Quick spin: Suzuki GSX-R1000

I ventured to Mount Buller for the launch of the ADR version of the RMX450Z enduro bike, and my transport was the GSX-R1000K15. I hit the local shops, and I took the Gixxer. It’s not every day I would use a motorcycle to buy milk or run errands but Suzuki's flagship sportsbike evoked an emotion in me that made me want to ride it.

It’s certainly not the freshest one-litre sportsbike on the market these days, with only a clutch of small updates over the years. But for me it's not a deal breaker, as the water-cooled, in-line four-cylinder machine not only looks good with its MotoGP-inspired paint job but also handles and stops a treat.
GSX-R1000 IN BIKE SHOWROOM

The latest model is fitted with Brembo monobloc calipers which allow effortless braking and great feel. The suspension also follows a proven route with high-quality Showa Big Piston Forks and a rear damper from the same company. It works really well, and even better after I took some damping out of the front and rear through the adjusters. That turned a race track-ready bike which was harsh on the road into a mount perfect for every day riding and scratching through the hills. A few years ago when you turned the clickers on sportsbikes not much happened, but that's all changed now.

Electronically speaking, the Suzuki is still a raw scratcher with no traction control or any other adjustable electronic aid. There is a selector for power modes which gives you the option of A, B and C mapping, and three-time Australian superbike champion and GSX-R1000 expert Shawn Giles describes them as such: Map A is the full 1000cc power, B is a 750cc-style of response and C a softer 600cc hit. The differences aren’t really apparent at road legal speeds as the performance is altered higher in the rev range, but whatever mode I was in the Suzuki’s power delivery was crisp and easy to use. I actually like the fact that the bike has an absence of all the latest software, and is the reason I fell in love with it.

In full-biscuit A mode, the Suzuki isn’t the fastest in class — but who cares. With the bike still in standard trim, most sane people use about 25 percent of what’s available. If that’s not enough, there are tuners like former Suzuki racing team manager Phil Tainton who can wave a magic wand and increase output for only a few bucks.

The eating position is quite comfortable for a sportsbike, even for extended runs like my Mount Buller jaunt. The footpegs are adjustable over three positions, while the seat height at 810mm is the lowest in class — the BMW S 1000 RR closest at 815mm The pillion also has a decent seat.

The GSX-R1000 hasn’t changed for a few years now, but the 2015 model is still a very capable machine on the road, as well as managing podiums on world championship podiums in race-spec. At the bargain price of $18,490, there's still room for some aftermarket goodies and the bike still comes under the newer 1000cc tackle. One thing I would do is change the standard Bridgestones for a nice set of Pirelli Corsa DOT tyres to improve feel. It's cheap insurance and, in the absence of traction control, a smart move.

PERFORMANCE
Claimed maximum power: 182.4hp (136.1kW) at 11,500rpm
Claimed maximum torque: 116.7Nm at 10,000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet multi-plate slipper design
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Aluminum spar
Front suspension: Showa 43mm upside-down Big Piston Fork, fully adjustable
Rear suspension: Showa monoshock, fully adjustable
Front brakes: Dual discs with Brembo monobloc four-piston calipers
Rear brake: 220mm disc with Nissin single-piston caliper
Tyres: 120/70-17 front, 190 /50-17 rear

DIMENSIONS AND CAPACITIES
Claimed weight with all fluids except fuel: 203kg
Seat height: 810mm
Wheelbase: 1405mm
Fuel capacity: 17.5 litres