Suzuki GSXR1000 and its R version has everything to impress you

Following the launch of the 2017 GSXR1000, Suzuki invited us to the Kari Motor Speedway in Coimbatore for a first ride. As we walked into the pits, two new black and blue GSXR1000s were waiting for us. The first thing that struck us was how these motorcycles have shrunk in size.

Once, Suzuki released the GSX-R's specification along with vital statistics showing a maximum output of 202 PS and a slightly reduced kerb weight of just over 200 kg, along with the addition of ride-by-wire throttle control, an Inertial Measurement Unit, cornering ABS, and other electronic trickery.

The extra horsepower comes from a new engine with shorter-stroke dimensions and some clever touches of its own, notably the MotoGP-inspired Suzuki Racing Variable Valve Timing (SR-VVT).

The bike gets 10-way adjustable traction control plus three riding modes. The GSX-R1000R also comes with the two-way quick-shifter. From the fairly tall saddle, the view was of a new LCD display, clip-on bars and a cut-away top triple clamp holding broad, gold coloured Showa fork-tops.

The colour LCD display is all-new

The motor fired up with a single press at the starter button, and the bike pulled away easily with the help of Suzuki's Low RPM Assist, which adds revs if necessary as you let out the clutch, whose action is light thanks to the new Suzuki Clutch Assist System.
The all-new frame is 20-mm narrower and 10 per cent lighter and holds the engine six degrees more steeply, which allows it to be closer to the front wheel, moving the centre of gravity forward to aid front-end feel.

Steering geometry is slightly steeper, while the rear sub-frame is lighter and a more extensively braced aluminium swingarm contributes to a 15-mm longer wheelbase for improved stability.

The bikes were brand-new and their tyres were not even scrubbed. We decided to ride the standard bike as we had to take it easy for a few laps to scrub the tyres before upping the pace, and that suited us just fine.

The beefy exhaust sounds great. pics/Suzuki

It was during the second session on the R version that we started pushing the bike and we realised the difference between the two bikes. The R feels more nimble, agile, and much sharper than the standard GSXR.

Exiting the slippery last corner in second all hell was let loose as we unleashed the 202 PS of power; first the traction control stopped the rear from spinning up and, when it hooked up, the front end went light and the steering head shook its head before settling down.

Its fairing is slightly narrower, but the tank is lower, giving more space to crouch behind the screen. More importantly, the seat-to-footrest distance seemed relatively generous, so we hardly ever experienced the familiar struggle to get our boots set on the pegs in time for a fast-approaching bend, or to hook another gear while exiting a turn.

LED tail-lamp unit looks sharp

For track use we've a feeling that the GSX-R's roominess might be as crucial as its power and weight figures to our enjoyment and pace, though shorter riders might have a very different take. The legroom would also be welcomed on the road, though there you'd be more likely to appreciate the Low RPM Assist function, or the light-action slip-assist clutch.

We have to applaud Suzuki for their effort with this bike, that's for sure. It's been a long time, but they've given it their best shot: from the innovative Variable Valve Timing to details such as the more aerodynamic mirrors and flat-topped fairing mount bolts, and the front brake lever with its race bike-like slot to prevent high-speed activation by the wind. Maybe, the styling remains a bit familiar and uninspiring, but that seems to matter less when the bike itself is so dramatically improved.

The GSX-R1000R also has LED position lights above its fairing's air intakes, a lighter top triple clamp, lightweight lithium-ion battery, and a launch control function that allows efficient racetrack starts with the throttle held open.

Whether the GSX-R1000R ends up being quicker than its rivals in the 200-PS club of motorcycling remains to be seen, but it surely won't be far off and should make a fine road bike too. Importantly, it has that distinctive family character very much in place.