 220 mm single disc with single-piston floating caliper at the rear.
Measurements and weight: Length / width / height: 2045/705/1130 mm *, seat / handlebar height: 810/855 mm, handlebar width: 640 mm, 203.5 kg with a full tank, v./h .: 51.8 // 48.2% Rear wheel power in last gear 120.5 kW (164 hp) at 253 km / h.
Consumption: Fuel type: Super unleaded. Average test consumption: 7.2 liters / 100 km, tank capacity 17.5 liters, range: 243 km.
Base price: 14 790 euros (plus additional costs).
Suzuki GSX-R 600/750/1000
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